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Welcome to This Week in Freight, your go-to source for the latest haulage and road freight news and advice in the UK.

Freight thefts are surging across the UK — but hauliers are pushing back. A new alliance between Logistics UK and TAPA EMEA aims to share intelligence and strengthen defences before criminals strike again.

We also take a look at how operators are upgrading fleets without draining cash reserves, with a deep dive into the best HGV finance and leasing options available today.

Meanwhile, in Europe, a German haulier’s decision to install full bathrooms in its cabs has sparked debate: can comfort perks really fix a driver shortage rooted in pay and conditions?

Plus, we round up the latest in EV freight trials, new logistics hubs, hydrogen innovation, and charging breakthroughs across the UK and Europe.

🛡️ British hauliers unite against freight crime

Freight thefts cost the UK nearly £700m a year — and hauliers are fighting back.

Logistics UK and TAPA EMEA have formed a new alliance to share intelligence, raise security standards and protect drivers.

The partnership builds on wider efforts to improve safety, including links with NAVCIS and Motorway Buddy. It’s a united front for safer roads and more secure loads.

→ Read how the industry is joining forces.

💰 How to fund your next fleet upgrade

Replacing ageing HGVs can drain capital fast — but smart financing could ease the strain.

From leasing and hire purchase to sale-and-leaseback, our new guide breaks down the main funding options for hauliers looking to modernise their fleets, including:

• How each financing model works
• What to check before signing
• How greener finance options support electric and hybrid trucks.

→ Explore which HGV finance option fits your business.

🚛 Onboard bathrooms: fix or gimmick?

A German haulier has fitted its trucks with full bathrooms — shower, toilet, and all — as Europe faces 426,000 unfilled driver roles.

But critics say no amount of comfort can fix deeper issues like low pay, long hours and poor facilities.

Across Europe, firms are testing everything from housing support to fixed shifts to make driving more attractive.

→ See which perks actually make a difference.

Also worth a read

• ⚡ Electric courier vans are improving fast — but are they truly ready for long routes and heavy loads?
• 🚛 A major UK eHGV trial has clocked over half a million zero-emission miles, proving electric trucks can already compete on cost and reliability.
• 🌍 Global supply chains are being reshaped by geopolitics as Western economies rethink their dependence on China.
• 🔋 Renault Trucks has mapped nearly 500 public charging stations for electric HGVs across Europe, showing progress but exposing how far infrastructure still has to go.
• ❄️ Everything you need to know about cold chain logistics — from temperature control and tracking to the tech keeping food and pharma freight fresh.

Movers & shakers

Here are this week’s big developments across road haulage:

• 🔋 Bosch has deployed a 40-tonne Iveco hydrogen truck at its Nuremberg plant to test real-world performance of its in-house fuel cell power module.
• 🍺 Britain’s oldest brewer, Shepherd Neame, has partnered with GXO and Renault Trucks to roll out new eHGVs as part of the Electric Freightway project.
• 📦 Carousel Logistics has launched a UK and Ireland PUDO network, giving engineers and field staff faster, label-free parts collection and returns.
• ⚙️ Voltempo has started series production of its HGV HyperCharger in Birmingham — the UK’s first megawatt charging system built for electric trucks.

Keeping a fleet of HGVs modern and compliant isn’t cheap. Between new emissions standards, fuel costs and maintenance, replacing ageing trucks can drain cash reserves quickly.

That’s why many operators are turning to HGV finance and leasing options to fund replacements more strategically.

In this guide, we’ll explain how HGV and truck financing models work in the UK, what they cost, and what to consider before signing. Whether you run five vehicles or fifty, choosing the right finance structure can help you stay competitive, compliant and cash-flow-positive.

Why fleet replacement planning matters

Replacing trucks on time isn’t just about avoiding breakdowns. It’s about protecting your bottom line and your reputation.

Older trucks cost more to maintain, burn more fuel and often fall short of new emissions requirements. With HGV road tax and low-emission zones adding pressure, keeping older vehicles can quickly become uneconomical.

A structured replacement plan also helps with driver satisfaction and reliability. Drivers prefer modern vehicles with better comfort, safety and fuel efficiency. For operators, that means fewer missed haulage contracts, less downtime, and smoother operations across your business.

The challenge is finding a way to fund those replacements without tying up large amounts of capital. That’s where HGV finance and lorry leasing come in.

The main types of HGV finance and lorry leasing

There are several ways to fund new trucks depending on whether you want ownership, flexibility or predictable monthly costs. Below are the four most common HGV finance and HGV leasing options, explained in plain terms.

Operating lease or contract hire

An operating lease, sometimes called contract hire, is the most common choice for fleet operators. You pay a fixed monthly amount to use the truck for an agreed term, usually three to seven years. When the contract ends, you return the vehicle.

• The finance company owns the truck and carries the resale risk.
• Maintenance and servicing are often included.
• You don’t need to pay a deposit or worry about depreciation.
• It’s ideal for keeping fleets modern and predictable.
• Be mindful of mileage limits and return conditions, as extra charges may apply.

This form of HGV leasing suits operators who prefer low risk and regular vehicle updates.

Finance lease or lease purchase

A truck lease of this type works slightly differently. You still pay monthly instalments, but you have more flexibility at the end. You can extend the lease, share the resale value, or buy the vehicle outright.

• Ownership can transfer to you once final payments are made.
• You share some of the residual value risk with the finance provider.
• It offers more control than contract hire but higher payments.
• Useful if you plan to keep vehicles longer.

It bridges the gap between leasing and outright ownership, giving flexibility without a large upfront cost.

Hire purchase (HP)

Hire purchase is the simplest form of HGV finance for operators who eventually want full ownership. You pay a deposit, then regular monthly payments until the final instalment transfers ownership to you.

• You own the truck outright at the end of the term.
• The vehicle appears as an asset on your balance sheet.
• You handle maintenance, HGV insurance, and resale value.
• A higher deposit or interest rate may apply compared to leasing.

Hire purchase works well if you want long-term control of your assets rather than regular upgrades.

Sale and leaseback

If you already own vehicles, a sale and leaseback deal can free up working capital. You sell your existing trucks to a finance provider and lease them back or lease new replacements.

• The finance company owns the assets after purchase.
• You continue using the vehicles under a lease agreement.
• This structure improves liquidity while keeping operations running.
• Long-term costs can be higher, so contracts should be reviewed carefully.

For many haulage businesses, this is a quick way to raise funds while keeping your haulage loads moving.

Typical terms, costs and contract structures

Most HGV finance and leasing agreements run between three and seven years. The term length affects your monthly payments and residual value.

Finance providers calculate costs based on:

• The expected resale value of the truck at the end of the term.
• Annual mileage or usage limits.
• Maintenance options (included or excluded).
• Credit rating and deposit.

A shorter term usually means higher payments but newer vehicles more often. Longer terms reduce monthly costs but increase maintenance risk.

Many leasing plans allow for maintenance packages, covering servicing, tyres and inspections. This can simplify budgeting and keep uptime high across haulage and logistics operations.

Another advantage: lease payments are typically treated as operating expenses and may be tax deductible, making HGV finance an attractive option for managing cash flow.

What to consider before signing a finance or leasing deal

Before signing any HGV leasing or finance agreement, it’s worth checking a few details carefully.

• Residual value risk: Confirm who carries the risk if resale prices fall.
• Mileage limits: Check the annual allowance. Going over can lead to penalties.
• Maintenance coverage: Know what’s included and what isn’t.
• Early termination clauses: Look at the cost of returning vehicles early or upgrading mid-term.
• Accounting treatment: Leasing can affect how assets appear on your balance sheet.
• Flexibility: Ask if you can replace or upgrade to electric models mid-contract.
• Credit terms: Smaller firms may need a guarantor or pay higher interest.

Regulations also change quickly. Clean Air Zones, low-emission requirements and initiatives around reducing carbon emissions mean operators need flexible agreements that won’t trap them in diesel-only contracts.

