The Government has confirmed plans to overhaul the regulation of large 3.5–4.25-tonne zero-emission vans, following months of consultation with operators, manufacturers and testing bodies.

The Department for Transport says the current rules — initially written for diesel vehicles — are proving a barrier to the adoption of electric vans and will now be rebalanced to reflect how these vehicles are used in the real world.

Simpler MOT regulations

The most significant shift is around roadworthiness testing. At present, vans in the 3.5–4.25-tonne bracket must be tested as heavy goods vehicles, even if their extra weight is solely due to the battery. Operators have repeatedly argued that this adds cost, limits test availability and complicates fleet management, particularly for mixed fleets running both 3.5-tonne diesels and slightly heavier electric equivalents.

Following strong support from respondents, the Government will move these vans into the Class 7 MOT regime, which is the same system used for 3.5-tonne vans. That means the first test will take place three years after the first registration, followed by annual tests. No additional HGV-specific checks will be added to the Class 7 MOT.

The Department says it will closely monitor the impact, including collision data and MOT failure rates, and will revisit the decision if safety outcomes worsen.

Freedom from tachographs

Drivers’ hours rules are also in line for change. At present, 3.5–4.25-tonne electric vans fall under assimilated EU drivers’ hours regulations, requiring tachographs unless operating within the standard 62-mile radius exemption. Most operators responding to the consultation said this has become one of the biggest barriers to uptake, as it introduces tachograph administration for vehicles used much like any other 3.5-tonner.

The Government now plans to move these vans into the scope of the simpler GB domestic drivers’ hours rules, removing the tachograph requirement in most cases. Respondents cited easier compliance, fewer administrative burdens and more straightforward fleet operations.

Concerns were raised about driver fatigue and enforcement under the GB rules, but no evidence was submitted to suggest safety risks would increase. The DfT says it will include this area in its post-implementation review.

Still stuck at 56mph

Speed limiters proved far more divisive. Vans in this weight class currently require a built-in 56mph limiter, and respondents were almost evenly split on whether that rule should remain in place. Many argued that removing the requirement would increase collision severity, while others said the limit forces electric vans to sit in HGV traffic, creating frustration and unnecessary road-speed differences.

For now, the Government will leave the 56mph rule in place. Any future change would require further targeted consultation and stronger evidence on road safety implications.

Driver licensing rules already in place

One licensing change is already in force. As of June 2025, the Government removed the requirement for Category B licence holders to undertake additional training before driving a zero-emission van up to 4.25 tonnes. This effectively treats a heavier electric van the same as a standard 3.5-tonner, provided the extra weight is due to the battery.

All changes require legislation, and the Department for Transport will now begin drafting the necessary measures while working with DVSA and DVLA to update systems and processes. Once implemented, the new rules will apply across Great Britain and are intended to give operators greater flexibility, reduce administrative burdens and smooth the shift to heavier electric vans without compromising safety.

Phil Huff
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