If you’ve been thinking about becoming an HGV driver, you’ve probably noticed one thing pretty quickly there is no shortage of job listings. Scroll through the job listing website on any given morning and you’ll find hundreds of vacancies spread from Aberdeen to Bristol. Yet for many people trying to break into the industry, actually landing that first role feels surprisingly difficult.
That gap between a market desperate for drivers and people struggling to get hired usually comes down to one thing: not knowing how the process actually works.
This blog will provide you with a guide about how to get a job as a HGV driver in the UK It covers everything from getting your licence and understanding the different categories, to building a CV that stands out, using agencies properly, knowing which employers take on new passes, and eventually growing your earning potential into territory that surprises most people outside the industry. Whether you’re starting completely from scratch or you’ve got your licence and just can’t seem to get a callback, there’s something here for you.
Why the HGV Job Market Is So Open Right Now
Before getting into the practical steps, it’s worth understanding the landscape you’re walking into. The Road Haulage Association has been vocal for years about the scale of driver shortages in the UK. According to figures they’ve published, the country needs around 40,000 new HGV drivers every single year for the foreseeable future just to keep pace with demand. That’s not a blip it’s a structural, ongoing problem that works firmly in your favour as someone entering the profession.
The reasons behind the shortage are layered. An ageing driver population means retirements are outpacing new entrants. Brexit removed a significant pool of European drivers who had filled the gap for years. The pandemic disrupted testing and training pipelines just as e-commerce was exploding, pushing demand for logistics through the roof. And then there’s simply the fact that younger people haven’t historically seen lorry driving as an aspirational career which, as we’ll explore later when we look at salaries, is a perception that doesn’t line up with reality.
The result of all this is that if you’re qualified, professional, and present yourself well, you are genuinely in a strong position. Companies like DHL, Tesco, Stobart, Amazon Logistics, DPD and countless regional hauliers are actively competing for drivers. That doesn’t mean the process is effortless employers still have standards and you still need to do things properly but the odds are tilted in your favour in a way that few other industries can match right now.
Understanding HGV Licence Categories Before You Do Anything Else
One of the most common points of confusion for people new to the industry is the licensing structure. Getting clear on this early saves you from wasting time and money going down the wrong route.
HGV, which stands for Heavy Goods Vehicle, is the term used for any vehicle over 3,500kg. These days you’ll also see the term LGV (Large Goods Vehicle) used interchangeably they mean the same thing. The licence categories are:
Category C1 covers vehicles between 3,500kg and 7,500kg. This is what most people don’t realise they already have with a standard car licence obtained before January 1997. If you passed your test before that date, check your licence you may already have C1 entitlement automatically.
Category C1+E C1 vehicles with a trailer over 750kg.
Category C (Class 2) this is what most people mean when they say “HGV licence.” It covers vehicles over 7,500kg, including rigid lorries and large trucks. This is the entry point into proper HGV driving.
Category C+E (Class 1) the full artic licence. This covers Category C vehicles towing a trailer over 750kg, meaning you can drive the big articulated lorries you see on motorways. Class 1 is the top tier and commands the highest wages.
Since November 2021, the rules changed so that you can now go straight from a car licence to Class 1 (C+E) without having to first obtain a Class 2 (Category C). This is called Direct Access and it can save both time and money for people who know from the outset that they want to work in long-haul or artic driving. That said, many training providers and employers still recommend building up through Class 2 first, particularly if you have no prior experience of larger vehicles, because the practical skills build more naturally that way.
The official information on categories and requirements is available through GOV.UK’s HGV training pages, which is always the most reliable source for anything regulatory.
Step One: Getting Your Provisional Entitlement and Medical
Before you can start any HGV training, you need to apply for provisional HGV entitlement on your driving licence. This involves completing two DVLA forms: the D2 (application form) and the D4 (medical examination report).
The D4 is the bit that catches people out. Unlike your standard car licence medical, the HGV medical requires a full examination by a registered doctor, covering vision, blood pressure, neurological function, and a number of other health criteria. You can get this done at most GP surgeries or at private medical centres it’s worth shopping around because prices vary considerably. Private providers often charge between £45 and £100, and it’s generally quicker than going through your own GP. Providers like First Medical Consultants specialise in these examinations if you want somewhere specific to look.