It’s also smart to think about operational details, like yard management and vehicle uptime, to see how new lease terms fit your workflow.

When to replace your HGVs and how to plan it

Knowing when to replace a truck isn’t an exact science, but there are common indicators.

• Repair costs start rising faster than depreciation savings.
• Fuel efficiency drops.
• Vehicle downtime increases.
• Regulatory compliance becomes harder to maintain.

Many operators replace haulage vehicles every five to seven years, depending on mileage. If you cover long distances or run bulk transport operations, replacements might happen sooner.

With leasing or contract hire, you can build these replacement cycles into the contract, creating a predictable schedule that fits your workload. That way, you keep your fleet efficient without surprise costs.

The shift toward greener fleets and alternative finance options

The haulage sector is moving towards cleaner transport. Financing is adapting too.

Providers now offer HGV financing options that support electric, hybrid and biofuel trucks. These agreements can include grants, extended terms or upgrade clauses for low-emission vehicles.

Electric trucks have higher upfront costs, but finance models make them accessible without heavy capital outlay. Some providers also include infrastructure support, such as depot charging finance, which ties into the rise of longer heavier vehicles (LHVs) and zero-emission freight initiatives.

Operators focusing on sustainability should look for finance that allows technology updates, so they can switch to cleaner options without major penalties. Over time, greener fleets help cut costs and support carbon emissions targets.

The benefits of leasing for cash flow and risk management

Leasing gives operators access to new vehicles while keeping finances stable.

• No large upfront investment.
• Predictable monthly costs.
• Less exposure to depreciation and resale risk.
• Easier budgeting for maintenance and replacement cycles.

By spreading payments, you keep cash free for other priorities—like staffing, technology or upgrading your TMS and telematics systems. Leasing also makes it easier to grow your fleet gradually instead of taking on heavy debt.

For many hauliers, this flexibility is the difference between staying reactive and planning ahead confidently.

How to choose the right HGV finance provider

Not all finance providers understand haulage operations. The best ones tailor agreements around real-world usage and compliance requirements.

When comparing offers, look for:

• Experience working with HGV fleets.
• Transparent pricing and no hidden end-of-term fees.
• Maintenance options suited to your operating schedule.
• Upgrade or early-return flexibility.
• Responsive customer service and support.

It’s also worth checking if the provider handles multiple vehicle types, from different types of lorries to trailers and even courier van leasing options.

That can make long-term fleet planning easier if your business covers multiple transport categories like cold chain logistics or general haulage.

Summary: Why you should cosnider HGV finance

Modern fleets can’t stand still. HGV financing gives you the flexibility to replace vehicles regularly, control cash flow and plan ahead for cleaner transport.

With the right leasing or hire purchase deal, you can stay compliant, manage costs and upgrade without draining capital.

Replacing trucks strategically isn’t just about cost—it’s about keeping your business reliable, efficient and ready for the next shift in transport technology.

Frequently asked questions

Welcome to This Week in Freight, your go-to source for the latest haulage and road freight news and advice in the UK.

Electric is the word this week. The UK’s new depot charging grant scheme is giving hauliers a real boost toward electrification — covering up to 75% of installation costs and helping operators future-proof their depots.

At the same time, electric van sales hit a record high in September, rising 41% year-on-year despite wider market dips.

But it’s not all smooth driving: across Europe, tolls have now overtaken fuel as the biggest operational cost for hauliers.

Plus, you’ll find the latest on Italy’s delay compensation rules, new low-carbon tech pilots and major logistics investments shaping the road ahead.

⚡ Depot grants to power HGV electrification

For years, fleet electrification has felt out of reach — complex, expensive, and uncertain. That’s changing fast.

The government’s new HGV depot charging grant is giving logistics operators the financial backing they need to build the infrastructure of the future.

From feasibility studies to full installations, funding is now live.

→ Find out how to apply and what you can claim.

🚚 Electric van sales hit record high

Electric van registrations surged 41% in September, reaching 4,262 units — the highest ever in a single month.

Despite an overall 2% dip in LCV sales, demand for electric and large vans is accelerating fast. With more than 40 models now on the market, manufacturers say the challenge is no longer choice, but charging.

SMMT warns that the UK’s 2025 targets will hinge on access to reliable infrastructure.

→ See what’s driving the surge — and what’s holding it back.

💶 Tolls now top fuel costs across Europe

The International Road Transport Union says tolls have overtaken fuel as the biggest expense for hauliers in parts of Europe.

In Germany, Austria and Hungary, per-kilometre tolls now exceed diesel costs — and new CO₂ surcharges under the Eurovignette Directive are widening the gap.

While diesel prices have stabilised, environmental levies and national taxes are reshaping profitability, pushing fleets toward zero-emission vehicles.

→ Read the full IRU analysis and see the cost breakdown.

Also worth a read

• 🇪🇺 The EU will extend its toll exemption for zero-emission trucks to 2031 to speed up electric HGV adoption.
• 📏 Longer and heavier vehicle (LHV) trials across Europe are testing whether efficiency can outweigh safety concerns.
• 🔋 UK hauliers can now lock in long-term fuel price certainty through a new fixed-price Bio-CNG supply deal.
• ⏱️ Italian hauliers are demanding strict enforcement of the new €100-per-hour delay compensation rule.
• 🚛 New flexible payment options are making HGV driver training more accessible to tackle driver shortages.
• 🚲 The city of Winchester is going to trial a city centre parcel hub using e-cargo bikes for last-mile deliveries under a £28.8m DfT scheme.

Movers & shakers

Here are this week’s big developments across road haulage:

• 🏗️ Pall-Ex has secured approval for an £80m national HQ and flagship hub in Leicestershire — a carbon-neutral “Centre of Excellence” set to create over 500 jobs.
• 📦 Raben Group will sell its Polish and German forwarding operations to Danish logistics firm Leman as it shifts focus entirely to contract logistics.
• 🤝 DX Group has opened two new DX-2 Super Sites in Birstall and Wellingborough to boost capacity and cut stem mileage across its two-person delivery network.
• ☀️ DHL Freight Sweden and Green Energy Group are piloting solar panels on HVO and biogas trucks to test fuel-saving performance across varied weather conditions.

As the demand for freight transport grows, so too does the pressure on the haulage sector to improve efficiency and reduce carbon emissions. One solution gaining traction is the longer heavier vehicle (LHV), a logistics innovation that’s sparking debate across the UK and Europe. 

Could these extended giants be the future of sustainable haulage? In this article, we’ll explore what defines an LHV, why they’re being trialled, and how they stack up on safety, efficiency, and environmental grounds.

What defines a longer heavier vehicle?

LHVs are freight vehicles that exceed standard UK regulations in both weight and length. While the typical articulated lorry is capped at 44 tonnes and 16.5 metres, LHVs can stretch up to 25.25 metres and weigh as much as 60 tonnes.

These extended vehicles are often built with multiple trailers and are designed to transport more cargo with fewer trips. They’re not yet widely legal in the UK, but government-backed trials have been exploring their feasibility.

If you’re unsure of current vehicle size limits, see our full guide on lorry sizes and UK regulations. It’s essential reading for any haulier considering how LHVs might fit into their future fleet.

There’s also a growing interest in how these vehicles could reshape haulage fleet composition. Operators looking to futureproof their business may want to consider how extended vehicles fit alongside lighter, more agile alternatives.

Why are LHVs being trialled in the UK and Europe?

There are three main drivers behind the UK and Europe’s interest in LHVs: emissions reduction, cost savings, and driver shortages. With freight volumes increasing and sustainability targets tightening, moving more goods with fewer vehicles makes strong business sense.

Europe has been testing LHVs for over a decade, while the UK started with trials of longer semi-trailers (LSTs). These smaller extensions paved the way for discussions around whether larger vehicles could work on a wider scale.

Trials also provide insight into which types of freight are most suited to LHV use. Large-volume sectors like retail, e-commerce, timber, and food distribution stand to benefit the most.

