Over the next year, we will be using a new approach to improve compliance around light goods vehicles (LGVs) and their trailers. This means we’ll heavily concentrate on particular higher-risk sectors – working with them and focusing our roadside enforcement work. We want to explain why this is so important and highlight the tragic consequences of when things go wrong.
We know that many in the industry are diligent and prioritise safety. But unfortunately, there are still some operators of LGVs who don’t have robust systems to ensure safety, flout the rules and put lives at risk. It’s our role to make sure we stop this from happening, keeping everyone on Britain’s roads safer.
Why we’re targeting LGVs
DVSA checks approximately 20,000 LGVs every year. Over 50% of these encounters result in enforcement action for:
- serious defects
- insecure loads
- significant overloads
The annual MOT test failure rate for LGVs is around 4 times higher than HGVs, and it’s much higher than the failure rate for cars. This might not come as a surprise – LGV operators may not adopt the same safety systems that a heavy vehicle Operator Licence holder is required to. And of course, many LGVs have quite a ‘hard’ existence – high mileage with heavy loads.
More significantly, road users are more likely to be seriously injured or killed by an LGV than an HGV. In 2023-24, there were 3,000 incidents reported involving LGVs which resulted in either a fatality or a serious injury - compared to less than 1,000 with an HGV.
This data shows why LGVs need targeting.
What the new enforcement approach will look like
While many of you take great care to manage light goods vehicle operations in the same professional way as a HGV or PSV operator – some do not. We want to improve that situation, as it puts people in danger and is not fair on those that do things right.
As with any strategy, we start with engaging with the industries – such as trade associations – to make sure the rules and guidance are clear. However, enforcement must sit alongside this and we take that role seriously - taking robust action where appropriate, including issuing fines, sanctions and further penalties.
With roughly ten times the number of LGVs compared to HGVs on the road, we need to be very focused in what we do to have a chance of influencing behaviours. We also recognise that there’s a wide range of users for LGVs across many different industries.
When developing our strategy, we evaluate where our enforcement efforts will be most effective, and target certain groups or geographical areas where our work is most needed.
For example, we've noticed an increase in the number of prohibitions issued to vehicles used in construction, and vehicles used for transporting cars. Therefore, these vehicles will be a high priority for us in the future.
Of course, we will continue enforcement for other sectors as well – so this isn’t an open door for ‘anything goes’. Our expectations are still the same, and wouldn’t it be great if we had no reason for this extra targeting of your sector?
Working with us
As we work with these specialist sectors, it’s important that we work with the trade bodies representing them. Many of these are organisations we already work with – but there may be others we haven’t yet engaged with. So please do reach out to us if you think your organisation can help.
We’d love to hear from light goods operators and drivers who have best practices to share. We want to see improvements across the industry so the more this can be about industry working with us to raise standards, the better.
A tragic reminder of the consequences
Sometimes choosing to be non-complaint can - and often does - has fatal consequences.
One heart-breaking example is the death of 11-year-old Harry Dennis, who was tragically killed after a scaffolding board hit the vehicle he was travelling in.
The board had come loose from a vehicle transporting scaffolding. The driver, Russell Le Beau, had not adequately secured the load and was oblivious to it swinging out into the path of Harry’s vehicle. In court, he blamed this on a lack of training. However, the judge concluded that he’d likely driven similar vehicles for the past 15 years.
Russel Le Beau was sentenced to 4 years in prison.
Harry's mother has since inspired a campaign to improve road safety, arguing for more regulations to govern the use of light goods vehicles.
How you can keep your vehicle compliant
Our guidance can help you understand and comply with the rules and regulations around driver conduct and licensing in the haulage industry.
As a driver, you should follow employer and government guidance to ensure the safety of yourself, your passengers, other road users and pedestrians, ultimately making Britain’s roads safer for everyone.
