HGV Training Blog

Long gone are the days where you just applied for your provisional lorry licence, took a driving course and passed a practical driving test. Pre 1st Jan 1997 you could even have skipped the category C (class 2) and gone straight onto the C+E (class 1.)

Today, to gain the category C licence and the Initial Driver CPC qualification a total of 5 exams must be taken and passed.


The following information should help.

HGV medical
In the first instance a medical must be completed. Your GP can assist you with this. Bear in mind different GP’s will charge different rates. Prices range from £45 to £150. It’s worth noting any practicing GP can carry out your medical so our advice is to shop around.

The medical is relatively straight forward and should take no more than 20-30 minutes. You need to take the D4 medical application form with you as the Doctor needs to fill this in.

The Doctor will want to (amongst other things) check blood pressure, eyesight and diabetes. If you are already diagnosed with diabetes this should not be a problem. The (Doctor) is primarily checking to see if you have diabetes and you didn’t know it.



If your blood pressure is too high or your eyesight too poor (must be able to read a number plate from 20.5 metres) or you have diabetes (but didn’t know it) the Doctor will recommend you visit your own GP or optician (which ever applies) for treatment.

Once you have seen your own GP or Optician and sorted the problem you will have to return to the Doctor (who completed the original medical) and get the D4 (medical form) completed.

Provisional LGV licence application
Once the D4 form is fully completed then it’s time to apply for the LGV provisional entitlement. The D2 form should be used.

Most drivers will apply for the provisional category C entitlement. Some may apply for just the C1 (7.5 tonnes) but this is normally for paramedics and sometimes the equestrian fraternity.

It’s worth knowing you can leapfrog the C1 and go straight for the C. Highly recommended as the C1 and C is the same process (theory and practical tests.)

The D2 form should be checked carefully before sending to the DVLA. It’s also worth knowing if you already have a photo card driving licence then no photos need to be sent with you application and no one needs to verify your ID (section 6 on D2 form.)

You can apply to receive the provisional licence application pack online or contact your local training provider who will be happy to send you the relevant forms.

You then need to send your D2, D4 and both parts of your licence to DVLA. Your application pack will have a pre addressed envelope. Put all the documents into this letter and stick it in the post!

Your licence should be back with you within two to three weeks. If your found waiting any longer than three to four weeks we recommend you contact DVLA on 0870 240 00 09 and check the status of your application. Once your licence comes back it is then possible to go to the next step and book your theory tests.

HGV theory tests
What theory tests you will need to take and pass will determine what full entitlement you already have on your licence. For example if you already have C1 entitlement and or are Driver CPC exempt then you only need to sit the multiple choice and Hazard perception theory tests.

If you are not exempt from Driver CPC and do not have C1 entitlement (e.g. having passed your car driving test after 1.1.97) then the initial Driver CPC qualification must be attained.

Let’s go under the presumption here that you do need Driver CPC then (as far as theory tests go) you’re going need to sit and pass 3 separate theory tests, these are.

Multi choice HGV theory test. module 1A. Consists of 100 multi choice questions. You must get at least 85 correct to pass.

Hazard perception theory test module 1B. 19 hazard clips. Must score at least 67 to be awarded a pass.

Driver CPC theory test module 2. 7 case studies (scenarios.) Each scenario has 7-8 multi choice questions. 50 questions in total. Must get at least 40 correct answers to be awarded a pass. All the theory tests can (and should) be sat on the same day.

It’s worth knowing all three theory tests are independent of each other. So, for example if you were to pass two theory tests and fail one then you only need to resit the (one) theory test you failed. You will be given your results at the end of each test

Practical driver training
OK now you have mastered the theory element it’s time for the practical driver training and subsequent driving test (module 3.) This (in our opinion) is the enjoyable part.

This is where finding (and using) a good reputable training provider will pay dividends. Training with a qualified instructor on a well maintained vehicle will really make the difference.

Most training providers will run a 5 day course, however this is not set in stone. Some will offer an assessment drive and some will even offer a free assessment.

Our advice is contact and visit a couple of reputable trainers in your area and see which one meets your aspirations.

We have also compiled a 20 top HGV test tips page dedicated to help you pass your HGV driving test.

Once you pass your driving test (and congratulations by the way) and you do not need the Initial Driver CPC qualification then that’s it. You’re now ready to seek gainful driving employment as a heavy goods driver. If you do need the Initial Driver CPC qualification then one more hurdle must be completed.

Module 4 Driver CPC
The other final practical test. This is a twenty to thirty minute practical test that is taken at a DSA practical test centre. This part is all about practical, legal and health & safety issues surrounding driving an HGV commercially. It’s pretty straightforward stuff and your training provider will assist and help you.

We have compiled a useful Driver CPC Module 4 information page to give you a bit more understanding of what to expect.