How LHVs improve logistics efficiency

The key advantage of LHVs is simple: one trip replaces two. Fewer journeys mean lower costs, less road congestion, and better HGV fuel efficiency.

These benefits are especially useful for hauliers moving high-volume, low-weight goods such as packaging, retail stock, or pallets.

Here’s where LHVs can help:

• Reduce the number of trips per consignment
• Lower driver hours and fuel consumption
• Boost margins for large haulage businesses
• Improve asset utilisation through consolidated loads
• Allow freight forwarders to move goods more economically

Digital platforms like our Freight Exchange can support load matching for LHV operators. This helps maximise efficiency and keeps empty mileage to a minimum.

For small haulage businesses, they may not yet be practical, but partnering with larger firms for subcontracted loads could offer new opportunities. Shared-use or collaborative logistics could make LHVs viable for a broader share of the sector.

Environmental impact of LHVs

On paper, LHVs look cleaner because one run can carry what used to take two.

In practice, the footprint shifts with the route, the load and how consistently those bigger trailers run full.

Fuel savings and lower emissions

Because LHVs carry more per journey, they use less fuel per tonne of cargo. Trials in Europe have reported emissions savings of between 10% and 30%, depending on the route and cargo type.

This makes them an attractive option for hauliers aiming to cut carbon while staying competitive. It also supports the UK’s broader decarbonisation goals in the transport sector.

For businesses looking to strengthen their ESG reporting, switching part of the fleet to LHVs could boost environmental performance. It may also help win contracts with large retailers that prioritise sustainability in their supply chains.

Risks of modal shift from rail to road

There is concern that LHVs could pull freight away from rail, which is a more sustainable mode of transport. This risk is especially high if the cost savings from road haulage outweigh the environmental incentives for using rail.

Policy decisions will need to ensure that LHVs complement rail rather than replace it. Otherwise, the overall environmental benefit of these vehicles could be lost.

This debate is particularly relevant in the UK, where rail freight plays a key role in transporting bulk materials. Without coordinated investment in intermodal hubs, these longer vehicles could end up replacing rather than supporting greener alternatives.

Road safety and operational considerations

Size doesn’t tell the whole story when it comes to safety.

Outcomes hinge on how LHVs are driven, maintained and routed across real roads.

Driver training and visibility challenges

Operating an LHV is more complex than driving a standard HGV. Longer vehicles have wider turning circles, more blind spots, and require greater braking distances.

That means LHV drivers must receive additional training to manage these risks. In-vehicle safety tech, like cameras and sensors, can also help reduce accident potential.

If you’re refreshing your safety policies, check out our guide to HGV speed restrictions in the UK. Understanding legal limits is all-important when testing extended vehicles.

Standard licensing may not be sufficient for LHV operation in future. Industry voices have already called for a new driver certification scheme to be introduced before full rollout.

Infrastructure wear and accident risk

Bigger vehicles mean more wear and tear on road surfaces, bridges, and roundabouts. There’s also a higher risk of damage in the event of a crash, given the increased size and load.

Authorities will need to assess which roads are suitable for LHVs and invest in infrastructure upgrades. This includes signage, lay-bys, turning spaces, and bridge assessments.

Additionally, truck parks may need to be adapted to allow for these longer vehicles, making secure truck parking more difficult to find in the short term.

Urban deliveries are especially challenging for LHVs due to tight corners and limited space. That’s why they’ll likely remain a long-haul tool rather than a last-mile solution.

Trial results across Europe and the UK

Plenty of real-world pilots now show what works and what doesn’t. Here’s a quick snapshot of some results:

Barriers to adoption and policy gaps

Despite promising trial outcomes, there are still major hurdles. The UK lacks a unified framework for LHV deployment, and existing infrastructure is often unfit for larger vehicles.

Other challenges include:

• Higher vehicle insurance premiums (explore our HGV insurance guide)
• Public scepticism around road safety
• Modal conflict with rail freight providers
• Limited turning areas and loading zones

Are longer heavier vehicles the future of sustainable haulage?

LHVs won’t suit every route or every business model. But for trunk roads and high-volume delivery networks, they may become a practical part of the mix.

Used strategically, LHVs can help meet carbon targets and reduce costs. But they’ll need smart regulation, proper infrastructure and yard management considerations, and careful integration with other freight modes.

With the right support, LHVs could form part of a broader shift toward cleaner, more efficient freight. The next few years of UK policy will determine whether they remain a trial, or become the norm.

Frequently asked questions

Electric HGVs are no longer just a concept for the future; they’re already starting to appear on UK roads. And with the government’s new depot charging grant scheme, logistics businesses now have financial backing to get the infrastructure in place.

This support is aimed at firms ready to cut emissions and future-proof their operations. In this guide, we’ll explore what the depot charging scheme offers, who’s eligible, how to apply, and what benefits (and challenges) come with electrifying your fleet.

What the depot charging scheme means for logistics

This government initiative was launched in July 2024, and is aimed at helping freight and logistics companies install electric vehicle (EV) charging infrastructure at their depots. Unlike public charge points or van-focused incentives, this scheme is designed around the needs of electric HGV fleets.

It’s being trialled first in England but expected to expand across the UK in future rounds. Charging at the depot is more efficient for electric HGVs, as these vehicles typically return to base each day and require high-capacity overnight charging.

With this in mind, the scheme supports the bigger infrastructure upgrades required for heavy-duty charging. And that’s super important for helping the haulage and logistics industry meet carbon reduction targets without disrupting operations.

Which HGV fleets and depots are eligible?

To be eligible for the depot charging scheme, your business must meet a few important requirements. 

You don’t have to already own electric vehicles, but you do need a clear plan to transition.

Business eligibility criteria:

• Be a registered business in the UK.
• Operate in the freight, logistics, or transport sector.
• Run, lease or manage a site with HGV access.

Depot eligibility criteria:

• The site must be a secure, off-street location.
• You must own or lease the site (with landlord approval).
• There must be grid capacity or willingness to fund an upgrade.
  

If you’re just getting started, don’t worry. You can still apply if you’re starting a haulage company, as long as your electrification plan is credible and costed.

Whether you’re a national operator or a small haulage business, the scheme is designed to help fleets of all sizes. This flexibility makes it accessible to both established firms and newcomers.

What funding is available for depot electrification?

Funding is available across several categories, which makes this scheme especially helpful for small and medium logistics businesses. Instead of only covering charge points, it supports the entire planning and installation process.

Here’s what you can claim:

• Costs for feasibility studies and site assessments.
• Upgrades to your grid connection or energy supply.
• Physical charge points and installation labour.
• Management software or monitoring equipment.

The grant is designed to remove the financial barriers that come with installing high-capacity depot chargers. It’s also a good opportunity to start building future-proof infrastructure as part of your yard management and net-zero strategy.

Grant limits and how much operators can claim

Different caps apply depending on the size of your depot and the type of support you need. Here’s a breakdown:

Funding can cover multiple depots, but you’ll need to apply for each site individually. It’s worth getting quotes from suppliers early so you can build a detailed cost proposal. 

Who manages the scheme and how to apply

The scheme is being led by Innovate UK, working alongside the Department for Transport. Applications open through Innovate UK’s portal, where you’ll submit your documents and business case.

The process looks like this:

1. Register for an account on the Innovation Funding Service.
2. Submit your feasibility study or charger rollout plan.
3. Provide supporting documents, including grid capacity letters or supplier quotes.
4. Wait for assessment and feedback.

Successful applicants will be given a timeline for installation. If your depot is more complex (or your power upgrades take longer), you may be allowed more time.

Benefits of depot electrification for logistics companies

There’s more to this than just ticking boxes for HGV emissions targets. Depot charging offers real business advantages, like:

• Reduced fuel costs: electricity is cheaper than diesel per mile.
• Streamlined operations: charge overnight and avoid delays.
• ESG compliance: align with client sustainability policies.
• Fleet data: monitor charging, uptime, and energy costs more effectively.

