Questions and Answers on Weights and Dimensions: new proposal to accelerate the uptake of zero-emission heavy-duty vehicles and promote intermodal transport
What is the Weights and Dimensions Directive?
The Weights and Dimensions Directive 96/53/EC (WDD) sets out maximum permitted weights and dimensions (length, width, height) for heavy-duty vehicles (HDVs), such as lorries and buses, which circulate on EU roads. These HDVs play a key role in transporting goods and people, which in turn enables trade, economic growth and employment.
In 2020, the road freight transport sector represented more than 53% of all the goods transported within the EU, and bus and coach transport activity accounted for 6.6% of all passenger transport. While the road transport sector brings substantial economic and social benefits, it also has negative impacts on the environment. HDVs are responsible for 28% of road transport greenhouse gas emissions (6% of the EU's overall emissions). It is also a source of nitrogen oxide emissions (accounting for 34% of road transport nitrogen oxide emissions in 2020) and other air pollutants such as particulate matter.
The common standards set by the directive aim mainly at ensuring the free movement of goods and fair competition among road transport operators within the Single Market. They also improve road safety and prevent damage to road infrastructure. The directive also supports the deployment of zero-emission vehicles and energy-efficient solutions, such as aerodynamic cabs, and facilitates intermodal transport.
Why is the Weights and Dimensions Directive being revised?
In the proposed revision of the CO2 emissions standards for heavy-duty vehicles, the Commission proposed to reduce emissions by 45% by 2030 and 90% by 2040, and stimulate the uptake of zero-emission trucks. The revision of the Weights and Dimensions Directive is necessary to provide a single framework that will incentivise the uptake of zero-emission trucks on the European market.
A 2022 evaluation of the current directive found that, while it is effective in promoting road safety, protecting road infrastructure and facilitating the use of road vehicles in containerised intermodal transport, it falls short on ensuring fair competition and encouraging the use of zero-emission and energy-saving technologies and devices.
The evaluation concluded that incentives to improve energy efficiency of road transport operations and reduce GHG emissions were insufficient and did not reflect the practical implications of using new zero-emission technologies, which can be heavier and take more space than combustion engine technologies.
The national derogations allowing the circulation of longer and/or heavier vehicles have also resulted in a patchwork of diverging rules, hindering smooth cross-border HDV traffic in the EU and leading to loss of operational and energy efficiency. This mix of EU and national requirements, as well as bilateral arrangements, coupled with legal uncertainties, has also led to ineffective and inconsistent enforcement, especially in cross-border transport.
The main objectives of the revision of the directive are to:
- remove regulatory and technical barriers and provide stronger incentives for the uptake of the zero-emission technologies and energy saving devices in the HDV sector;
- facilitate intermodal operations;
- clarify the rules on the use of longer and/or heavier HDVs in cross-border operations;
- make enforcement more effective and efficient.
What are the specific proposals?
The revision addresses three key issues: the environmental performance of road freight transport, cross-border transport operations within the Single Market, and enforcement.
One of the policy measures proposed would allow extra weight and length for zero-emission HDVs. This would not only compensate for the weight of the zero emission powertrains, but also enable extra loading capacity. This should incentivise the uptake of zero-emission HDVs.
To promote intermodal transport, extra height will be allowed to accommodate high cube containers, and lorries, semitrailers and trailers will also be considered as intermodal loading units that could benefit from the same weight allowance as vehicles carrying containers in intermodal operations.
To ensure smooth cross-border operations by longer/heavier vehicles, such as vehicles carrying indivisible loads or car transporters, the application process for permits for the carriage of these loads will be streamlined, and the length of overhanging loads for car transporters will be harmonised.
To strengthen enforcement, the proposal will set a common minimum level of controls for compliance with weight limits, and for the mandatory installation in road infrastructure of weighing mechanisms to help detect overloaded vehicles while they are moving.
What about other energy-efficient solutions?
Zero-emission trucks will not become omnipresent overnight. This is why the proposal facilitates cross border operation of existing energy-efficient solutions, such as European Modular Systems (EMS) (longer and/or heavier combinations of conventional vehicles) between Member States that currently allow them. Overall, the use of EMS offers energy consumption savings and subsequently a reduction in CO2 emissions, as the same amount of cargo can be transported with fewer trips.
Operating longer and/or heavier vehicles, such as EMS or 44t vehicles between Member States whose operational (infrastructure) and technical (weight and dimensions allowances) standards are appropriate and compatible will therefore remain possible.
Will Member States lose existing derogations?
The variety of national rules and cases across the EU have shown that there is no one-size-fits-all solution. The infrastructure standards and operational conditions vary between Member States. Therefore, the Directive's revision will maintain the current flexibility of Member States to permit higher weight and dimension limits for HDV in national traffic. However, clarification is needed for the use of such longer and/or heavier vehicles in cross-border transport. The revision makes it clear that such vehicles can be used in international operations between neighbouring Member States who allow their circulation on their territories. However, the weights and dimensions of those vehicles must be compatible with the national limits applicable in the Member States involved in such international operations. For example, if one Member State allows vehicle combination of 25.25 m length and 46t weight, and neighbouring Member State allows vehicle combinations of 25.25 length and 50t weight, the vehicles used in cross-border traffic between those Member States must not exceed the common weight limit of 46t.
How does the proposed revision of the Weights and Dimensions Directive prioritise and promote energy efficiency?
The revision will provide a direct incentive for investing in zero-emission HDVs by allowing them to weigh an additional 4 tonnes (in addition to maximum authorised 40t HDV). This additional extra weight will not only fully compensate the weight of zero-emission technology, but will also enable extra payload once the technology becomes lighter. This is also expected to incentivise the uptake of aerodynamic cabs and devices, which can help reduce energy consumption, thus increasing the range/efficiency of zero-emission powertrains.
