December 2024 Newsletter
Dear HVTT Forum subscriber,
As the turbulent year of 2024 slowly comes to an end, I would like to share with you the final newsletter of the year and update you on some recent developments here in Europe. This edition focuses on the slow but steady progress in piloting new types of longer and heavier vehicles in Germany and the Netherlands, as well as updates on EU policy regarding vehicle dimensions and weights.
The later contribution comes from our board member, Tim Breemersch. Tim is a senior researcher at Transport Mobility Leuven in Belgium and has been a member of the board since HVTT15 in Rotterdam.
Super Eco Combi
In Germany, the Association of the Automotive Industry has initiated a pilot project with the Super Eco Combi (SEC), also known as A-Double, which will operate on a 70-kilometer route between the Volkswagen factory in Wolfsburg and a rail terminal east of Hannover. The association has decided to launch the pilot based on the strong demand to reduce the CO₂ footprint in the combined transport chain and the positive experiences from similar projects in other European Union countries. Specifically, the project builds on the success of a similar initiative in Spain, where SEC combinations are already in use by passenger vehicle OEM.
In the German trial, semitrailers will be transported by train from Hannover to Spain, where a single truck will reconnect with the two semitrailers for onward delivery. The total length of the vehicle combination is 31.7 meters.
The maximum weight of the loaded vehicle combination adheres to Germany’s legally permitted limit of 44 tons. In a global context, where such vehicle combinations typically operate at around 70 tons, this limit may seem beyond modest. However, for the automotive sector, where transport is largely driven by volume rather than weight, this restriction is likely to be sufficient.
Additionally, the use of standard semitrailers allows the SEC to integrate seamlessly into rail transport and to be easily handled at transfer terminals. Importantly, the vehicle is fully compatible with existing logistics infrastructure, such as loading and unloading zones, requiring no additional modifications.In Europe, these longer and heavier vehicle combinations, which significantly reduce both CO₂ emissions and total fuel consumption, are already in operation in several countries, besides Spain, also in Sweden, Finland, and Denmark. The planned implementation in Germany further underscores the nation’s commitment to exploring innovative solutions for sustainable freight transport.
Besides Germany, the SEC will also be tested on public roads in the Netherlands in the upcoming year, 2025. In contrast to Germany, the loading limit in the Netherlands will be increased to 72 tons, primarily due to differences in the loading capacity of road infrastructure and bridges. The test is planned in two phases. In the first, pre-pilot phase, a so-called “starter set,” consisting of a specific tractor and semitrailers, will be tested on selected corridors under extensive monitoring. The collected results, which will include data from 360-degree camera footage and driver interviews, will be thoroughly analyzed. If no significant issues are identified that could compromise traffic safety, the pilot phase with logistics operators will commence. During the pilot phase, the vehicle configurations may vary slightly compared to the starter set, depending on the operational needs of logistics operators. To evaluate the impact on traffic safety, currently serving EMS vehicles (25.25 meters, 60 tons) will serve as a reference. The tests will be financed through funds generated by a new program set to replace the current time-based vignette system with a kilometer-based tolling system for heavy vehicles in 2026. The Dutch Ministry expects this change to generate considerable additional income for the state, much of which will be reinvested in making the transport sector safer and more sustainable.
Heavy vehicle weights and dimensions in EU
At the EU policy level, progress has resumed on the file concerning heavy vehicle weights and dimensions. As with all European legislation, the three main governing institutions of the Union (the Commission, Parliament, and Council) must agree on a common text before it can be adopted.
The Commission presented its proposal for a revised Directive in July 2023 (link to proposal), focusing on three key measures:
- Supporting the transition to zero-emission vehicles by increasing the maximum weights and lengths for these vehicles and promoting intermodality.
- Harmonizing rules for cross-border transport, including permitting longer and heavier vehicles to cross borders when both countries allow them.
- Strengthening enforcement through greater automation in weight checks using Weigh-In-Motion (WIM) systems.
Additionally, administrative burdens, such as those for abnormal transport, have been reduced or removed. The European Parliament largely supported the Commission’s proposal but placed stronger emphasis on the transition to zero-emission vehicles and intermodality. For example, the Parliament proposed cumulative additional weight allowances for semitrailers incorporating zero-emission technology. Regarding longer and heavier vehicles (LHVs), the Parliament introduced provisions requiring prior assessments of their impacts on road safety, infrastructure, modal cooperation, and the environment (link to Parliament report). It remains uncertain how these additional provisions will affect the practical use of LHVs.
Having concluded the first phase of its legislative process, the Parliament recently agreed to move the file to the Trilogue, the negotiation stage involving the Commission, Parliament, and Council.
At this stage, the Council—comprised of member state representatives (typically heads of state or relevant ministers)—must adopt its formal position, which has yet to be officially presented. A report drafted under the Belgian presidency in June 2024 suggests that a critical provision to support the rapid transition to zero-emission technology—an additional axle weight allowance of 1 ton for the driven axle—faces opposition from the Council. Road infrastructure managers have raised concerns about the additional costs this measure could impose. However, removing this allowance presents a significant technological challenge for OEMs, who would need to develop vehicles that comply with all legal limits while maintaining sufficient range and payload capacity to meet market demands. The current Hungarian presidency has not advanced the file. However, with the presidency set to transition to Poland—Europe’s leader in road freight volumes—in the first half of 2025, followed by Denmark in the second half, negotiations are expected to gain momentum. This could enable the adoption of the new Directive by 2026.
As for the weather, December in the Netherlands felt so far very damp, overcasted, and with extra wind for good measure. Rain seemed to come in all forms you can imagine: drizzle, cloudburst, sideways spray, and many others….. The sun made a guest appearance once or twice, but only long enough to remind us it still exists. At this point, all Dutch cyclists probably deserve a medal!
To conclude this newsletter, I would like to wish you a very Merry Christmas, a joyful New Year, and all the best for 2025—above all, good health, and a positive mindset!
See you soon at HVTT18 in Québec City,
Karel Kural
Vice President, Europe