The medical standard is stricter than for car drivers, but the vast majority of healthy adults pass without issue. Common concerns like controlled diabetes, mild hypertension, or wear glasses don’t automatically disqualify you the standard is about whether you’re fit to drive safely, not whether you’re in perfect health. If you have any specific health concerns, it’s worth checking the DVLA’s guidance on medical conditions before booking anything.
Once your provisional entitlement is added to your licence, you can book your theory test and begin training. The provisional application itself is free to submit.
Step Two: Passing the HGV Theory Tests
The HGV theory test is actually made up of multiple parts, and it’s where a surprising number of people trip themselves up by underestimating the preparation required.
Part 1: Multiple Choice 100 questions with a pass mark of 85. The questions cover road signs, Highway Code, load security, drivers’ hours rules, vehicle safety, and more. The DVSA test fee for this component is £26.
Part 1: Hazard Perception 19 video clips where you identify developing hazards. Pass mark is 67 out of 100. The test fee is £11. Together, the combined theory test costs £37 to book through the official DVSA service.
Part 2 (CPC Case Studies) This is the Driver CPC module 2, a series of case study questions that test your professional knowledge. It costs £23 to book and is required if you intend to drive professionally (which you do).
The DVSA’s official revision materials are the safest starting point, and there are a number of good apps and question banks available. Most people who pass first time report putting in 20 to 30 hours of focused preparation across the multiple choice and hazard perception sections. Don’t underestimate the hazard perception element it’s slightly different from the car licence version and has caught out many experienced drivers.
Step Three: HGV Training and What It Actually Costs
This is where the real investment comes in, and it’s worth being clear-eyed about the numbers rather than getting blindsided later.
Training costs vary significantly depending on your starting point, your licence category, and where in the country you’re training. In areas with clean air zones or low emission zones London and Birmingham being the main ones costs tend to be higher because providers have to absorb additional running costs for their vehicles.
As a rough guide for 2025:
- Class 2 (Category C) training from scratch typically £1,500 to £2,500 including practical tests
- Class 1 (Category C+E) Direct Access generally £2,650 to £3,500 for a full package from car licence to qualified artic driver, including medical, theory, and all tests
- Class 1 upgrade from existing Class 2 around £1,500 to £1,750 for a shorter course of 16 to 20 hours
These packages from reputable providers should include the DVSA practical test fees, which the GOV.UK fees page confirms as £115 for the on-road driving test and approximately £40 for the reversing exercise.
When comparing training providers, look for DVSA-approved centres and check their pass rates and reviews. The National Driving Centre in South London, for example, is actually a government-approved LGV test centre, meaning you train and test in the same location an arrangement that tends to produce better results because you’re familiar with the environment on test day. Whatever provider you use, ask for transparency on what’s included: hidden costs for retests, extra training hours, or CPC modules can add up fast.
One thing worth knowing is that some employers will fund your training in exchange for a commitment to work for them for a set period usually six to twelve months. Supermarkets, large logistics firms, and some agency networks run these schemes. It’s not free money you’re tied in but for those who don’t want to find several thousand pounds upfront, it’s worth exploring before you book anything independently.
There’s also a government-funded Skills Bootcamp for HGV drivers, delivered through local training providers and lasting around 16 weeks. These aren’t always easy to access and availability varies by region, but you can check eligibility through GOV.UK’s Skills Bootcamps information.
Step Four: The Driver CPC What It Is and Why It Matters
The Driver CPC (Certificate of Professional Competence) is mandatory for all drivers operating HGVs commercially in the UK. It’s administered and overseen by the DVSA and involves two stages: the Initial CPC (which you complete as part of qualifying) and Periodic CPC training (which you must complete every five years to maintain your qualification).
Initial CPC involves four parts: the theory multiple choice (Part 1), the case study test (Part 2), the driving ability test (Part 3a off-road exercises), and the practical demonstration test (Part 4). Most good training packages roll the CPC modules into the overall course, so you shouldn’t need to arrange these separately.
