Why weights and loading matter

An LGV that is overloaded, badly loaded or has an unrestrained load is dangerous and illegal. Braking distances increase, steering and stability suffer, and a shifting load can cause a rollover or crush the cab in a crash. As the driver, you are legally responsible for making sure your vehicle is not overloaded and the load is secure - even if someone else loaded it.

Key weight terms

• Maximum Authorised Mass (MAM), also called gross vehicle weight, is the heaviest a vehicle plus its load is allowed to be.
• Kerbside weight is the weight of the vehicle empty, with fuel and fluids but no load or driver.
• Payload is the maximum load you can legally carry - MAM minus kerbside weight (and driver).
• Gross train weight (GTW) is the total weight of an articulated outfit or drawbar combination - tractor unit plus trailer plus load.
• Axle weight limits apply separately - a vehicle can be under its overall MAM but still overloaded on one axle if the load is badly positioned.

Loading rules

• Never exceed the plated weight for the vehicle, any axle, or the trailer - checked using a weighbridge, not guesswork.
• Distribute the load evenly - too much weight at the front makes steering heavy and reduces front tyre grip; too much at the back can lift weight off the steering axle and cause skidding.
• Load high-density (heavy) items low and load first; keep the centre of gravity as low as possible to reduce rollover risk, especially on bends and roundabouts.
• Secure every load using appropriate restraint - ratchet straps, chains, load bars, nets or sheeting - matched to the size and weight of the load.
• Loose or unsheeted loads that can fall onto the road (or blow off) are a serious offence and a major hazard to other road users.
• Fragile or unstable loads need additional restraint against movement in braking, cornering, and acceleration - not just against falling off.
• Long loads and any load overhanging the vehicle must be marked (end markers/flags) and may need extra permission if beyond legal limits.

Common mistakes

• Assuming a light-looking load cannot overload an axle - dense materials like steel or bricks catch drivers out.
• Loading a trailer unevenly side-to-side, causing it to lean or snake at speed.
• Trusting straps alone without checking them again after the first few miles, once a load settles.
• Forgetting that a part-unloaded vehicle changes weight distribution - re-check and re-secure the remaining load at each drop.
• Not accounting for fuel, driver, and equipment weight when calculating how much payload is left.

The bottom line

Correct weight distribution and secure restraint protect stability, braking, and steering. Overloading and poor restraint are both a legal offence and a genuine danger - always check the plate, use a weighbridge when in doubt, and restrain the load properly before moving off.

Why this matters

Drivers' hours rules stop fatigue causing crashes. Most LGV drivers in the UK/EU follow EU/AU rules (retained after Brexit, sometimes called 'assimilated law'), enforced by the DVSA and recorded on a tachograph.

Daily driving and duty

• Maximum daily driving time is 9 hours, extendable to 10 hours twice a week.
• Maximum daily duty (driving plus other work) is not capped the same way, but rest rules limit it in practice.
• After 4.5 hours driving you must take a break of at least 45 minutes, which can be split into a 15-minute break followed by a 30-minute break, in that order.
• A break must be taken before, not after, the 4.5-hour limit is reached.

Weekly and fortnightly limits

• Maximum driving in a week (Monday to Sunday) is 56 hours.
• Maximum driving over any two consecutive weeks is 90 hours.
• These weekly limits stop drivers using the daily extensions every day of the week.

Daily and weekly rest

• Normal daily rest is 11 hours, which can be reduced to 9 hours up to three times between weekly rests.
• Daily rest can be split as 3 hours plus 9 hours (12 hours total), with the second part being the longer, uninterrupted block.
• Normal weekly rest is 45 hours, reducible to 24 hours, but any reduction must be compensated by an equivalent rest block attached to another rest period before the end of the third following week.
• A weekly rest period must start no later than after six 24-hour periods since the end of the last weekly rest.

Tachographs

• Tachographs record driving, other work, availability (POA) and rest/break periods automatically.
• Digital tachograph driver cards must be downloaded at least every 28 days; vehicle unit data at least every 90 days.
• Drivers must carry printouts or the card covering the current day plus the previous 28 days.
• Report any tachograph fault to the operator promptly and get it repaired as soon as possible — you can continue for up to 15 calendar days using manual records (or longer if returning to base is impractical).

Working Time Regulations (separate from drivers' hours)

• Average working week is capped at 48 hours, averaged over 17 weeks (up to 60 hours in any single week is allowed within that average).
• Night work (any period including 00:00-04:00) is capped at 10 hours in any 24-hour period, unless a workforce agreement says otherwise.

