The transition to zero-emission vehicles (ZEV) has not been sufficiently incentivized due to unequal conditions regarding permitted weight and dimensions compared to diesel trucks. While this is not the only challenge, it has been a significant obstacle. In July 2023, the European Commission proposed a revision of the Weight and Dimensions (W&D) Directive to equalize conditions. Under the current directive, ZEV trucks can be up to two tons heavier than diesel trucks, but both types have the same axle weight limit.
According to the organization Transport & Environment, the additional two tons are not enough to compensate for the weight of ZEV truck batteries. Although these trucks can weigh up to 42 tons (two tons more than diesel trucks), both types have the same drive axle limit of 11.5 tons. ZEV batteries are heavy and are typically placed along the chassis, adding weight to the axle. As a result, ZEVs can reach the axle weight limit before utilizing the allowed extra payload capacity. This means that ZEVs cannot carry the same cargo as diesel trucks, despite having a higher overall weight allowance.
To address this issue, the Commission proposed increasing the additional payload capacity for ZEV trucks to four tons, along with raising the drive axle weight limit to 12.50 tons. However, this has led to further challenges. Higher axle loads can negatively impact road infrastructure. Consequently, a year and a half after the Commission’s proposal, EU member states have still not reached an agreement.
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Research conducted by Apollo Vehicle Safety and Research Driven Solutions indicates that revising truck weight regulations (W&D) would not be as costly as the Commission estimated. For example, in Germany, costs would increase by only 1.41 percent, which would be 400 million euros less than the Commission’s estimate for the period from 2025 to 2040. In Poland and Romania, costs would rise by only 0.72 percent, which would also be 20 million euros lower.
Additionally, increasing the number of six-axle trucks, which have less impact on infrastructure, could further reduce these costs. In this scenario, Germany could cut estimated costs by as much as 2.67 billion euros, while Poland and Romania could reduce costs by 150 million euros each. These changes would facilitate the transition to zero-emission vehicles with less negative impact on European roads than initially proposed.
The organization Transport & Environment has suggested several measures to mitigate the negative impact of ZEVs on infrastructure while maintaining fair conditions for ZEVs compared to diesel trucks. Some of their recommendations include reducing the additional permitted load for five-axle ZEVs from four to three tons to balance with diesel trucks while further lowering infrastructure costs. Another recommendation is to lower the drive axle limit from 12.50 to 11.75 tons, allowing full use of the three-ton additional weight while reducing road impact. Lastly, maintaining the current four-ton payload allowance for six-axle ZEVs is also proposed.
These changes would help facilitate the transition to zero-emission vehicles.
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