Periodic CPC requires completing 35 hours of approved training every five years. This is typically broken into seven seven-hour training days, though you can mix and match shorter modules from approved providers as long as the total reaches 35 hours. The periodic CPC costs around £300 to £400 for the full 35 hours, though this varies by provider. You can find DVSA-approved periodic CPC training centres through the JAUPT training centre search.
Your digital tachograph card also called a driver’s card is something else you’ll need before starting work. This card records your driving time and is required in any HGV with a digital tachograph fitted (which is virtually all modern lorries). You apply for this through the DVLA, and it typically takes a few weeks to arrive, so factor this into your timeline.
Make sure you have your full licence with HGV entitlement, your Driver CPC qualification card, and your digital tachograph card all ready before you start seriously applying for jobs. Employers will ask to see them and many won’t proceed without them.
Building a CV That Actually Gets You Calls Back
Here’s where a lot of newly qualified drivers lose out they get their licence, throw a basic CV together, and wonder why they’re getting ignored.
The logistics sector is competitive for candidates in the sense that employers have specific requirements and many applicants send generic, poorly thought-out applications. The good news is that a well-constructed, targeted CV stands out very quickly in a pile of mediocre ones.
Lead with your licence information prominently. Put your licence category, your CPC card number, and your tachograph card details near the top of the document. Recruiters are literally scanning for this information first. If they have to hunt for it, your CV often goes straight in the discard pile.
Tailor your application to each role. Read job adverts carefully. If a company is looking for Class 2 drivers for multi-drop regional deliveries and you present yourself as someone who wants to go long-haul as soon as possible, there’s a mismatch. Mirror the language of the advert naturally if they say “safety-focused,” make sure you’ve addressed that. If they mention “customer-facing deliveries,” talk about your customer service experience even if it’s from a previous, non-driving role.
Don’t undersell non-driving experience. If you’re a new pass with no commercial HGV experience, your previous career history still matters. Time management, working to deadlines, communication skills, responsibility for equipment these all translate. Former warehouse workers, engineers, military veterans, and tradespeople often make excellent HGV drivers precisely because of transferable skills. Say so explicitly rather than hoping employers figure it out themselves.
Include your clean licence status clearly. A clean record is a genuine selling point in this industry. If you have no penalty points, say so. If you have some, be upfront employers will check anyway, and being straightforward about it is better than having it discovered later.
Keep it clean and readable. Two pages is the maximum. Use simple formatting, clear section headers, and plain fonts. Fancy design might work in some industries; in transport and logistics, recruiters just want to find information quickly.
Where to Actually Find HGV Jobs in the UK
The job boards are the obvious starting point, and they genuinely are useful but they’re not the only option, and for new passes in particular, some routes are more effective than others.
Job boards Reed, Totaljobs, Indeed UK, and CV-Library all list large numbers of HGV vacancies. Set up job alerts with your location and licence category so you’re notified immediately when new roles appear. Many of the best opportunities go quickly, particularly in areas of high demand.
Direct applications to large employers this is underused by new drivers and it’s one of the best strategies available. Companies like Tesco, Aldi, DHL, XPO Logistics, DPD, and Royal Mail all have driver recruitment sections on their own websites or careers portals. Applying direct cuts out the middleman and often puts you in front of a decision-maker faster than going through a job board. Many of these companies also have graduate schemes and structured development programmes specifically for newer drivers.
Specialist driving recruitment agencies agencies like Blue Arrow, Driver Require, and Pertemps specialise in placing HGV drivers and have relationships with hundreds of transport operators. Registering with a good agency is particularly worthwhile for new passes because agencies often know which clients are willing to take on recently qualified drivers. Agency work also gives you a way into companies that might not be actively advertising for permanent staff get your foot in the door on a temporary basis and many turn into permanent offers.
A word of caution about agencies: they vary considerably in quality. The best ones treat you as a valued commodity and actively help you find work; the worst add your details to a database and never call. Register with two or three reputable agencies rather than scattering yourself across ten, and build a proper relationship with your consultant let them know your availability, be reliable when they send you out, and call them proactively rather than waiting to be contacted.
