The UK government is currently evaluating the safety aspects of potential changes to regulations that would make it easier for fleets to operate electric vans, specifically concerning 4.25-tonne vehicles.
In October 2023, the previous administration announced plans to eliminate the five-hour training requirement for drivers of electric vans weighing up to 4.25 tonnes. Further, recognizing the need for additional measures to facilitate wider adoption, the government also proposed changes to towing allowances and greater flexibility to cover all vehicle types, extending beyond goods vans.
The Office for Zero Emission Vehicles (OZEV) initially expected to bring forward legislation by the end of 2024, but the July general election has caused a reassessment of these plans by the new government.
Currently, drivers with a Category B driving license can drive alternative-fuel vehicles (AFVs) up to 4.25 tonnes; an increase from the 3.5-tonne limit set in 2018. Abdul Chowdhury, head of the vehicle policy team at OZEV, stated at the Fleet and Mobility Live event that the department is still working to exempt these heavier electric vans from operator license restrictions.
Chowdhury explained that the primary concern is road safety: “The key consideration is the road safety impact and implications of the changes. So even though, in terms of their size and weight, they’re the same vehicle, because it is greater mass when they’re involved in an accident or incident, the impact can be greater.”
He added that several factors are under review, including MOT regulations, drivers’ hours/tachographs, and speed limiters. Acknowledging the stricter nature of HGV regulations, the government is considering whether these vehicles are safe enough to fall under the less restrictive car regulations—i.e., the sub-3.5-tonne regulations.
Fleets face a more difficult challenge with electric vans than electric cars, Chowdhury acknowledged. “The total cost of ownership can be higher even when you take into account the cheaper running and maintenance costs,” he said. Public charging infrastructure also presents a major problem for electric van drivers, which is something the government is attempting to address to encourage fleet adoption.
This challenge is mirrored in the latest new light commercial vehicle (LCV) registrations. According to the Society of Motor Manufacturers and Traders (SMMT), new fully electric van registrations decreased in September, marking the fourth consecutive month of declining demand and the sixth month of decline this year. Registrations fell by 0.5% to 3,020 units. Since January, 14,188 new battery-electric vans have been registered, 7.7% lower than the same period last year. Zero-emission vans now represent just 5.3% of all new LCVs registered in 2024—slightly over half the 10% stipulated by the UK’s Zero Emission Vehicle (ZEV) mandate.
Meanwhile, demand for new electric cars hit a new record for any month in September, increasing by 24.4% to 56,387 units and achieving a 20.5% share of the overall vehicle market a substantial rise from 16.6% a year earlier.
James Rooney, head of road fleet at Network Rail, emphasized that operators need to move to electric alternatives at pace, but are being held back by uncertainty surrounding rule changes. He stated that the clarification of rule changes around 4.25-tonne vans is critical for fleet adoption, but the lack of a set date for those changes made it challenging for fleet operators to make investment decisions. Rooney stated that a set date for the derogation of 4.25-tonne vans would “unlock the floodgates” for fleet adoption of these vehicles.
Chowdhury explained that the new ministerial team wishes to gather more information about the safety implications of the proposed changes before moving forward. He told Fleet and Mobility Live that data provided by fleets suggests there is “negligible difference between the 3.5-tonne ICE (internal combustion engine) vehicles and the 4.35-tonne (electric) vehicles.”
However, he added, “The proposals will affect every single standard licence-holder in the UK, and every single 4.25-tonne vehicle in the UK, and they won’t necessarily always be owned by a large fleet or a fleet who is doing the right things to ensure safety.”
The new minister, whose focus during opposition included road safety, is understandably seeking maximum assurance that the proposed changes will not significantly or severely impact road safety, Chowdhury noted. He indicated that the minister is receiving ongoing advice regarding these risks and that timelines would be discussed once a decision has been made.
