Fleet management and leasing giant Holman is calling for “significant” reform of electric van regulations on testing and tachographs, to stimulate the electric van market.
The call follows a government consultation on proposed changes to the MOT testing regime and tachograph use for electric vans with a Maximum Authorised Mass (MAM) of 3.5t to 4.25t, which has now closed.
Whilst Holman welcomes government proposals that would permit heavier electric vans to undergo testing outside the HGV MOT network, it wants to see the annual testing requirement maintained, and the removal of tachograph mandates for certain electric vans exceeding 3.5 tonnes MAM.
Holman is calling for the introduction of a hybrid system that addresses the “unique challenges” of electric vans, which it said was identified by the government recently when it announced a softening of the EV mandate.
Dominic Hutchinson, Holman head of operations, said: “We fully support the transfer of annual testing for zero-emission commercial vehicles with a MAM of 3.5t to 4.25t from the heavy vehicle testing system to the MOT network.
“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.”
However, Holman 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.
“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 is also calling for 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 company argues 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.”
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.”