More local authorities and freight clients now require low-emission options. Electrification can help you win contracts and make your operations cleaner and simpler.

Depot electrification is becoming a central part of haulage and logistics strategy. It helps operators cut costs while staying competitive in a changing market.

How charging fits into HGV fleet operations

To work smoothly, depot charging needs to be fully integrated into your scheduling and fleet management. It’s not just about plugging in; it’s about timing, capacity and load balancing.

Many logistics firms use smart charging software to:

• Schedule electric HGVs based on return time and battery needs.
• Balance grid load to avoid peak tariffs or blackouts.
• Track charging costs by vehicle or route.
  

Challenges logistics firms should prepare for

Despite the funding, there are real hurdles to going electric. These are worth knowing early so you can plan accordingly.

Potential challenges include:

• Long lead times for grid upgrades: especially in rural or dense urban areas.
• High upfront costs: even with grants, you’ll need to budget carefully.
• Training and change management: for drivers and depot staff.
• Reliability of vehicle supply: limited electric HGV models are available today.

Still, these challenges are becoming more manageable each year. The support available makes 2025 a good moment to take your first step.

Is now the right time for HGV fleets to go electric?

There’s no perfect moment, but this might be your best chance in years. The cost of doing nothing is rising, and the benefits of switching are more tangible than ever.

Electric HGV options are growing, charging tech is more stable, and the pressure to reduce emissions is only going one way. If you’re serious about future-proofing your business and staying competitive, this scheme is worth a look. And there’s a growing number of companies offering EV HGV financing and lease options, so you can upgrade your fleet without breaking the bank.

You can also read our guide to sustainability in logistics for more long-term benefits. It explains how greener practices help logistics companies reduce costs while meeting customer and regulatory expectations.

Frequently asked questions

Welcome to This Week in Freight, your go-to source for the latest haulage and road freight news and advice in the UK.

This week, Nestlé, PepsiCo and IKEA are calling on Brussels to set binding rules that would force logistics operators to adopt zero-emission trucks — arguing that only hard targets will unlock the scale of investment needed in fleets, charging and grid capacity.

Back in the UK, we break down the essentials of Driver CPC training — from hours and renewals to costs, exemptions and penalties.

And the RHA is demanding urgent reform of the UK’s stowaway penalty system, which can see hauliers fined £10k per migrant even when all precautions are taken.

Plus, rising pump prices, London’s congestion charge hike, Tesco’s biomethane fleet, and the latest fleet electrification pilots.

All that and more in this week’s edition of TWIF.

⚡ Giants demand EU truck electrification

Nestlé, PepsiCo, IKEA and EDF have urged the EU to set binding rules forcing large shippers to switch to electric trucks.

They argue only clear targets will unlock investment in vehicles, charging networks and grid upgrades.

With proposals for 75% zero-emission fleets by 2027 and 100% by 2030 on the table, pressure is building on Brussels to act quickly.

→ Read the full story here.

📚 Stay compliant: CPC hours explained

Driver CPC training is a legal must for all UK HGV and PCV drivers — covering 35 hours every five years, with strict rules on courses, renewals, and exemptions.

Our new guide explains everything: from initial vs periodic CPC, costs and funding, to penalties for non-compliance.

Whether you’re new to haulage or experienced behind the wheel, staying on top of CPC is essential.

→ Read the driver CPC guide.

💷 RHA slams stowaway penalty scheme

Hauliers say the UK’s stowaway penalty system is “too rigid” — punishing drivers even when security checks are followed.

With fines of up to £10,000 per migrant, the Road Haulage Association argues the scheme unfairly targets compliant operators.

The RHA’s report warns of supply chain risks as EU hauliers avoid UK routes, and calls for urgent reform and stronger EU cooperation.

→ Get the details here.

🚛 Inside HX: Tech, trust & the future of road haulage

Haulage Exchange isn’t just about filling empty miles anymore — it’s become a full logistics suite helping fleets cut admin, improve compliance and get paid faster.

On the HGV1 trucker’s radio, Mat Callander, Head of Growth for Europe, explains how HX connects hauliers, verifies carriers with Trustd, and streamlines payments with SmartPay. He also shares HX’s plans for European expansion and EV-ready fleets.

→ Listen to the full HGV1 episode on Spotify here.

Also worth a read

• 📦 Shippers are facing new pressures as Trump tariffs redirect low-cost ecommerce cargo from the US to Europe.
• 🤖 A new AI system aims to slash bridge strikes, using smart cameras and GPS to warn lorry drivers before impact.
• 🚦 London’s Congestion Charge could rise to £18 a day from 2026, with EVs set to lose exemptions.
• ⛽ Pump prices crept up again in September despite no change in oil costs, according to RAC Fuel Watch.
• 🔋 Charging time for e-trucks has sparked debate in Europe — should it count as rest or working hours?

Movers & shakers

Here are this week’s big developments across road haulage:

• 🎉 Family-run Haulways is celebrating 45 years as the next generation takes charge of the Oldbury-based haulier.
• 🌱 AkzoNobel has deployed electric trucks and an HVO fleet with XPO, cutting vehicle emissions by over 50%.
• ⚡ Leyland Trucks has expanded BEV production after £5.1m automation and digitalisation project.
• 🔌 Stagecoach Midlands and VEV have delivered the first electric HGV charge at a Nuneaton depot, opening shared EV infrastructure.
• 🚛 Tesco has rolled out 42 low-carbon biomethane trucks in Scotland, saving 6,473 tonnes of CO2e a year

Interested in adding HGV charging to your depot or yard? Check out our guide to depot charging grants available from the government.

Driving a heavy goods vehicle (HGV) or passenger-carrying vehicle (PCV) professionally in the UK comes with important legal responsibilities. One of the most important is maintaining a valid Driver CPC (Certificate of Professional Competence).

Whether you’re new to the industry or an experienced driver, understanding how CPC training works is pivotal. This guide walks you through everything from CPC check processes and exemptions to training hours, costs, and approved providers.

What is driver CPC training?

“Driver CPC” stands for Certificate of Professional Competence. It’s a qualification all professional drivers of HGVs and PCVs must hold in the UK.

Introduced to improve road safety and promote consistent driving standards, CPC training is now a legal requirement. It applies whether you’re operating independently, working for a small haulage business, or employed by a national logistics firm.

Your CPC licence consists of an initial qualification followed by periodic training every five years.

Who needs a driver CPC qualification?

You’ll need a Driver CPC if you drive a lorry over 3.5 tonnes or a bus, coach, or minibus with more than eight passenger seats. This applies to most commercial driving roles in the UK.

Whether you’re part of a freight exchange, subcontracting, or working full time for a large haulage business, the rule still applies. Even occasional or part-time drivers must hold a valid DQC if they’re being paid to drive.

There are a few exemptions for non-commercial driving, emergency services, and certain testing or repair roles. But most professional drivers must complete drivers CPC training and keep it up to date.

Initial CPC vs periodic CPC training

There are two stages of CPC training: the initial qualification and periodic renewal. Which one you need depends on whether you’re entering the industry or already driving professionally.

1. Initial CPC

The initial qualification is required for anyone who wants to start driving professionally. It consists of four parts: theory test, case studies, practical driving test, and vehicle safety demonstration.

Once all four parts are passed, you’re issued a Driver Qualification Card (DQC) valid for five years. If you’re just getting started, see our guide on how to become an HGV driver.

2. Periodic CPC

Drivers with an existing DQC must complete 35 hours of periodic training every five years. This helps you stay up to date on safety practices, regulations, and driving techniques.

You can complete the training in blocks or space it out over five years. Just make sure the training is with a JAUPT-approved provider and completed before your DQC expires.

Driver CPC hours explained

Understanding how CPC hours work is a must if you want to stay compliant. Tracking your hours also helps avoid last-minute problems before renewal.

