If you’re considering a career as an HGV driver, one of the first questions, after “What does the job actually involve?”, is usually “How much do new lorry drivers really earn in the UK?”
The answer depends heavily on licence type, location, freight sector, and how willing employers are to take on trainees. While the profession can offer stability, the first year is often far more challenging than the headlines suggest.
This guide explains what new drivers typically earn, what training costs, and why many drivers dispute the widely-reported “shortage”.
What do first-year HGV drivers earn in the UK?
A newly qualified HGV driver usually starts on £22,000–£26,000 in a Category C (rigid) role such as local delivery or regional distribution. Pay generally improves once drivers upgrade to Category C+E (Class 1), where early-career salaries often fall in the £30,000–£35,000 range.
Some Class 1 roles—particularly night trunking or tramping—advertise salaries between £40,000 and £48,000, and certain tramper positions currently listed range from £46,800 to £51,000. These, however, are rarely true entry-level jobs and often require flexibility, night work, or prior experience.
| Role Type | Typical First-Year Pay | Notes |
| Cat C (rigid) | £22,000–£26,000 | Standard entry route |
| Class 1 (C+E) | £30,000–£35,000 | Often requires some experience |
| Night trunking | £40,000–£48,000 | Higher rates for night work |
| Tramping (long-haul) | £46,800–£51,000 | Based on current adverts |
| ADR tanker/specialist | £50,000–£60,000+ | Requires added qualifications |
These figures show earning potential, but they do not reflect how easy it is to secure such roles, especially early on.
Read more: UK truckers earn 3x European wages
Is it easy to get an HGV job? Drivers say the picture is more complicated
Despite years of headlines about a “driver shortage”, many professional drivers argue that this shortage does not benefit newcomers. Surveys and driver forums show that more than 70% of drivers do not believe a genuine shortage exists, at least not one that translates into job offers for newly qualified drivers.
Reasons for this include:
- Employers often prioritise experienced Class 1 drivers.
- A significant share of vacancies require night work, long hours or tramping, which not all new drivers can or want to do.
- Cat C-only roles are limited in some regions.
- The “shortage” tends to apply to specialist or unsocial-hours roles—not beginner-friendly positions.
- Some areas see an oversupply of newly qualified drivers competing for the same jobs.
The result is that finding a first role may take persistence, and many new drivers need to be flexible about shift patterns and workload while gaining experience.
3. What affects a new driver’s pay?
- Licence type: C+E drivers earn noticeably more than Cat C drivers.
- Shift pattern :Nights, weekends, and tramping increase pay.
- Region: Pay is generally higher in logistics hubs such as the Midlands and South East.
- Sector: Supermarkets, parcel carriers, container operators and tanker fleets pay above general haulage.
- Allowances: Night-out pay (£20–£30) and overtime can significantly boost earnings.
How much does it really cost to become an HGV driver?
The most significant expense for new drivers is the practical training. Prices vary widely, but recent figures published by large UK training centres give a reliable indication of what trainees currently pay.
For Category C (rigid lorries), most full courses fall between £1,800 and £2,300. The National Driving Centre, one of the longer-established providers in London, lists its five-day Cat C course at £2,030, rising to £2,330 for a six-day option. Other regional centres offer similar pricing, with variations depending on vehicle time and included tests.
Upgrading to Category C+E (articulated lorries) is more expensive. C Baker Driver Training, a provider in Somerset, advertises its C+E programmes between £2,650 and £3,250, depending on the length and intensity of the course. Several major training schools in the Midlands and South East list comparable figures.
Some centres offer combined “fast-track” programmes that take candidates from Cat C to Cat C+E in one continuous route. These bundled packages usually sit in the £3,800–£4,500 range, although exact prices differ significantly by location and demand.
Those entering the industry must also complete the Initial Driver CPC. The practical Module 4 element requires separate tuition and assessment, and many providers price this between £300 and £400. For example, WTTL, a well-known training provider, publishes Module 4 training and test costs within this range. The Module 2 case-study test is set by the DVSA at £23.
Taken together, these figures mean most new drivers spend £2,300–£2,800 to obtain a Cat C licence, and £3,800–£5,000 if they train straight through to Cat C+E.
How to improve earnings in the first year
- Upgrade to Class 1 as early as possible.
- Be open to night shifts or tramping.
- Maintain strong safety and compliance records.
- Plan routes carefully to avoid delays.
- Keep track of road expenses—small costs add up quickly.
- Build a reputation for reliability.
Adding ADR to improve job prospects and pay
One qualification that can noticeably improve both employability and earning potential is the ADR certificate, which permits drivers to carry dangerous goods such as chemicals, gases, fuels or flammable materials.
ADR training is not mandatory for standard haulage work, but it is highly valued across tanker fleets, chemical distributors, industrial logistics, and certain container operations. These are the sectors that continue to report genuine recruitment challenges, meaning ADR often opens doors that remain closed to standard Category C or C+E drivers.
ADR courses typically cost £300–£500 depending on module combinations, and the qualification lasts five years. Many companies offering tanker or hazardous-goods positions pay meaningfully above standard rates, with experienced ADR drivers frequently earning £50,000–£60,000+. Even for new Class 1 drivers, holding ADR can make it easier to secure an early role, as employers prefer candidates who can legally operate across more of their fleet.
While ADR alone won’t guarantee a first job, it expands the pool of available work and strengthens a new driver’s CV in a competitive market.
The reality behind the headlines
HGV driving can offer long-term stability and opportunities to progress, but new drivers should be cautious about overly optimistic claims. Many experienced drivers insist that there is no real shortage, at least not for beginners, and this is reflected in the challenges many trainees face in finding that all-important first job.
The real demand tends to sit with experienced, flexible drivers—particularly those able to work nights, weekends, or with specialist qualifications. For newcomers, the path into the industry may require patience, flexibility, and readiness to gain experience before the higher-paying roles become available.
Once that experience is gained, especially with a Class 1 licence, the range of opportunities improves significantly. But the road to those better-paid roles is gradual rather than immediate, and new entrants should approach the profession with clear, realistic expectations.