The LGV training companies found on this website can advice, assist and guide you through the entire licence acquisition process from medical to Module 4.

Driver CPC training must be completed by 2013 by the bus and coach industry and 2014 for the commercial vehicle goods industry. That means less than 17 months left for all professional bus and coach drivers and less than 29 months for LGV drivers.

In other words the clock is ticking and it’s time to get your skates on! Those dates (10.9.2013 and 10.9.2014) are fixed and will not be going away. Figures recently published confirm at least 500,000 drivers have started Driver CPC periodic training (completed at least 7 hours.) So more drivers have embraced and started Driver CPC training as opposed to those who have not.

Even with the best calculations and estimates no one knows for sure how many drivers are required to complete this training. Some say 650,000 whilst other put the number at 800,000 drivers. The main problem seems to be in determining which vocational licence holders are actually driving commercially and which are not.

For example every person who passed their car test pre 1.1.1997 will have gained category C1 (7.5 tonnes) entitlement automatically, and as Driver CPC includes drivers of vehicle over 3.5 tonnes these licence holders could be “in the Driver CPC club”. This despite never having taken a vocational driving test.

The same applies for D1 (minibus.) However having gained D1 via grandfather rights would have also come with a 101 restriction meaning not for hire and reward. To get the 650,000 – 800,000 drivers required figure VOSA, DVLA, DSA, DfT etc. used the Operator Licensing scheme information.

Any commercial vehicle (passenger or goods vehicles) used on the public highway in the UK must be in possession of an operator licence. Therefore VOSA (Operator licence enforcement) will know how many commercial vehicles (and drivers) each operator has. Rudimentarily we know but at least it gives industry something to work by. DVLA knows how many driving licence holders have vocational entitlement but they do not know how many of these holders are actually driving vocationally.

Therein lies the problem. No one really knows. Also the DSA made a conscious decision not to record HGV and PCV Driver CPC hours separately so we cannot determine how many (of the 500,000+ drivers who have started Driver CPC) are PCV and how many are HGV. Time will only tell on this one.

Driver CPC Perceptions
Some within industry see Driver CPC as another way to tax and victimise the commercial operator and driver. Others see it as a real chance to improve and recognise the professionalism within industry.

For an industry that has never had a legal obligation to carry out regular ongoing formal training then it can be argued Driver CPC is well overdue.
Consider too Pre Driver CPC implementation meant the only formal training most drivers underwent was the driver training to pass the driving test itself.

Drivers passed their driving test on a Friday and were then driving a 44 tonnes goods vehicle the following Monday with little or no idea of how to use a tacho or what drivers’ hours regulations were.

In an industry that is so heavily regulated surely drivers should be competent and understand what their legal obligations are and more importantly how to keep within the rules? Driver CPC should give new and existing drivers more confidence and competence.

There are faults with Driver CPC. It’s not perfect. It has been proven there are elements of poor training and lax enforcement of the regulations. You will always get individuals and companies exploiting the rules. However overall things are improving. JAUPT and DSA have grown teeth and are coming down hard on those who don’t follow the rules. And rightly so.

Poor and substandard training should not be permitted and the authorities must enforce (and be seen to enforce) the regulations. What many people still don’t get is that substandard training and going home after just 4 hours is to the detriment of the driver. He or she is the one who loses out. Also employers who have paid for a 7 hour course should get just that. 7 hours.

I work for a local, established and reputable training company and we do see drivers attend the course with pre-misconceptions and (sometimes) the attitude of you can’t teach me anything I don’t already know.

It can be hard converting a sceptical audience. However within the 1st 15 minutes we ask some basic straight forward questions which compliant drivers should know and be aware off.

For example one question we pose is: when should drivers insert their tachodisc or card (digital or analogue) when starting work. Most say “just before I am about to start driving.”

Not correct. The tacho card or disc should be inserted into the tachograph machine before they (drivers) start their walk round checks and “other duties” should be selected. That way if you are stopped by enforcement and they analyse your card or chart they can see you have set aside 15-20 minutes for your pre-shift walk round checks.

We are not trying to catch the driver out, we are just confirming what they, as professional drivers should know.
If the current trend continues not everyone will have completed their 35 hours before 10.9.2013 and 10.9.2014 and no one knows for sure what action VOSA (and enforcement) will take. Will the public highway be littered with trucks, coaches and buses where drivers (who don’t have a Driver CPC card) will be forced to park up and stop driving?

The only real way to be certain is to comply and get the hours completed (before the deadline.) There are some good deals to be had before and it’s advised you take up on these offers before Driver CPC really kicks off. The nearer the deadlines the higher the demand. The higher demand the higher the prices. Its market forces!

You can use our search page to find a quality approved training company in your area.

Don’t leave it too late!!

Posted by Sean Pargeter 20/02/2012