Xtreme Scaffolding Services Ltd has been refused a restricted goods vehicle operator’s licence in the North West after a public inquiry on 22 October 2025. Traffic Commissioner David Mullan’s written decision on 27 October and a GOV.UK press notice on 7 November confirm the one‑vehicle application was rejected.

The refusal was made under section 13(5) of the Goods Vehicles (Licensing of Operators) Act 1995 after findings that the company failed the statutory tests on fitness (section 13B), compliance with undertakings (section 13C) and financial resources (section 13D).

The commissioner recorded links to a previously revoked licence and liquidation at XP Scaffolding Ltd in 2023, with £120,743 owed including £52,787 to HMRC and a £45,000 Bounce Back Loan. He characterised the bid as a phoenix attempt, noting vehicle transfers and ANPR evidence, including use without a valid MOT.

Process mattered as much as history. The applicant did not file case‑management material, failed to attend the hearing, and had received the call‑in letter-Royal Mail tracking showed delivery on 29 August 2025. With hearing slots booked until January 2026, the commissioner proceeded and decided on the papers.

For SMEs in construction and logistics, this case reads like a compliance primer. Fitness is essentially about whether the regulator can trust you. Undertakings mean real, documented systems for maintenance and drivers’ hours. Financial standing for a restricted licence is set at £3,100 for the first vehicle and £1,700 for each additional vehicle to ensure safe, properly maintained fleets.

What does meeting the bar look like for a one‑lorry scaffolder? Keep a ring‑fenced balance that consistently sits above the required level on recent bank statements, put a signed maintenance plan in place with inspection intervals you can stick to, map how you’ll handle drivers’ hours even on occasional moves, and respond promptly to every letter via your VOL account.

Training helps but it is not a shield. Both directors completed Operator Licence Awareness Training in May 2025, which the commissioner noted, but the absence of systems and engagement still sank the application. Evidence of day‑to‑day control carries more weight than certificates.

If you only carry your own materials, a restricted licence is usually the right route and you do not need to nominate a transport manager. That said, you must still show you understand the rules and can run compliant transport from day one.

Operating without the correct licence carries risk. DVSA can fine operators and prosecutions are possible, particularly if you move goods in Europe using light vans without the proper authorisations.

The takeaway for owner‑managers is straightforward: be transparent about company histories, evidence finance and maintenance in writing, and treat contact from the Office of the Traffic Commissioner as mission‑critical. It is far easier to clear the tests up front than to rebuild trust later.