The 35 hour periodic training requirement

All professional drivers must complete 35 hours of CPC training every five years. Each course must last at least seven hours and cover relevant topics like road safety, fuel efficiency, first aid, and HGV speed restrictions in the UK. 

Many training providers offer flexible formats to suit your schedule. If you’re part of a freight forwarder network, you might benefit from courses tailored to long-haul or multi-modal logistics.

How drivers can check their CPC hours online

Drivers can complete a CPC check online to view their training history. The GOV.UK portal lets you confirm how many hours you’ve completed and when your DQC expires.

To access your record, you’ll need your driving licence number and National Insurance number. It’s a good idea to do a driver CPC check at least once a year to stay on track.

This tool also lets you check CPC hours to avoid rushing at the end of your five-year period. Keeping up with your training steadily can save both time and stress.

Approved CPC training courses and providers

Only courses approved by the Joint Approvals Unit for Periodic Training (JAUPT) count towards your 35 hours. These courses are designed to improve safety, knowledge, and professionalism for HGV and PCV drivers.

Here are a few examples of approved Driver CPC courses available across the UK:

• Eco and defensive driving: Offered by Stay On Track Training Ltd, this course teaches drivers how to reduce fuel consumption while maintaining safe driving habits. It’s suitable for both LGV and PCV drivers and is JAUPT-approved.
• Site safety awareness for road hauliers: Run by MPQC in Stockton-on-Tees, this course focuses on keeping drivers safe when delivering to quarries, mines, or construction zones. It’s especially relevant for those operating in the extractive or mineral sectors.
• Vulnerable road users and bridge strikes: Delivered online by Dulson Training Limited, this module helps drivers identify risks to pedestrians, cyclists, and low bridges. It’s a great choice for urban drivers or anyone regularly navigating tight infrastructure.
• Emergency first aid at work: Provided by Roadwise School of Transport, this hands-on course equips drivers with important first aid skills. It’s approved for Driver CPC hours and can benefit anyone driving long-haul or remote routes.
• Drivers’ responsibilities and road traffic legislation: Delivered by Voyager Group Ltd Consortium in Portsmouth, this classroom-based module covers legal obligations, compliance, and penalties. It’s ideal for staying informed on regulations affecting HGV and PCV drivers.

When and how often CPC training must be renewed

CPC training must be renewed every five years. The renewal is based on completing the required 35 hours before your DQC expires.

You don’t need to retake any tests; just finish the training and let your provider log it with the DVSA. Once processed, you’ll receive a new Driver Qualification Card automatically.

Many drivers choose to complete one module each year to stay ahead. Performing a regular CPC check will help make sure you don’t accidentally fall behind.

Costs and funding options for CPC training

The cost of CPC training varies depending on the provider and format. Typically, a 7-hour module costs between £60 and £100.

The full 35-hour requirement may cost £300 to £500. Some providers offer bundle deals or workplace discounts.

Drivers working in smaller businesses or operating independently often cover the cost themselves. However, those employed by larger firms may have their training funded.

Some training expenses may also qualify for tax relief if you’re self-employed. It’s worth speaking to your accountant or business advisor about deductions.

Penalties for failing to meet CPC requirements

Driving professionally without a valid Driver CPC is a serious offence. You could face fines of up to £1,000 and potentially be taken off the road.

Failing to comply can also invalidate your HGV insurance. If you’re driving on behalf of a freight exchange or another contractor, this can put your contracts at risk.

The DVSA conducts roadside checks and audits regularly. Performing a driver CPC check before each renewal period is the easiest way to guarantee compliance.

CPC exemptions and special cases

Some drivers are exempt from needing a CPC. These include those driving non-commercially, for emergency response, or for vehicle testing and maintenance.

Exemptions also apply to certain agricultural or municipal uses. However, many drivers mistakenly believe they’re exempt when they’re not.

To avoid confusion, you can perform a CPC check or contact the DVSA directly. It’s always better to confirm your status than risk a penalty.

Benefits of driver CPC for drivers and fleet operators

CPC training isn’t just a legal requirement; it also adds real value to both drivers and businesses. Here’s how:

For drivers

• Boosts your employability: Many logistics firms and agencies now require an up-to-date Driver CPC as a basic qualification.
• Improves road awareness and safety: Regular training keeps your skills sharp and helps prevent accidents.
• Reduces personal risk: Knowing how to handle emergencies, fatigue, or legal obligations protects your licence and livelihood.
• Supports long-term career growth: Staying compliant and informed makes you more competitive in the job market.
  

For fleet operators

• Helps maintain compliance and avoid penalties: A trained fleet means fewer legal risks and smoother DVSA inspections.
• Improves fuel efficiency and lowers costs: Eco-driving modules can lead to measurable savings over time.
• Supports a professional brand reputation: Clients are more likely to trust operators who invest in safety and training.
• Reduces downtime and driver turnover: Ongoing development increases job satisfaction and operational consistency.

Frequently asked questions

Yard management sits between your transport plan and what actually happens on the ground at the gate, in the yard, and at the dock. It covers how trucks arrive, where trailers wait, how shunters move assets, and when doors turn for loading and dispatch.

A yard management system (YMS) gives you a live picture of vehicles, trailers, bays, people, and tasks in one place. In this guide, we’ll explain what yard management means for HGVs, how YMS tools work, the benefits for operators, and where the tech is heading next.

What is yard management in the context of HGVs?

Yard management brings order to the flow from gate arrival to departure with a signed manifest. It links check-in, yard slotting, shunter moves, dock scheduling, dwell tracking, and handover steps so each stage lines up with the next.

Think of it as the bridge between transport planning and warehouse execution for heavy vehicles. It fits in alongside your wider haulage and logistics stack, so planned runs land at the right door (and at the right time).

Why effective yard management matters for fleet operators

Poor yard flow burns paid driver hours and pushes dwell past your target window. It can trigger detention charges, late pick-ups, missed booking slots, and a scramble on overtime that hits margins.

A clear method cuts that waste and keeps everyone on the same page. With shared timestamps and simple rules, it’s much easier for transport managers, gate teams, shunters, and dock staff to move in sync.

Common problems in managing truck and trailer yards

Now that you understand the importance of effective yard management, you may be wondering what issues it can help to solve.

Some common problems in managing truck and trailer yards include:

• Losing track after entry: Paper notes don’t update once a truck is inside, so people phone around to find the right trailer.
• Rush hours create long queues: Bookings bunch together, which leaves some bays quiet later and drivers waiting now.
• Two jobs, one loading bay: Without live updates, urgent haulage loads clash at the same door while another bay sits free.
• Inefficient trailer moves: The small yard truck that shifts trailers does extra trips because tasks aren’t lined up.
• Trailers parked in the wrong place: Faded bay numbers and unclear signs mean staff walk the site to find what they need.
• Systems don’t talk to each other: What planning tools expect doesn’t match who is at the gate, so the schedule slips.
• Waiting time costs money: Queues at the gate and the bay eat paid driver hours and lead to extra fees.
• Safety steps get skipped: Under pressure, wheel blocks and dock lights get missed, which raises risk and slows recovery.

How yard management systems work for HGV fleets

A YMS starts at the gate with digital check-in so the driver confirms load ID, registration, trailer type, delivery window, and special handling notes. That data feeds the live plan and gives everyone the same view from the first minute.

From there, the system allocates a yard slot or sends the truck straight to a door if a bay is free. It also creates shunter tasks with clear pick, move, and park steps so the tug runs fewer dead legs.

When the unit reaches the dock, staff get a door assignment, safety prompts, and a short checklist for loading or tipping. The system records door open time, load start, load finish, door close, and departure so you have a clean trail.

If anything changes, the plan updates in real time and re-sequences moves to match. The control room spots delays early and adjusts without a pile of phone calls or radio cross-talk.

Core functions for managing trucks, trailers and drivers

Most platforms cover appointment scheduling, e-gate check-in, yard slotting, and dock scheduling. They pair these with shunter dispatch, trailer tracking, safety prompts, and departure checks for a tight loop.