What are the rules around operator licensing?: Goods vehicle operator licensing guide - GOV.UK
What are the rules around driving a van?: https://www.gov.uk/guidance/driving-a-van
36 comments
Comment by David Norkett posted on
I think there needs to be an o licence for vans/trailers that are being used commercially (for the carriage of other peoples goods) , that are between 3,5 and 7.5t.
8 grand and a transport manager is a bit harsh for that application, but there needs to be a lesser criteria along with inspections etc.
3.5 ton car transporters seem to be some of the worst offenders I see on the road, always overloaded, sometimes even towing a trailer, with 2 cars on, totally ridiculous. The banged up old sprinter vans also seem to be a massive problem, the paint is the only thing holding them together half the time.
Comment by Anon posted on
I know an operator who runs hgv and 3500kg vans. The vans are constantly overweight and the van drivers are doing over 11 hrs per day. Also a guy near me running 3500kg vans with chilled and frozen on board regularly overloaded.
Comment by Paul Gooch posted on
As someone with a long-standing background in transport compliance, I welcome any initiative that seeks to raise standards and improve road safety. The focus on LGVs is both necessary and overdue, particularly given the data on prohibitions, insecure loads, and defect rates. The tragic case of Harry Dennis serves as a stark reminder of what’s at stake.
That said, enforcement alone won’t solve the problem. Education, consistency, and proportionate regulation must go hand in hand. Many LGV operators aren’t deliberately non-compliant, they’re simply unaware, under-trained, or working in environments without the structure of O-licensing. We must avoid alienating honest operators who are trying to do the right thing but lack the resources or knowledge of larger HGV fleets.
Introducing tachographs, load training, and more robust licensing is logical, but not if it penalises sole traders, microbusinesses, or legitimate trades just trying to get on. Perhaps a scaled or modular licensing system could offer a middle ground, holding those who operate commercially to account, while giving smaller operations a path to compliance without being priced out.
Let’s not forget: the goal is safer roads, not just more enforcement notices. Collaboration between DVSA, insurers, trade bodies and industry professionals is the key to lifting standards across the boar
Comment by Mike posted on
I think this is mainly a problem created by the dvsa. It is such a jump from running 3.5t vehicles to 7.5t ones it's not surprising people are running overweight vehicles. There needs to be a stepped approach and easier driving licence regulations.
Comment by David Pryce posted on
Its been like that for a long time now, you would of thought that operators would have sorted their loads to the right vehicles out be now, I dont see the issue.
I think its about time that the DVSA checked a lot more light goods vehicles on the road its long over due, some of them are just dam right dangerous, I have been in the transport industy for 45 years and compliance with vans has always been a issue that has never been really addresses.
at the end of the day they like HGV's are a commercal vehicle not a run around do what you feel like vehicle.
Comment by David Trenchard posted on
Totally agree. The way small vans are overloaded with no consideration for axle weights is a disgrace. Most of these drivers are unaware of the limits for their vehicle. The owners should be prosecuted alongside the drivers!!
Comment by Kevin Roach posted on
From your own information you quote 3000 incidents involving deaths and serious injury in which an lgv is involved, and then around 1000 deaths and serious injuries where an hgv is involved.
You then go on to state that there are over 10 times the number of lgv's as opposed to hgv's.
This would make incidents involving lgv's statistically a fraction of those if you upscale the number of hgv's or downscale the number of lgv's for parity.
Your reasonings given are at best disingenuous and at worst a manipulation of facts to support your enforcement action and revenue raising tactics.
If you are going to hammer a particular section of road users at least be honest.
Also, within your quoted figures can you perhaps give a breakdown of 'at fault' drivers. Wether they are drivers of lgv's or other road users.
I see this demonising of groups of road users for what it is. Money pure and simple.
If this government or any other for that matter cared there would be more visible policing on our roads. That's what's needed for all sections of road users that put people at risk.
