On 26 October 2026, eleven road haulage associations from Germany, France, Denmark, Norway, Sweden, Finland, the Netherlands, Belgium and Ireland issued a joint statement in Brussels calling on EU member states and the European Parliament to reach an agreement on the revision of Directive 96/53/EC on commercial vehicle weights and dimensions without further delay. While acknowledging the shortcomings of the positions adopted by the Council and Parliament, the associations believe they contain sufficient improvements to support the sector’s energy transition and efficiency. The statement was signed by the Nordic Logistics Association (NLA), Germany’s BGL, Denmark’s DTL, Belgium’s Febetra, France’s FNTR, Finland’s FinMobility and SKAL, Norway’s NLF, the Netherlands’ TLN, Ireland’s IRHA and Sweden’s Sveriges Åkeriföretag (Swedish Association of Road Transport Companies).
The associations make three demands: a weight allowance that gives zero-emission lorries the same payload capacity as diesel vehicles without overloading the drive axle; flexibility for member states to authorise cross-border high-capacity transport, including the European Modular System (EMS), between countries that permit it; and cross-border operation of 44-tonne vehicles where national rules allow them. The associations argue that the benefits of high-capacity vehicles are greatest on short-distance cross-border routes, where credible intermodal alternatives are often unavailable, and that failure to reach an agreement would mean missing an opportunity to accelerate the uptake of zero-emission lorries.
Directive 96/53/EC sets maximum commercial vehicle dimensions for domestic and international traffic, while its maximum weights apply only to international traffic. The legislation was already amended in 2015 and 2019 to support alternative powertrains, aerodynamic devices, intermodal transport and trials of modular vehicle combinations. The Commission announced the revision in its 2020 mobility strategy, and an evaluation conducted in 2022 identified fragmented rules for longer and heavier vehicles, inconsistent interpretation and enforcement across member states, and insufficient incentives for decarbonisation. Batteries and other components increase the weight of zero-emission lorries and, without a compensating allowance, reduce their payload capacity compared with an equivalent diesel vehicle.
On 11 July 2023, the European Commission presented proposal COM(2023) 445 as part of its Greening Freight Transport package. The proposal provides for an additional four tonnes for zero-emission vehicles, international EMS operations between neighbouring member states that permit them without bilateral agreements or a restriction to a single border crossing, measures to facilitate intermodal transport, including the carriage of high-cube containers, simplified permit procedures and enforcement using weighing systems. From the end of 2034, international operation of 44-tonne vehicles would have been restricted to zero-emission vehicles and intermodal operations: an approach opposed from the outset by the IRU, which also objected to the five-year limit on cross-border EMS trials.
The European Parliament adopted its position at first reading on 12 March 2024. The text retains the additional four tonnes for zero-emission lorries and makes EMS operations conditional on prior assessments of safety, infrastructure, environmental impacts and interaction with other transport modes, driver training, a European portal listing roads open to modular combinations, length markings and certified automatic systems to detect overloading. Following the European elections, Parliament’s Transport Committee voted on 7 October 2024 to open interinstitutional negotiations.
The Council adopted its general approach only on 4 December 2025. Member states differentiate weight allowances between five- and six-axle configurations to limit the impact on infrastructure, allow up to 0.9 metres of additional length for zero-emission equipment and retain national flexibility for abnormal loads, operations with a limited impact on international competition and EMS combinations. For zero-emission vehicles and those used in intermodal transport, the mandate permits border crossings above the directive’s limits, provided the limits of both member states are respected. The first trilogue between Parliament, the Council and the Commission took place on 9 December 2025, but the legislative procedure remains open.
Negotiations have stalled on three issues. For 44-tonne vehicles, the question is whether they should be entitled to cross borders between member states that allow them on their domestic networks: according to Isabelle Maître, the FNTR’s representative in Brussels, France continues to oppose this possibility, while the federation is seeking an exemption for certain short-distance operations. On drive axles, manufacturers had already warned that increasing gross vehicle weight would support the transition only if axle load limits were also adjusted. Reports in 2026 suggested a split between the Commission, which favoured 12.5 tonnes, and a majority of member states seeking to retain 11.5 tonnes. The third sticking point concerns rail: during consultations and in the opinion of the European Economic and Social Committee, some member states and operators expressed concern that higher-capacity lorries could divert freight from rail. The appeal comes ahead of the Transport Council meeting on 30 November 2026, with the aim reportedly being to conclude negotiations by the end of the year, during Ireland’s presidency of the Council of the EU.
Pietro Rossoni