Many systems add seal photos, damage capture, pallet counts, and carrier scorecards. They store dwell time, on-time performance, and first-time door accuracy so reporting is quick and useful, especially if you’re working with haulage subcontractors.

Typical YMS functions and what they change at the depot

Integration with transport management and telematics

A good yard platform links to TMS, so planned arrivals and departures feed the gate schedule automatically. It shares actual arrival time, door time, and departure time back to planning, so the next run is based on real performance.

It can pull GPS, RFID, or UWB data for trailers and tractors from telematics so locations update without chasing on the radio. It can also post updates to a freight Exchange workflow so backhauls and spare capacity line up with real yard slots.

For mixed networks, many operators link with freight forwarders to keep handovers smooth between regional hubs and long-haul legs. That steady handoff lowers dwell-time at shared docks and keeps trailers moving.

Benefits of yard management for haulage companies

Yard management helps your depot run smoother while cutting wasted time and spending.

Next, we’ll go through how it reduces waiting costs, gives live visibility across trucks and trailers, and improves safety for drivers and yard teams.

1. Reduced truck idle times and waiting costs

Idle minutes creep into every part of the day when queues form. A clear gate plan and a fair bay queue cut those minutes down so drivers spend more time moving and less time waiting.

Line up pickups and drop-offs so the yard truck goes from one job straight to the next. That cuts empty driving and lets one truck handle more work without adding haulage vehicles.

2. Better visibility of HGV and trailer movements

With a live yard map, planners know where each trailer sits and which doors are free. That makes it easier to re-sequence work when a late truck or an urgent load arrives.

Trailer status flips automatically as moves finish and doors close. People stop searching and start doing, which improves throughput.

3. Improved safety for drivers and yard staff

Digital prompts set a steady routine for marshals, chocks, beacons, dock lights, and traffic flow. That guidance helps new staff get it right on busy shifts and keeps habits consistent.

Photo capture and timestamps support near-miss logs and claims defence. Plus, safer routines lead to fewer stoppages and quicker restarts after incidents.

How digital yard management improves fleet operations

Digital tools help teams make better calls during each peak, which keeps the day on track. A single dashboard replaces scattered notes and reduces the need for ad-hoc chasing.

Data adds a second set of eyes for managers looking across weeks rather than hours. Trends in dwell, door turns, and move time point to small changes that add up over a quarter.

You can spot routes or carriers that land outside the agreed window and adjust booking rules. You can tweak your haulage contracts, labour plans and yard zones so the pattern of work fits the pattern of arrivals and different lorry sizes.

Over time the depot runs with less stress and fewer surprises. In addition, drivers feel the difference and pass that smoother experience on to your haulage customers.

Use cases of YMS in large logistics and haulage fleets

National networks can run a shared view across RDCs and NDCs so trailers don’t vanish between sites. That shared view helps control repositioning costs and keeps doors busy rather than blocked.

Large operators with seasonal demand peaks can add temporary staff and still hold a steady process. Clear prompts let you slot people in quickly and protect service when volumes spike.

For mixed fleets that include eHGVs, the system can match high-power charge windows with door plans. That keeps charge-bay queues from clashing with outbound runs and prevents knock-ons across the shift.

Multi-brand groups can keep carrier scorecards in one place and lift performance through fair, shared data. That keeps partners engaged and outcomes steady without heavy admin.

If you run a large haulage business with complex flows, site-to-site visibility becomes a real advantage. If you run a small haulage business, the same tools can start simple but still cut waiting time.

Future trends in truck and fleet yard management

Yard management tools are changing quickly, especially as fleets grow, sites get busier, and electric HGVs become more common.

Here’s what we expect to see more of in the near future, and how these changes could shape how you run your yard:

• Live location tracking: Your trailers, trucks and courier vehicles will show up on a map in real time, so you won’t need to walk the yard to find things. It’ll make handovers quicker and cut wasted time.
• Online booking for arrival slots: Instead of chasing emails or spreadsheets, drivers and carriers will just pick a time through a link. That should spread out arrivals and reduce long queues.
• Smarter gate cameras: Number plates, seals, and dock checks will be captured automatically with photos or scans. It’ll save time at the gate and add proof when you need it.
• Charging included in the yard plan: Electric HGVs will need charging bays booked in the same way as loading bays. This will stop battery top-ups from clashing with scheduled departures. The government has a depot charging grant scheme that’ll cover up to 75% of installation costs.
• Easy-to-read dashboards: Yard teams will track things like waiting time, average dwell, and how often trailers get to the right door first try. Everyone can see what’s working and what needs a fix.
• Step-by-step prompts for new staff: Yard teams will get simple instructions on a screen or handheld device to guide the job. That means quicker training and fewer mistakes.
• Better links between systems: Yard software will talk to transport plans and truck trackers without retyping or chasing updates. Everyone will work from the same live info.
• Hands-free tools: Voice commands and wearables will help drivers confirm moves or ask for help without getting out. That’ll save time and reduce back-and-forth.

Frequently asked questions

Welcome to This Week in Freight, your go-to source for the latest haulage and road freight news and advice in the UK.

This week’s edition brings a big shake-up for UK hauliers. From October, the EU’s new Entry/Exit System will add biometric checks at Schengen borders — with Dover and Folkestone bracing for queues and delays. At the same time, TEG/HX has partnered with HIVED to give operators direct access to the UK’s first fully electric parcel delivery network, while bp pulse and Moto prepare to launch megawatt charging hubs on UK motorways from 2026.

Alongside these headlines, we’ve covered how AI is already saving fleets millions, new French toll rules for HGVs, and why hydrogen and battery innovation are reshaping the industry.

From border compliance to future-ready fleets, here’s everything you need to know this week.

🛂 EU biometric checks incoming for UK drivers

From October 2025, the EU’s new Entry/Exit System (EES) will replace passport stamps with biometric checks for UK drivers.

Fingerprints, photos and stricter rules mean longer queues at Dover and Folkestone, with delays expected until the system beds in.

For hauliers, that means rescheduling, contract updates and more communication with shippers to stay compliant and competitive.

→ Read our full Entry/Exit System guide here.

📦 The UK’s first fully electric parcel network

TEG & Haulage Exchange have partnered with HIVED to give logistics providers direct access to the UK’s first fully electric parcel delivery network — including 44-tonne HGVs.

With 76% emissions cuts and 99% on-time delivery, HIVED’s fleet is now integrated into TEG’s platform, offering carbon tracking, compliance checks and automated invoicing.

A big move for 3PLs under pressure to decarbonise and hit sustainability targets.

→ See how the partnership works.

⚡ Mega charging bays for hauliers

Motorways across the UK will soon host megawatt charging hubs for electric trucks, with BP Pulse and Moto starting at Lymm and Toddington in 2026.

Each site will have six pull-through bays, cutting downtime with ultra-fast charging compatible with CCS and MCS.

With plans for 300 bays by 2030, this marks a major step in making long-haul electrification practical for fleets, linking the UK to EU routes.

→ Find out where hubs are coming first.

Also worth a read

• ❄️ A “hockey puck” smart tracker has debuted in the US, promising to transform cold chains with real-time cargo-level visibility.
• 💷 Have you budgeted correctly for 2025 HGV road tax? Our complete guide explains VED bands, levy rates, exemptions and penalties.
• 🛣️ French motorway operators are introducing new truck toll discount rules from 1 October 2025, with capped savings of up to 13%.
• 💻 A UK haulage firm has saved nearly £900,000 a year after using AI to automate timesheets and optimise operations.
• 📑 Hauliers have been urged to stay focused on ICS2 customs changes, despite staggered EU rollouts creating confusion.
• 🚚 Covid-era trucking heroes have been described as “forgotten” by the Scottish shadow cabinet secretary for transport, with calls for better driver facilities across Scotland.