The revision raises the weight limit for zero-emission vehicles from the current 42t to 44t, regardless of the weight of the actual zero-emission technology. This means that operators will gain additional loading weight and therefore payload capacity if the technology becomes lighter. Incentives for intermodal transport are also foreseen. For instance, road operators using their lorries, trailers and semitrailers in intermodal operations will benefit from extra weight of 4 tonnes as allowed currently only for vehicles carrying goods in containers or swap bodies in intermodal transport. In addition, extra height will be allowed for the carriage of high-cube containers, thus enabling standard vehicles to involve in this type of intermodal transport.
All these measures are expected to reduce energy consumption by 12 million tonnes of oil equivalent over the period 2025-2050.
What is the quantified environmental impact of this proposal?
Cumulatively, between 2025 and 2050, the revision will help reduce CO2 emissions by 27.8 million tonnes (1.2% of the CO2 emissions from freight transport). This reduction in CO2 emissions is driven by the higher use of zero-emission HDVs (in tonne-kilometres), the shift from road-only to intermodal transport and the decrease in the number of trips by both conventional diesel vehicles and zero-emission vehicles (thanks to the increased payload, whereby the same amount of cargo can be carried by fewer trips). The external cost savings for CO2 emissions are estimated at €3.5 billion (expressed as present value over 2025-2050). Those for air pollutant emissions are estimated at €2.1 billion, and those for noise emissions at €0.7 billion.
How will the revision benefit intermodal operations?
Intermodal transport options are essential for a sustainable and efficient transport system. HDV sector complements rail and waterborne transport, which can be used together to increase efficiency: rail and waterborne for long-distance transport and HDVs for first and last-mile deliveries.
By allowing HDVs to carry more cargo, they can be used to transport cargo to and from rail depots and ports, thereby improving overall efficiency. This approach will also help to reduce congestion and emissions on the roads.
By allowing extra height for vehicles carrying high-cube containers, and extra weight for lorries, trailers and semitrailers used in non-containerised intermodal operations, the revised directive will enable more road transport operators and more road vehicles to participate in intermodal operations.
What is the expected impact on road safety?
The Weights and Dimensions Directive includes technical and monitoring requirements designed to ensure the safety of all road users. By enforcing these requirements, we can ensure that HDVs operate safely and efficiently on the road network.
EMS combinations are usually only allowed on certain routes. They normally comprise high-capacity roads bypassing urban centres, thereby avoiding contact with vulnerable road users like pedestrians and cyclists. The special requirements for EMS transport also mean that operators typically deploy newer vehicles equipped with the latest safety systems, operated by especially skilled, experienced and trained drivers, improving overall safety.
The (mandatory) use of modern technology, such as emergency braking systems, stability control, side cameras and lane-keeping systems can also improve the safety of both HDVs and EMS operations.
How will the proposal contribute to the reduction of administrative burdens for operators?
The proposal will significantly reduce administrative burdens for road transport operators by an estimated EUR 4.4 billion. These savings are linked to two key harmonisation measures: one streamlining the application procedures for permits for abnormal transport, and another eliminating the need for permits for the use of higher trucks to carry high-cube containers in intermodal transport.
The abnormal transport segment is crucial for the European economy. For example, the energy, building and production sectors are especially dependent on a predictable and timely supply of wind turbines, large industrial equipment and concrete structures. To reduce administrative burdens and costs for operators, linked with divergent national requirements and procedures to apply for permits for abnormal transport, the proposal introduces a one-stop-shop approach and requires approximation of national requirements for permits, such as vehicle signalling or markings. This means that, in order to apply for a national permit, an operator will send a standard application form via a single national entry point, including all necessary information on routes, as well as technical and safety requirements to be met, to receive the permit.
The elimination of permits for the use of high-cube containers is linked with another measure, allowing an extra 30cm for standard vehicles to carry high-cube containers. Such containers can be carried under the current Directive – either by special vehicles (low-wheel trailers) meeting the maximum height limits or by standard vehicles. In this case they need a permit for exceeding the height limit.
How will the revision support MS in the enforcement of road transport rules?
The enforcement of road transport rules is mainly the Member States' responsibility. To ensure consistency and effectiveness of checks across the EU, the revision establishes the minimum requirements for the number and types of controls to be carried out. The TEN-T Regulation makes the installation of weighing mechanism in road infrastructure mandatory for the TEN-T network. To target controls at overloaded vehicles, this revision allows the use of these ‘weigh-in-motion' (WIM) systems to detect an overloaded vehicle while it is moving, and identify it for thorough checks at a roadside.
In addition, by clarifying the rules for cross-border operations by longer and/or heavier vehicles, the revision will eliminate diverging national interpretations and control practices, making cross-border enforcement of the rules more consistent.
The revision strikes a balance between establishing minimum standards at EU level for enforcement of the rules and leaving Member States flexibility to introduce more ambitious solutions, such as direct enforcement through the certified weigh-in-motion systems. These could remove the need for physical roadside controls in certified scales that are necessary to determine infringements and fines.
Does the revision also address light commercial vehicles (M1, N1 category)?
The Weights and Dimensions Directive and thus its revision applies to vehicles in the categories M2/M3 and N2/N3 (heavy-duty vehicles), as well their trailers in categories 03/04. The derogations granted regarding the maximum weight for alternatively fuelled and zero-emission vehicles also apply to these vehicle categories only. An equivalent legal framework for vehicles in category M1/N1 is not currently planned.
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