Comment by Ron posted on
I glad you've mentioned this because I spotted that as well, clearly HGV's cause a higher percentage of deaths in accidents per vehicle using the statistics stated here, yet the article twists it the other way, someone needs to understand the maths.
Whilst were picking on inaccuracies, I thought HGV had been done away with and replaced with LGV (Large Goods Vehicle not light goods vehicle).
On the subject of being overweight, plenty of 7.5t vehicles are overweight, plenty of 7.5t scaffold lorries with insecure loads amongst others.
We regularly inspect and brake test our 3.5t vehicles, drivers have to do daily defect checks on them as well.
I do agree that class 7 vans need better oversight, but forcing tens of thousands of small firms or one man bands to get an o-licence's is going to result in businesses closing. I've one HGV operator who runs a small fleet and is considering packing up because the bureaucracy is just getting too much, they are being told they have to do things by DVSA, which they have no legal requirement to do, jumping through hoops for the sake of it.
Comment by Jim with the spade posted on
There’s a lot ignoring the fact that blanketing rules for some vans that might be overweight or otherwise will require all businesses that have a van to comply regardless of what they’re doing, transporting goods for others or delivery fleets are very different to a one man building firm who needs a van.
If everyone that runs a van ends up needing a restricted operators license or worse then so many houses would become registered transport depots.
The system needs a rethink generally if that’s the route they’re going, “transporting own goods and equipment used for works” needs to be exempted or no one will get anything done.
I’m myself and my colleagues drive vans so we can do our jobs, we are not employed van drivers and our company would have no interest in employing a van driver to valet our equipment to where it’s needed while we make our own way there.
Comment by RockOn posted on
For safety of other road users and hours compliance all van’s from 3.5 ton should be fitted with a tacho and speed limiters that way eliminating speeding and excessive hrs
Comment by Duncs posted on
Like alot of said they should have there own class of o license and also have tachographs fitted to prevent drivers driving for endless hrs, also regarding tachos the exemption for restricted distance and use needs removing and making fair for everyone.
Comment by Ryan posted on
I also think LGVs are part of the problem and I have also witnessed that cars pulling trailers are also a problem on the Roads.I believe we need better Education for All drivers trying to pass car Licences and car Drivers need Education in the following Areas , Load security, Self Aware of vehicle for themselves as well other drivers/vehicles , Weights of Vehicles, and a Better understanding of what HGVS and LGVS are Capable of Doing and not doing ie , turning corners, Breaking and being able to stop . As All these Car drivers will probably end up Driving Cars pulling trailers or Vans or even end up Driving HGV . I believe it would be Postive to have LGV O Licences and transport Managers and it would create Jobs for the UK and it's needed
Comment by DWF posted on
hurrah a long overdue look at a unregulated area
Comment by JH posted on
Whilst I welcome this, because of the scant regard many of these operators show to compliance, what use is a link to Operator Licencing guidance when these vehicles legally operate outside of those rules. They have no more rules to follow than the basic motorist in a car.
Whats more when picked up, they may face a fine but no further repercussions because there is no regulatory body to control them. It would be better for operators and enforcers to have specific guidelines and regulatory control.
Comment by Tony Clark posted on
May be it's time to bring these 3.5t vans under tachograph rules and regulations. Some drivers tend to drive long hours in these vans and I think this needs proper monitoring.
Comment by Dave posted on
The 3.5 cab and chassis have bodies put on them that are to heavy before any load is put in them the polish have this set up a lot .. I’ve a transit camper dvla will not register as a camper . The roofs been cut for a pop up side panels cut for glass lots of holes in the floor it can never be a van load it it would bend dvla need to rethink
Comment by M Hawkins posted on
We run several 3500kg vans (Spain based) and each one needs a transport licence for either public or own business use (separate to our EU licences) During routine stops, everything is checked exactly the same as if they were hgv's. And you need a document of control (same as a cmr) for whatever you are carrying. From July 26, a tacho will be mandatory for any cross border work. The 3500kg sector will change forever and become less relevant. We will just run our 5000/5200kg vans.
