Electric van regulations on testing and tachographs require significant reform to drive market growth, according to leasing and fleet management provider Holman.
The Government’s consultation on fundamental changes to the MOT testing regime and tachograph use for electric vans with a maximum authorised mass (MAM) of 3.5 tonnes to 4.25 tonnes has now closed.
Holman is advocating for a hybrid MOT testing regime with an annual testing requirement, while also calling for the removal of tachograph mandates for certain electric vans exceeding 3.5 tonnes MAM.
The company welcomes proposed changes that would permit heavier electric vans to undergo testing outside the HGV MOT network, alleviating capacity concerns.
Dominic Hutchinson, Holman’s head of operations, said: “The HGV MOT network already struggles with capacity, and adding what could be a considerable number of extra units to those repairers will only exacerbate the situation. Taking advantage of the large number of independent MOT stations makes far more sense and is far less likely to impact asset operators.”
But the company believes that annual testing of these vans should continue until there is sufficient evidence that the extra weight of these vans is not having a detrimental effect on parts and safety.
“The issue with moving to a three-year first MOT regime is that we’re not going to get any statistically relevant data from the DVSA until the end of this decade at the earliest – and that’s assuming many of these vans come into use in the next year or two. That’s too long to wait to find out what’s going on in terms of compliance,” said Hutchinson.
To implement this, there needs to be clear guidance on when and how this new regime will work so that repairers are ready in time, with new regulations on appropriate equipment and an agreement on what needs to be tested.
“HGV MOT testing typically requires specialised ramps with features like suspension play detectors to meet existing DVSA standards. There will need to be alignment on what is tested under the new regime,” Hutchinson added.
Holman also believes that tachographs should be removed for the latest models. The firm points out that in-cab active safety systems, which are now required by legislation, should make heavier vans as safe as lighter ones, while the current requirement for tachographs for vans that travel further than 62 miles from base just causes confusion for operators.
Hutchinson explained: “In terms of removing the need for tachographs and driver hours legislation, we should see a reduction in overhead costs for all operators, which will help facilitate the transition to zero-emission vehicles (ZEVs).
“However, we need to ensure this does not come at the expense of road safety, so a balance must be struck. This is a critical issue for the adoption of these vehicle types.
“So we believe these vans should be subject to a hybrid regime, taking advantage of the capacity of the Class 7 MOT network while applying the annual testing of the HGV regime.”
Holman says it’s uniquely positioned to understand the challenges of van electrification. The firm manages, services and maintains tens of thousands of vans for customers – including BT Group, which recently announced the largest-ever order of electric commercial vehicles.
Holman, which runs a network of 2,000-plus SMR sites, said it would consult with its MOT partners to ensure they are prepared for any changes and capable of handling increased volumes.
“Ultimately, making it easier and cost-effective to run heavier zero-emission electric vans is a welcome step, and the Government’s plans seem entirely reasonable,” Hutchinson added.
“But there will be challenges, as there always are. At Holman, however, we are ready for these changes. With our expertise in running electric vans, we are well aware of the requirements.
“The sooner we can make the transition to electric happen in a financially and economically viable way without incurring further operational challenges the better.”