Transport forum communities places like Transport Forum UK are worth spending some time browsing. Real drivers discuss real experiences of getting hired, which companies take new passes, which agencies are worth registering with, and what to expect from various employers. This kind of ground-level intelligence is invaluable and you won’t find it in a glossy job advert.
The Companies Most Likely to Give New Passes a Chance
One of the biggest frustrations for newly qualified drivers is the catch-22: companies want experience, but you can’t get experience without a company willing to take you on. It’s a genuine challenge, but it’s not insurmountable and it’s easier than it was five years ago because the driver shortage has forced many employers to rethink their experience requirements.
The following types of employers tend to be more open to new passes:
Large national retailers Tesco, Aldi, and Sainsbury’s regularly hire HGV drivers with limited experience because they have structured depot environments, fixed routes, and good onboarding processes. The predictability of retail distribution suits new drivers well, and the pay and benefits packages at this level are solid.
Major logistics and courier firms DHL, DPD, XPO Logistics, and similar companies have the training infrastructure to support newer drivers. DPD in particular has been known to offer opportunities to recently qualified Class 2 drivers. These companies work on high volumes and need warm bodies in cabs if you’re reliable and presentable, they’ll often work with you.
Agency general haulage working through an agency on short-term assignments at various depots is one of the most effective ways to build a track record quickly. You might spend three weeks at a beverage distributor, then a month at a builders’ merchant, then several weeks at a supermarket DC. Each stint adds to your experience base, and experienced agency drivers are often first in line when permanent roles come up.
Apprenticeship routes the HGV driving apprenticeship is a two-year route that combines paid employment with structured training. You earn while you learn, gain your licence, and complete your CPC all without funding it yourself. The National Careers Service and GOV.UK’s apprenticeship finder list available programmes.
Construction and civil engineering companies if you’re open to tipper work, concrete deliveries, or plant haulage, construction companies often prioritise attitude and reliability over prior HGV experience. Sector-specific training on their equipment is provided on the job, and the pay for experienced tipper drivers in particular is very competitive.
When approaching any employer as a new pass, be direct about where you are in your journey. Don’t try to imply experience you don’t have it’ll come out in a road assessment anyway and it destroys trust. Instead, lead with your enthusiasm, your clean record, your relevant skills, and your willingness to work hard and learn. Most experienced transport managers can spot genuine potential and will take a chance on it.
The Interview and Road Assessment Process
Getting to interview stage is encouraging but it’s not the finish line. HGV recruitment typically involves one or more of the following:
Document verification your prospective employer will want to see your photocard licence, your CPC qualification card, and your tachograph card. Make sure you have originals, not photocopies. If any documents are pending (for example, your tachograph card is in the post), be upfront about this.
Licence check employers are legally required to check the status of your driving licence before putting you behind the wheel of their vehicle. This is done through the DVLA’s online share code system. You’ll generate a share code from GOV.UK’s licence check service and give it to the employer. This reveals your entitlements, penalty points, and any disqualifications. Don’t be tempted to conceal anything it’s all there in black and white.
Orientation or induction larger companies typically run an orientation period of one to three days before you start driving. This covers their specific vehicles, their delivery systems, their health and safety procedures, and often a briefing on the products they carry. Take this seriously even if some of it seems obvious. Companies are assessing you throughout this period, not just during formal assessments.
Road assessment almost every HGV employer will put you through a road assessment with either one of their own driver assessors or a third-party company. This is a practical test of your driving ability in one of their own vehicles on routes typical to the role. It’s different from your licence test the assessor is looking at your professional driving style, how you handle tight manoeuvres, your situational awareness, how you interact at delivery points, and so on.
To prepare for a road assessment: get a good night’s sleep, arrive early, be honest about what you’re comfortable and uncomfortable with, and treat the assessor as a colleague rather than an adversary. Ask sensible questions. If you’re unsure about a manoeuvre in their yard, say so rather than attempting something risky. Professional humility impresses experienced transport managers far more than false confidence.