Movers & shakers

Here are this week’s big developments, with a focus on sustainability:

• 🚛 DAF Trucks have begun mass production of its fully electric XD and XF trucks, offering ranges of up to 500km with modular LFP batteries.
• ⚡ Wrightbus has unveiled its first repowered electric truck, costing less than half a new EV and promising to create 160 UK jobs over the next two years.
• ⛽ A new mobile hydrogen refuelling station will be deployed in Glasgow, supporting fleet trials with Russell Transport and saving 25,000t CO₂e annually.
• ⛰️ Daimler Truck has tested its GenH2 hydrogen prototypes in the Swiss Alps, completing 10,000km of trials ahead of 2026 customer rollouts.
• 🔋 Stellantis has developed a lighter, more efficient EV battery, cutting charging time by 15% and reducing weight by 40kg in its prototype Peugeot E-3008.

On 12 October 2025, the European Union rolled out the Entry/Exit System, replacing passport stamping with biometric checks at Schengen borders.

For UK haulage companies, this change isn’t just another travel rule. It alters how drivers move goods across Europe and how schedules are planned.

Preparing early will help avoid late deliveries, customer complaints, and wasted time at ports.

What is the Entry/Exit System (EES)?

The EU’s Entry/Exit System (EES) is a new digital border tool designed to record entries and exits into Schengen countries. Instead of stamps, drivers will register fingerprints and a facial image – part of a wider EU plan to modernise border checks, tighten security, and reduce illegal overstays.

This process creates a digital record linked to the driver’s passport. The record also stores entry and exit times, location, and personal details. Once created, it remains valid for three years or until the passport expires.

There are exemptions:

• Drivers with EU residence permits.
• Diplomats.
• Children under 12 (no fingerprints, but photos still required).

The system also automatically checks compliance with the 90 days in 180 rule. UK drivers can’t spend more than 90 days in the Schengen area within any rolling 180-day period. Overstaying could mean fines or even bans.

If you’re familiar with the UK’s Electronic Travel Authorisation (ETA) visa system, EES works in a similar way. Both aim to replace outdated manual checks with digital records, making it easier to track movements and prevent overstays.

The difference is that ETA is a pre-travel authorisation for visitors entering the UK, while the EES is a border registration process that takes place when travellers arrive at, or depart from, the EU.

When and where does the Entry/Exit System start?

The Entry/Exit System launched on 12 October 2025, with a phased rollout until 10 April 2026.

• October 2025: Launch at selected borders. Freight and coach traffic processed first.
• November 2025: Wider rollout for other traveller groups.
• April 2026: Full enforcement at all Schengen borders. Manual passport stamps end.

The EES applies across 29 Schengen and associated states, including France, Spain, Germany, Italy, and Poland. It does not apply in the Republic of Ireland or Cyprus.

Where UK drivers will be checked

UK freight drivers will face the Entry/Exit System at different stages depending on the port.

At Dover and Folkestone, French border officials complete checks before departure, as these locations operate juxtaposed controls.

At other UK ferry terminals, drivers will complete registration on arrival at the EU port.

Why the EES matters for UK haulage companies

The Entry/Exit System affects every UK driver with a UK passport. Unlike EU passport holders, they must complete biometric checks.

The first crossing after launch will take longer. Drivers must scan their passport, provide fingerprints, and have a photo taken. Later journeys are quicker, needing only a scan and either a fingerprint or photo.

This matters for companies running tight schedules. Cross-border contracts often depend on just-in-time deliveries. Any delay at Dover or Folkestone can disrupt the entire supply chain.

The new system also enforces the 90/180-day rule without exception. Overstays are no longer hidden behind faint or missing stamps. For firms relying on international HGV drivers, this rule carries added weight. A ban could leave you short of drivers when you most need them.

Challenges and how you can prepare

The Entry/Exit System will reshape border checks for UK drivers. It brings risks of delays, compliance issues, and added pressure on operations.

But with the right preparation, haulage companies can reduce disruption.

Delays at ports: add buffer time to schedules

Freight drivers were among the first processed under the Entry/Exit System, as of 12 October 2025.

RHA and BIFA expect queues at Dover and Folkestone as drivers complete biometric checks. Even a short delay at kiosks can multiply into hours of waiting when thousands of vehicles are involved.

How to prepare

• Add extra time into schedules for Dover and Folkestone crossings.
• Adjust delivery windows to protect contractual obligations.
• Consider staggered departures to avoid peak queue times.

Driver scheduling: brief drivers and manage hours carefully

Biometric checks add minutes to every trip, and more on the first crossing.

These small delays can disrupt delivery slots and compliance with EU drivers’ hours rules.

How to prepare

• Brief drivers on what to expect: passport scan, fingerprints, photo.
• Ensure their passports are valid for at least 3 months.
• Use depot briefings, WhatsApp groups, or crib sheets to reinforce awareness.
• Monitor queue times closely so drivers don’t breach tachograph laws.

Inconsistent rollout: stay informed and flexible

Until April 2026, not all ports will use the Entry/Exit System consistently.

Some will still stamp passports, while others run EES fully, which may confuse drivers and disrupt planning.

How to prepare

• Assign someone in operations to monitor updates from GOV.UK, RHA, and BIFA.
• Share weekly updates with drivers so they know what to expect on different routes.
• Build flexibility into trip planning until rollout stabilises.

Infrastructure strain: plan for congestion at terminals

New reception areas and kiosks are being built at Dover and Folkestone, but space is limited. Smaller ports may face bottlenecks if facilities can’t handle demand.

This adds pressure to HGV driver management and depot operations.

How to prepare

• Prepare drivers to expect waiting time before kiosks.
• Encourage drivers to carry essentials for driver wellbeing during delays.
• Review depot scheduling to account for longer turnaround times.

Customer service pressure: communicate early and clearly

Queues and delays risk late deliveries, which can frustrate shippers.

Without clear communication, trust and haulage contracts could be at risk.

How to prepare

• Train customer service teams to explain the impact of border changes.
• Update contracts to cover delays caused by EES.
• Provide shippers with proactive updates using live vehicle tracking or customer portals.

What the industry is saying

The Road Haulage Association has warned that freight and coach drivers will face delays once the Entry/Exit System begins. They expect queues at Eurotunnel and Dover despite government investment.

The British International Freight Association has pointed that the success of rollout depends on French border staffing. Even with kiosks, shortages of trained officers could slow traffic.

To support the rollout, the UK Government has invested £10.5 million in infrastructure at Dover, Folkestone, and St Pancras. This includes new kiosks, reception areas, and processing zones. But industry bodies believe delays are still likely in the first months.

Looking ahead: EES and ETIAS

The Entry/Exit System is the first step in a wider change.

From 2026, the EU will launch the European Travel Information and Authorisation System (ETIAS).

EES vs ETIAS

• UK drivers will need both ETIAS pre-clearance and EES border registration.
• EES tracks compliance with the 90/180-day rule, while ETIAS checks travellers in advance.
• This dual system raises planning demands for multimodal transport and may affect how firms approach hiring truck drivers from outside the EU.

Wrapping up

The Entry/Exit System is a major shift for UK haulage. It brings biometric checks, stricter rules, and likely delays.

Companies that prepare now can reduce disruption. That means training drivers, adjusting schedules, updating contracts, and keeping shippers informed.

Like adapting to driver wellbeing measures, or changes in compliance rules, planning ahead will help the industry adjust. The Entry Exit System will eventually become routine, but readiness in 2025 will set companies apart.

Frequently asked questions

Running a heavy goods vehicle isn’t cheap. Fuel, tyres, servicing, and insurance all put pressure on margins. On top of that, every operator must budget for HGV road tax — the official Vehicle Excise Duty (VED) that keeps lorries legal on UK roads.

Unlike courier van road tax, the system for HGVs is far from simple. The amount you pay can vary widely between a 2-axle rigid and a 44-tonne articulated lorry. For hauliers working on tight budgets, knowing these costs upfront is crucial for planning.

