The Government has confirmed plans to overhaul the regulatory framework for zero-emission vans weighing 3.5- to 4.25 tonnes, bringing their testing and operating requirements closer to those applied to 3.5-tonne diesel models.
The legislative change follows a wide-ranging Department for Transport consultation that ran from December 2024 to March 2025.
The DfT has committed to move heavier electric vans into the class 7 MOT regime, replacing the current requirement for heavy vehicle testing at authorised testing facilities.
The first MOT is set to take place three years after registration, followed by annual tests, the same as passenger cars and vans below 3.5-tonnes.
It will also explore shifting these vans from assimilated EU-derived drivers’ hours and tachograph rules to the domestic GB system, bringing them into line with their diesel equivalents.
Speed limiter requirements will remain under review, with no changes planned without a further targeted consultation.
Responses to the consultation showed strong backing for the proposed switch to class 7 MOTs.
At present, zero-emission vans in the 3.5- to 4.25-tonne bracket undergo annual heavy vehicle tests from their first year of operation.
Many operators argued that this imposes unnecessary administrative and financial burdens, as the vehicles are equivalent in purpose and operation to 3.5-tonne diesel vans.
The Government said feedback revealed a “clear view” that the current system acts as a barrier to adoption, although some respondents highlighted concerns that reduced testing frequency, combined with intensive fleet use, could affect road safety.
Industry-supplied data comparing collision rates between 3.5-tonne diesel vans and 3.5- to 4.25-tonne zero-emission vans suggested no increase in incidents for the heavier electric models.
The DfT has confirmed it will proceed with legislation to enable class 7 MOTs without adding HGV-specific checks.
A post-implementation review will assess safety impacts, looking at collision data, MOT failure rates and roadside prohibitions to determine whether the changes require amendment or revocation.
The consultation also examined how drivers’ hours and tachograph regulations apply to the heavier electric vans. They are currently governed by assimilated rules that also mandate tachograph use, except where a national derogation applies for short-range operation within 62 miles of base.
A majority of respondents favoured moving these vehicles into the GB rules, arguing that a single, simpler framework would support uptake and remove an unnecessary distinction between similar electric and diesel vans.
Concerns about the risk of excessive driver working hours were noted, although the Government observed that assimilated rules allow drivers to work up to 13 hours a day, compared with 11 hours under GB rules.
The DfT will now explore options for implementing the change through legislation. A post-implementation review will assess any effects on collision rates linked to fatigue or compliance issues.
Electric vans in the 3.5- to 4.25-tonne class must currently be restricted to 56mph through built-in speed limiters.
A majority of respondents supported retaining the requirement, and the consultation found no evidence that limiters significantly deter adoption. Those who viewed them as a barrier cited both the fitting and maintenance of limiters and the reduced motorway speed.
The Government noted that changing speed limit rules while altering other regulations could create a small group of vehicles with niche requirements, undermining efforts to provide consistent rules at the 4.25-tonne threshold.
Any alteration would require a further consultation to gather data on safety impacts and operational consequences.
The DfT also asked for views on other vehicle types affected by similar issues where switching from combustion engines to zero-emission powertrains increases weight and brings additional regulation. Respondents suggested some vehicles may face comparable challenges, and the Government said it will keep the case for wider reforms under review.
Some industry voices argued for expanding the N1 vehicle class to cover zero-emission vans up to 4.25 tonnes, noting that such a move would support consistency across categories.
Respondents also highlighted the need for DVLA system changes to ensure compatibility with class 7 MOT testing.
Industry groups broadly welcomed the Government’s response and called for rapid legislative progress. Chris Yarsley, senior policy manager for road freight regulation at Logistics UK, said the current approach “is limiting the adoption of cleaner electric vehicles” and called the proposals “a victory for the environment and common sense”.
He said the changes “will give operators the confidence to invest in cleaner electric vans as they remove the additional costs from adhering to legislation designed for HGV operators”.
Toby Poston, chief executive at the British Vehicle Rental and Leasing Association, said the outcome “delivers something the Zero Emission Van Plan has pushed up the agenda”, adding that policymakers “have listened to the fleet sector”.
Duncan Webb, AA fleet director, said the recommendations would help “enable this sector of vans to convert at greater pace to electric”, although he warned that “urgency is required” to bring the legislation into force.
Paul Hollick, chair of the Association of Fleet Professionals, said the group was “really pleased to see the government commit to pass legislation following the review” and added that zero-emission van uptake has been held back by “unnecessary obstacles”.
The consultation builds on secondary legislation introduced earlier this year that allows category B licence holders to drive vans and other zero-emission vehicles up to 4.25 tonnes.
The rule applies to vans, minibuses, SUVs, trucks and any other vehicle that would normally be limited to 3.5 tonnes if powered by petrol or diesel, accounting for the additional weight of electric drivetrains.