Additional Qualifications That Will Fast-Track Your Career
Once you’re established in your first role, the single most effective thing you can do to increase your earning potential and open up better opportunities is to add specialist qualifications to your licence. Here are the main ones worth knowing about:
ADR (Agreement on Dangerous Goods by Road) this qualification allows you to carry hazardous materials such as chemicals, fuel, and gas. It’s one of the most significant earning differentiators in the industry. ADR-certified drivers typically earn between £45,000 and £65,000 or more, compared to general haulage rates. The certificate is obtained through a training course and written examination, and most specialisms are valid for five years. You can find ADR-approved training through the HSE’s guidance pages.
HIAB (lorry-mounted crane operation) if you’re working in construction, plant hire, or specialist haulage, a HIAB certificate adds a genuinely useful skill and opens up positions that pay a premium. Courses are run by ALLMI-accredited providers.
Tanker endorsement driving tankers carrying liquids or gases is another specialist area that pays well above general haulage rates. Many fuel tanker drivers earn north of £55,000 annually.
International driving experience if you’re open to European work, gaining experience of cross-border driving adds another dimension to your CV. Post-Brexit documentation requirements have added complexity to international haulage, but drivers who understand the process are valuable.
The pattern here is straightforward: every additional qualification narrows the pool of drivers who can do the work, which pushes your value up. Even if you start on a modest salary as a new pass, a deliberate plan to add one or two additional endorsements within your first two or three years can substantially change your earning trajectory.
What Can You Realistically Earn as an HGV Driver?
This is the question most people have but are sometimes hesitant to ask directly, so let’s deal with it clearly.
Starting salaries for newly qualified HGV drivers in the UK currently sit in the range of £22,000 to £26,000 per year for regional and local roles. This is honest it’s not an entry wage that’ll make you rich, but it climbs meaningfully within one to two years of experience.
Once you have a year or two behind you, the average salary across the industry sits around £32,000 to £36,000 per year according to data from Jobted UK and the National Careers Service. Class 1 (C+E) drivers typically earn more than Class 2, with experienced Class 1 drivers on long-haul or tramping work earning £38,000 to £50,000+ and often significantly more once overtime, night-out allowances, and shift premiums are factored in.
At the specialist end, the numbers get genuinely impressive. ADR tanker drivers, international long-haul drivers, and those carrying high-value or hazardous loads regularly see total packages of £55,000 to £80,000 per year. These roles require experience and additional qualifications, but they’re accessible career milestones rather than distant fantasies.
Regionally, London and the South East pay the most London averages around £36,000 to £55,000 depending on experience and sector. The Midlands, with its dense concentration of logistics hubs and distribution centres, pays around £34,000 to £45,000. The North of England and Scotland tend to pay slightly less on base salary, though the lifestyle and commute situation is often considerably better.
Agency work typically pays higher hourly rates than direct employment Class 1 agency drivers commonly earn £18 to £24 per hour but without holiday pay, sick pay, or pension contributions automatically included. Many drivers find that a PAYE agency arrangement or a self-employed LTD structure suits them better than permanent employment, particularly once they have a solid track record and can command consistent bookings.
The overall picture is of a profession where the entry point is modest but the ceiling, for those who apply themselves and accumulate the right experience and qualifications, is genuinely high by the standards of trades and vocational careers in the UK.
Practical Tips for Landing Your First Role Faster
Beyond the structural steps, here are the things that genuinely make a difference for people trying to land that first job:
Be flexible on your initial role. It’s tempting to hold out for the perfect job the right hours, the right location, the right type of work. In your first six months in the industry, flexibility is far more valuable than selectivity. Take work that builds your hours and your track record, even if it’s not your ideal schedule. The dream role becomes much easier to land once you have twelve months of commercial driving on your record.
Don’t ignore your geography. Certain parts of the UK have dramatically more demand than others. The Midlands triangle roughly the area encompassing Coventry, Leicester, Northampton, and Milton Keynes is home to an enormous concentration of distribution and logistics operations. If you’re based in or near this area and struggling to find work, something is likely wrong with your approach rather than the market. If you’re in a rural area with limited logistics activity, you may need to be willing to commute or initially relocate for the right opportunity.