This guide sets out the current HGV road tax rates, explains how the levy works, and covers practical steps for payment and management. Whether you’re a fleet operator, a transport manager, or even if you’re starting a transport company, you’ll find everything you need here.

What is HGV road tax?

HGV road tax is the yearly charge for driving or keeping a heavy goods vehicle on UK roads. The money goes into government funds that support transport infrastructure and road upkeep.

Unlike car tax, which is linked to emissions, and van tax rates, which are usually flat, HGV tax combines several factors:

• Revenue weight: the maximum authorised weight of the lorry when loaded.
• Axle configuration: the number of axles, which affects road wear.
• Emissions class: Euro VI vehicles pay less levy than Euro V or older trucks.

Alongside VED, the DVLA applies an HGV levy to most vehicles over 12 tonnes. This levy is designed to make older, more polluting lorries more expensive to operate, while rewarding investment in modern Euro VI trucks that lower HGV carbon emissions.

For operators with one or multiple lorries, understanding these variables is vital. It helps you predict annual costs accurately, avoid compliance issues, and plan better around your other fixed outgoings like fuel and maintenance.

HGV tax rates for 2025 explained

The rates that apply from April 2025 are detailed by the DVLA.

To make sense of them, it helps to look at how the system is built.

Vehicle Excise Duty bands

The DVLA sets out bands for rigid and articulated lorries. Below are the main VED rates for HGVs weighing 12,000kg and over in 2025:

Smaller HGVs under 12,000kg fall into bands A0 and B0, at £171 and £207 annually.

The HGV levy

On top of VED, you must pay the levy. Rates depend on the truck’s weight and emissions class:

The levy costs less for Euro VI lorries, rewarding operators who invest in cleaner fleets and cut emissions.

Combined costs in practice

VED and levy must be added together. To show how this works, here are some example totals:

This structure means operators don’t need to cross-check multiple DVLA tables. Instead, they can find the relevant band, check the levy, and add them together for the total annual cost.

However, if you’d like to calculate your exact HGV road tax rate, check out the DVLA’s latest guidance with a full breakdown based on weight and configuration.

Special categories

Some vehicles have separate tax classes:

• Private HGVs: £171 a year.
• Recovery vehicles: £171 if under 25,000kg, £430 if over.
• Showman’s vehicles, mobile cranes, and road rollers: £171.
• General haulage vehicles (tax class 55): £365.

These apply where the truck isn’t being used for regular freight.

Paying and managing your HGV tax

You can pay online through DVLA, at a Post Office, or by Direct Debit. Payment options include annual, six-monthly, or monthly instalments.

Paying yearly is cheaper. Monthly and six-monthly instalments include a surcharge. Some operators still prefer monthly to spread out costs alongside fuel, maintenance and other running costs.

Good fleet management means aligning tax renewals with MOTs and insurance. That reduces admin and helps you keep your trucks legal without missing deadlines.

Exemptions and discounts

Most modern lorries must pay tax. But there are a few exemptions:

• Historic vehicles over 40 years old.
• Trucks adapted to carry disabled passengers.
• Vehicles declared off-road with a Statutory Off-Road Notification (SORN).

At present, electric HGVs are rare in the UK, but they’re exempt from VED.

Penalties and enforcement

If you don’t tax your lorry, the DVLA can fine you up to £1,000. They also use ANPR cameras to identify untaxed vehicles.

Untaxed lorries can be clamped or seized. For an operator, losing a truck means losing work. That can hit revenue, disrupt cold chain transport, or delay hazardous goods transport schedules.

The bigger picture: HGV tax and running costs

VED is only part of the bill for keeping a lorry on the road. Fuel, repairs, tyres, tolls, and charges in low emission zone areas often cost much more.

But unlike diesel prices, HGV vehicle tax rates are predictable. Operators can budget with confidence, knowing what each lorry owes every year and manage their fleet and haulage contracts accordingly.

The future of HGV road tax

Government policy is pushing haulage towards cleaner vehicles. Euro VI trucks already pay less levy, and incentives for zero-emission lorries may increase.

Operators will also face wider environmental pressure. Expect growing debate on tax reform, as electric HGVs and alternative fuels expand. Walking floor trailers and larger vehicles may also see specific rules linked to HGV dimensions and road impact.

The shift towards cleaner fleets means both drivers and transport managers need to track changes. Tax bands could be updated, and new exemptions introduced.

Frequently asked questions

Welcome to This Week in Freight, your go-to source for the latest haulage and road freight news and advice in the UK.

In this week’s edition, the spotlight is very much on innovation and training.

• Bedford College has launched the National College of Logistics, an industry-first move to tackle the sector’s skills gap in the UK.
• AI-powered drive-thru inspections are now available for UK fleets, ports in Antwerp and Felixstowe are pushing ahead with autonomous trucks.
• Plus, we explain why European and American trucks look worlds apart.

That’s not all. From Italian investigators seizing €26.5m in logistics fraud cases to Volvo’s new off-road FL 4×4 and BIFA’s contract overhaul, we’ve rounded up the stories that matter most.

Dive into this week’s edition for the headlines shaping the future of road freight.

🎓 Logistics gets its own national college

It’s an industry first: the UK now has a dedicated National College of Logistics, launched by Bedford College Group.

In the latest HGV1 podcast, host Mikey Faulkner speaks with David Coombes, head of logistics at the college, about how immersive tech, bootcamps and apprenticeships will attract the next generation and support career-changers.

Backed by major employers like DHL and GXO, it’s a bold step towards solving logistics’ talent gap.

→ Listen to the full HGV1 podcast on Spotify.

⚓ Antwerp & Felixstowe test driverless fleets

Two of Europe’s busiest ports are putting autonomous trucking to the test.

In Belgium, Einride unveiled the nation’s first level 4 driverless truck at Antwerp-Bruges — a cabless vehicle steered by AI, remote sensors and a digital control tower.

Meanwhile, Felixstowe has doubled its order to 68 autonomous trucks after successful trials, supported by a huge private 5G network and automated battery swapping.

Both projects promise safer, faster, low-carbon operations, but unions remain cautious on jobs and safety.

🇪🇺 Cabover vs 🇺🇸 long nose: the great divide

Ever wondered why a Scania looks so different from a Peterbilt? The answer lies in decades of diverging rules, roads and culture.

Europe’s strict length laws and tight city streets cemented the cabover as king — compact, agile, efficient.

In the US, wide highways and long hauls birthed the long-nose conventional, with sprawling sleeper cabs that double as homes on wheels.

From engines and gearboxes to safety features and driver lifestyles, the contrasts run deep.

→ Explore the full story of design and culture.

Also worth a read

• 📑 BIFA has overhauled its Standard Trading Conditions for the first time since 2021, reflecting new risks and trade rules.
• 🤖 AI-powered drive-thru inspections have launched in the UK, promising faster compliance checks and less downtime for heavy-duty fleets.
• 💶 Italian investigators recently seized €26.5m in logistics assets as fraud, fake invoices and illegal employment rocked the sector.
• 📷 A new AI dashcam pilot has cut risky behaviours by up to 95%, with in-cab coaching slashing tailgating and phone use.
• 🏛️ Industry leaders have united to tackle UK freight challenges, from skills shortages and border delays to net zero roadmaps.

Movers & shakers

Here are this week’s new transport deals, partnerships and developments:

• ✈️ FedEx has opened a new 19,000 sq ft freight facility at East Midlands Airport to boost capacity and streamline cargo handling.
• ❄️ FridgeXpress has expanded to five new UK locations and added HGV fridge vehicle hire through its partnership with Blakedale.
• ⚡ HIVED has launched all-electric haulage operations with a fleet of 44t eHGVs, connecting cities and hubs across the UK.
• 🛍️ Cotswold Outdoor Group has awarded DHL Supply Chain a multi-year contract for warehousing, e-commerce fulfilment and nationwide distribution.
• 🚛 Volvo has toughened up its range with a new FL 4×4 model built for off-road work in construction, rescue and defence sectors.