Common mistakes

• Confusing the 45-minute break rule with the 11-hour daily rest rule — they cover different things.
• Forgetting the split break order must be 15 minutes then 30 minutes, never the other way round.
• Assuming reduced weekly rest never needs compensating — it always does, within three weeks.

Why braking systems matter

LGVs and HGVs run on air brakes, not hydraulic brakes like cars. The system needs time to build up air pressure, and a driver who does not understand this can end up with a vehicle that will not brake properly.

Building up air pressure

• Before moving off, wait until the air pressure gauge shows a safe working level - usually around 8 bar (check the manufacturer's figure for the vehicle).
• Low air pressure triggers a warning buzzer or light. Never drive with this warning showing.
• If pressure drops too low, a safety device called the tristop or spring brake will apply automatically and lock the brakes on - this protects you from driving with no brakes.

Dual-circuit and secondary systems

• Most large vehicles have a dual air circuit system, so if one circuit fails the other still gives you braking on part of the vehicle.
• A secondary (emergency) braking system must be able to stop the vehicle even if the main system fails.
• The parking brake (handbrake) on air-braked vehicles is normally spring-applied and air-released, so it fails to 'on' if air is lost - a genuine fail-safe design.

Trailer brakes

• When coupling a trailer, always connect the air and electrical lines correctly and check the trailer brakes work before setting off.
• The trailer's brakes should apply automatically if it becomes uncoupled or the air lines separate - this is a legal requirement.
• Check suzies (the air/electric coupling hoses) for damage, and make sure they are not crossed or twisted.

Retarders and engine brakes

• Many LGVs have a retarder or exhaust brake to reduce wear on the main footbrake, especially on long descents.
• Using a retarder or selecting a lower gear before a long downhill stretch reduces the risk of brake fade, where brakes overheat and lose effectiveness.
• Never descend a long hill in neutral or with the clutch down - you lose engine braking and control.

Daily checks and defects

• Check air pressure build-up time, warning devices, and brake lines every day before driving (part of the walkaround check).
• Look for air leaks (hissing sounds), damaged pipes, and worn brake linings.
• Report any braking defect immediately and do not drive the vehicle - this is a legal duty under the operator's licence requirements.

Common mistakes

• Setting off before air pressure has built up fully.
• Riding the brakes downhill instead of using a lower gear or retarder, causing fade.
• Ignoring a slow air leak, thinking it is not urgent.
• Forgetting to check trailer brake connection and function before driving.

Speed limits for large vehicles

Large goods vehicles over 7.5 tonnes have LOWER limits than cars.

• Built-up areas: 30 mph
• Single carriageways: 40 mph
• Dual carriageways: 50 mph
• Motorways: 60 mph

A common mistake is assuming the national car limits apply — always check the lower LGV figure, especially on single carriageways where it is 40 mph, not 60.

Lane discipline and restrictions

Vehicles over 7.5 tonnes MUST NOT use the outside (third or higher) lane of a motorway with three or more lanes, except in an emergency or when directed by signs or police. This rule protects faster traffic and reflects the extra stopping distance a large vehicle needs. On a two-lane motorway there is no such restriction, but good practice is to stay left unless overtaking.

Weight and route restrictions

Look out for width, height and weight restriction signs — a red circle with a number shows the maximum permitted figure in tonnes, metres or feet/inches. Bridges display a maximum height plate; hitting a low bridge is a frequent and expensive mistake, so always know your vehicle's exact height. Some roads carry a 7.5 tonne weight restriction to keep heavy traffic off residential streets or weak bridges — local access for delivery is usually still allowed even where through-traffic is banned.

Tachographs and drivers' hours

Most goods vehicles over 3.5 tonnes need a tachograph to record driving time, breaks and rest periods, enforcing EU/GB drivers' hours rules: maximum 9 hours' driving a day (extendable to 10 twice a week), a break of at least 45 minutes after 4.5 hours' driving, and at least 11 hours' daily rest (reducible to 9 hours up to three times a week).

Parking, loading and low bridges

LGVs must not park on verges or footways unless signed, and must not obstruct loading bays reserved for goods vehicles. When routing, plan ahead using a suitable HGV-specific sat nav or route survey to avoid low bridges, weak bridges and width-restricted villages — ordinary car sat navs do not account for vehicle height or weight.

Common exam traps

• Confusing car speed limits with the lower LGV limits.
• Forgetting the outside-lane ban on 3+ lane motorways.
• Assuming a weight restriction bans your delivery van when local access is actually permitted.

