EU 2026–2029: Weights and Dimensions

13. Revision of the Directive on Weights and Dimensions

Legal act / status of legislative procedure: Proposal amending Directive 96/53/EC laying down the maximum authorised dimensions in national and international traffic and the maximum authorised weights in international traffic for certain road vehicles circulating within the Community; trilogue negotiations began in December 2025; procedure number: 2023/0265/COD.

I. General remarks:

We expressly welcome the revision of the Directive on Weights and Dimensions, whose main objective is to increase the permissible gross vehicle weight for zero-emission vehicles by the weight of alternative fuel technologies. This step is necessary in order not to hinder the transition to zero-emission vehicles and to reduce energy consumption per transport unit.

It is also particularly welcome that our demand to introduce five-axle solo lorries with a gross vehicle weight of 40 tonnes is reflected in the European Commission’s proposal. Since the five-axle solo lorry with a gross vehicle weight of 40 tonnes is no longer mentioned in the latest compromise proposal, we expressly call for it to be reintroduced.

II. Specific proposals:

Current transport practice shows that the rigid system of axle loads and maximum authorised gross vehicle weight does not reflect practical realities; however, adjustments to the maximum authorised dimensions and weights of lorries and buses are necessary to increase efficiency.

• Five-axle solo lorries with 40 tonnes
  These lorries are more efficient and therefore more environmentally friendly. In addition, due to their higher loading capacity and stability, better manoeuvrability and traction, and reduced road impact, they offer significant advantages.
• Rail compatibility
  The Directive is also becoming particularly relevant in the context of promoting rail-based multimodal transport chains. This requires lorries and trailers to be adapted in terms of weight, dimensions and craneability in order to ensure rail compatibility.
• Higher weight limit for craneable semi-trailers
  In order to create incentives for the greater use of craneable semi-trailers and to facilitate the shift of freight to rail, we call for a higher weight limit of 41 tonnes for craneable semi-trailers also for operations outside combined transport at EU level.
• Longer lorries
  In order to achieve CO_₂ savings in transport and increase the efficiency of transport operations, the use of longer lorries based on the German model could be examined. It should be taken into account that longer lorries with a larger transport volume may only be used on selected routes while complying with the currently applicable maximum authorised gross weights, and only as a complement to, not in competition with, the existing offering in rail freight transport. The introduction of gigaliners, by contrast, is considered unrealistic in Austria.
• Dimensions for car transporters
  The dimensions for car transporters should also be adjusted in the interests of increasing efficiency and reducing CO₂ emissions. If these were extended by only 60 cm, two additional vehicles could be transported.
• 12.5 tonne axle load for battery-electric vehicles
  We call for the axle load of battery-electric vehicles to be increased to 12.5 tonnes, as originally provided for in the Commission proposal. Since batteries significantly increase vehicle weight and, in particular, the load on the drive axle, raising the limit to 12.5 tonnes is intended to compensate for this additional technical requirement without reducing the payload of battery-electric vehicles.
• Maximum axle load
  When complying with the maximum authorised gross vehicle weight, the maximum axle load, i.e. the technically highest possible axle load specified by the manufacturer, should be used as the basis for determining axle load, rather than the maximum authorised axle load, as is currently customary.
• Bi-articulated buses
  We call for the length of bi-articulated buses and buses with trailers to be increased or aligned with those of extra-long bi-articulated trolleybuses of 25 metres.
• Semi-trailer tractors
  Changes should be made to the dimensions of semi-trailer tractors so that they can be fitted with aerodynamic components.
• Alternatively powered two-axle buses (M3)
  For two-axle buses with alternative drive systems, the current maximum authorised weight of 19.5 tonnes should be increased by the additional weight required for the alternative drive technology.

14. Access to the profession – light goods transport sector: weight adjustment for alternatively powered vehicles

Legal act / status of legislative procedure: Regulation on access to the occupation (Regulation 1071/2009) and Regulation on access to the market (Regulation 1072/2009).

I. General remarks:

The issue of weight constraints for electrically powered light commercial vehicles deserves particular attention. Due to their higher unladen weight compared with conventional vehicles, operators face the challenge of either accepting a reduced payload or exceeding the 3.5-tonne limit.

Exceeding this limit would, however, have significant consequences, such as the need for an operating licence, triggered solely by the higher weight of a vehicle with an alternative drive system.

In order to ensure that the use of electric light commercial vehicles does not put companies at a disadvantage, compensation must urgently be created by law at national level and, above all, at EU level. This would establish a fair and balanced framework that facilitates and promotes the transition to more sustainable transport solutions.

II. Specific proposal:

We therefore propose adjusting the weight limit at EU level to 4.25 tonnes for alternatively powered vehicles in the relevant regulations, including the Regulation on access to the occupation and the Regulation on access to the market, so that no disadvantage arises from the higher unladen weight.

Such an adjustment would not only ensure equal treatment regarding the weight of alternatively powered vehicles but would also make a decisive contribution to the transition to zero-emission vehicles and thus support the objectives of the EU Green Deal.