Comment by Donald Bray posted on
Are 3.5t vehicles tacho exempt if they are on own account exhibition journeys. We have asked this question on numerous occasions here in the UK and when we’re at european exhibitions. The answers are conflicting even from the appropriate Traffic Area.
Please would the appropriate Traffic Area responsible for international LGV European
Comment by James andrews posted on
It’s your own fault people don’t do it right you make people need an operator license which is a waste of time and people who don’t have 8 thousand in the bank cannot get one and even people with one get over loaded use make it to difficult for anyone to start up a business in recovery or lgv with all your laws and fine people for being five kilogram over the laws need reviewing.
Comment by LR - Leeds posted on
Good news, but doesn't go far enough as already mentioned always said vans used commercially should be on tacho - multidrop deliveries riding weight limit, 3.5t recovery / car transporter vans anything over a small hatchback puts them overweight needs to be a minimum weight threshold i.e. 4.2 or 4.5t so covered under O licence and 6 weeklys
Comment by RS posted on
It's a shame that you always seem to be talking about the larger operators but so many illegally operated vans running rampant especially thru out Nottingham & Nottinghamshire.
As a HGV Driver I'm fed up with getting cut up by millimetres from these black smoke belching rust buckets on a daily basis!
Comment by Andrew Reed posted on
I think you should start by putting a tacho in them.
Comment by Richardian Bond posted on
Can you imagine the huge cost this would have on all sectors of industry.
Education & enforcement is the key to this road safety initiative
Comment by Mick kiely posted on
Impossible to get LGVs on Operators Licence due to the amount of self employed tradesmen.
Education is best practice but of course there are those that ignore everything as they have the attitude “ I will never be stopped “
Comment by Andrew Bramhall posted on
LGV’s need to come under the Operating Licensing Acts - Period
Comment by Anonymous posted on
Well done.
Comment by Peter Allison posted on
About time, long overdue in my opinion !
Comment by JSMAKIN Transitions ltd posted on
Its good that you have started in earnest getting to grips with this major problem of overloading of 3.500 vans which regularly run at 6.500
Comment by John R Webley posted on
Good to hear lots of Vans are running close to weight limit (by appearance) & may also be operating in an unsafe condition, particularly with tyre maintenance.
Comment by Mike posted on
Wouldn't you be better to have a link to specific advice for van operators and van compliance rather than operator licencing?
E.g. from your last campaign over 10 years ago
https://www.gov.uk/government/news/vosa-launches-van-best-practice-guide
Comment by Reece cook posted on
My exact point operator license is a waste of time and for anyone who does want to do things right but don’t have 8 thousand in the bank they cannot do it and run a business in LGV
Comment by JB posted on
This is excellent news, but more needs to be done like bringing vans on to O licences with Transport Managers.
Comment by Richardian Bond posted on
Can you imagine the huge cost to all sectors of industry if LGVs were brought into the realms of operator licensing ?
With 10 times more LGVS operating than HGVs imagine how many more staff would be needed by DVSA just to deal with it.
Education & Enforcement are key to this road safety initiative
Comment by Anonymous posted on
That’s pathetic how can a normal working man without 8 grand in the bank which you need to get an o licence possibly work and bring food for his family
Comment by Giles posted on
I couldn't agree more with this. The EU now requires operators licensing for vans over 2.5 tons and tacho requirements also begin in 2026. The UK should be following suit. It would level the playing field and stop van drivers ignoring van driving time rules. Many van operators are driving 16 hours a day 6-7 days a week which is dangerous and unacceptable.
Comment by Doug Llewellyn posted on
That just puts more costs onto the good operators in the industry - bad operators just won’t bother with the o licence etc - if overloaded vehicles / no mot vehicles etc were seized/crushed that would just hit the bad operators much harder and be fairer all round ??