Why this topic matters

As an LGV driver you're operating a vehicle with huge blind spots and a long stopping distance. The theory test checks you understand the extra risk you pose to cyclists, pedestrians, motorcyclists and horse riders, and how to manage it.

Blind spots and the 'nearside danger area'

• Large vehicles have significant blind spots directly in front, behind and along the nearside (left) - a cyclist or pedestrian can vanish from view completely.
• Before moving off, check mirrors AND glance into blind spots - mirrors alone are not enough.
• At left turns, cyclists often filter up the nearside - this is the single biggest cause of cyclist deaths involving LGVs. Always check the nearside mirror again just before turning left.

Stopping distances and following distance

• A fully laden LGV takes much longer to stop than a car - roughly double the distance in good conditions.
• Leave at least a two-second gap in good, dry conditions; double it to four seconds in wet weather; increase it much further (up to ten times) in icy conditions.
• Bridge strikes: always know your vehicle's height and check it against bridge markings - hitting a low bridge is a common and preventable LGV incident.

Vulnerable road users

• Cyclists, motorcyclists, horse riders and pedestrians are 'vulnerable' because they have no protective shell - always give extra room when overtaking.
• Leave at least 1.5 metres when overtaking a cyclist at speeds up to 30mph, and more room at higher speeds.
• Take extra care near schools, at zebra and pelican crossings, and around parked buses (children may run out).
• Horse riders may be learners - pass wide and slow, and be ready to stop.

Hazard awareness

• Hazard perception means spotting a developing hazard early - a hazard is anything that may cause you to change speed or direction.
• Scan far ahead, use mirrors regularly (the 'mirror-signal-manoeuvre' routine) and anticipate what other road users might do.
• Common LGV mistakes: turning without a final mirror/blind-spot check, following too closely, misjudging vehicle length/height/width at junctions and low bridges, and fatigue from long hours.

Tiredness and fitness to drive

• Tiredness kills - take a break of at least 15 minutes after every 2 hours of driving where possible, and never drive if you feel drowsy.
• Never drive under the influence of alcohol or drugs, including some over-the-counter and prescription medicines that cause drowsiness.

Driver documents

As an LGV driver you must carry the right paperwork and keep it valid.

• Driving licence must show category C or C+E entitlement for the vehicle you drive.
• Driver CPC (Certificate of Professional Competence) card must be carried if you drive professionally - 35 hours of periodic training every 5 years keeps it valid.
• Digital tachograph driver card is personal to you, lasts 5 years, and must be inserted whenever you drive.
• Operator's licence (O licence) belongs to the operator, not the driver - it must be displayed on the vehicle and the vehicle must match what is on the licence (restricted or standard, national or international).

Vehicle and load paperwork

• MOT (annual test) certificate confirms roadworthiness for vehicles over 3 years old - check the expiry before a long trip.
• Goods vehicle plating certificate shows the maximum permitted weights (gross, train, axle).
• Waste carrier documentation and consignment notes are needed when carrying waste or hazardous goods - a Dangerous Goods Note (DGN) and correct ADR training/certificate are required for hazardous loads.
• Delivery notes, CMR notes (international consignment note) and any permits for abnormal loads should be carried and kept with the load.

Incidents

• If you're involved in a collision that injures a person, damages another vehicle, or damages property or an animal (not your own), you must stop.
• You must give your name, vehicle owner's name and vehicle registration to anyone with reasonable grounds to ask, at the scene.
• If you don't exchange details at the scene, you must report the incident to the police as soon as reasonably practicable, and in any case within 24 hours.
• If a dangerous goods vehicle is involved in an incident, extra reporting duties apply - warn other road users, protect the scene, and inform the emergency services of what's being carried using the tremcard/hazard information.
• Keep an incident/accident book or report form to record details, witnesses and photographs where safe to do so.

The environment

• Switch off the engine when parked or waiting - unnecessary idling wastes fuel and increases emissions; it's an offence in some zones (idling can be fined by local authorities).
• Smooth, anticipatory driving (block changing gears, reading the road ahead) reduces fuel use and wear.
• Correct tyre pressures and regular maintenance improve fuel economy and cut emissions.
• Plan routes to avoid congestion, low bridges and weight-restricted roads - this saves fuel and avoids costly diversions or damage.
• Clean Air Zones (CAZ) and Ultra Low Emission Zones (ULEZ) may charge non-compliant LGVs - check compliance before entering city centres.

Common mistakes

• Forgetting to insert the tachograph card, or using someone else's card.
• Not knowing the 24-hour rule for reporting an unreported collision.
• Assuming eco-driving is only about fuel cost, not emissions and safety.