Build your network from day one. The transport industry is smaller and more connected than it looks from the outside. Treat every shift, every road assessment, and every agency placement as an audition. Drivers who are reliable, professional, and personable get talked about. A good word from a depot manager or a fellow driver carries real weight. People who are dismissive or unreliable also get remembered the community is tight enough that reputations travel.
Keep impeccable records. Get into the habit immediately of keeping records of every vehicle you’ve driven, every type of load, every type of yard or delivery environment you’ve worked in. When you’re applying for your second or third role and you can say specifically that you have experience of artic driving, multi-drop, curtain-sider vehicles, refrigerated loads, and bay reversing that’s far more powerful than a vague claim of “HGV driving experience.”
Take the hours rules seriously. The tachograph exists for a reason and DVSA enforcement takes it seriously. Drivers’ hours rules limit you to nine hours of driving per day (ten hours twice a week), with a compulsory 45-minute break after four and a half hours of driving. Violations can cost you your licence and your livelihood. Understanding these rules thoroughly before you start is not optional.
Life on the Road What Nobody Else Tells You
Most guides about becoming an HGV driver give you the official version of the job. Here’s some of what the forums and experienced drivers will tell you that doesn’t make it into the recruitment brochures.
The first few weeks are tough regardless of how well you’ve trained. Driving a 44-tonne artic in live traffic, reversing into tight delivery bays with a stressed warehouse team watching, and navigating diversions on routes you don’t know yet it’s a genuine challenge and there’s no shame in finding it hard. Almost every experienced driver will tell you the first three months are the hardest and then it clicks.
The camaraderie in the industry is real and it’s one of the things drivers consistently say they value. There’s a culture of mutual respect on the road between professional HGV drivers that you’ll notice quickly once you’re part of it.
The lifestyle dimension particularly nights away for long-haul and tramping work is something to think carefully about before committing. For some people, the independence and solitude of long-haul driving is genuinely appealing. For others, being away from home three or four nights a week is a dealbreaker. Know yourself honestly before you target that type of work.
On the positive side, the job security in this sector is better than almost anywhere else right now. When the economy tightens and companies in other sectors are laying people off, the supermarkets still need their shelves stocked and building sites still need their materials delivered. HGV drivers tend to have robust employment through economic cycles in a way that many office or retail workers simply don’t.
Useful UK Resources to Bookmark
Throughout your journey into HGV driving, these are the sites and organisations worth having to hand:
- GOV.UK Become a Lorry Driver the authoritative source for all licensing requirements, fees, and official processes
- DVSA the body that governs testing, CPC, and enforcement
- National Careers Service HGV Driver Profile salary data, entry routes, and career progression information from an official UK source
- Road Haulage Association industry body with useful news, policy updates, and information on the state of the sector
- JAUPT CPC Course Finder search for approved Driver CPC periodic training courses
- Transport Forum UK a real community of professional drivers where you can ask questions and get honest answers
- Reed.co.uk HGV Jobs one of the largest UK job boards with strong logistics listings
- Driver Require specialist driving recruitment agency with a good reputation in the industry
- Blue Arrow Driving Division national agency with a strong HGV placement operation
The path to getting an HGV driver job in the UK is genuinely achievable for most people who approach it properly. There’s no secret formula, no shortcut that bypasses the need to get properly licensed and present yourself professionally but there’s also no mysterious gatekeeping keeping people out. The industry needs drivers, the money is good once you’re established, and the career security is better than most.
To summarise the key steps: get your medical done first (D2 and D4 forms), choose a reputable DVSA-approved training provider, budget realistically for the full licence and CPC package, build a targeted CV that leads with your licence information, register with a couple of specialist agencies, and be prepared to take your first role with an open mind rather than waiting for perfect conditions.
The drivers who struggle to get hired are usually the ones who send generic CVs to dozens of employers without tailoring anything, who are inflexible about hours or routes in their first role, or who haven’t done basic things like sorting their tachograph card before applying. Avoid those mistakes and you’ll find the market is very much in your corner.
Once you’re in and building experience, the progression story is a good one. Add specialist qualifications, accumulate varied experience, build your professional reputation, and within three to five years you can realistically be earning significantly more than many of your graduate contemporaries without the years of study and the student debt.