We’re privileged at New Zealand Trucking to receive regular updates on global trucking from various organisations. While this provides great fodder for content and comment, the sheer volume and need to prioritise local topics sometimes means certain articles miss their moment or must wait for their opportunity.

Such is the case with today’s editorial. In trawling the swathes of potential topics in my EDM editorial folder, I came across December 2024’s monthly bulletin from the International Forum for Heavy Vehicle Transport & Technology (HVVT), detailing developments in Europe’s vehicle weights and dimensions.

I found it interesting that more European countries are looking into super eco combi vehicles – HPMVs to us – in the name of freight efficiency and reduced fuel consumption and emissions. According to Karel Kural, HVVT vice president, Europe, the SEC is an A-double combination (tri-axle semi and five-axle trailer) already in operation in Spain, Sweden, Finland, and Denmark. Now Germany and the Netherlands are joining the party.

In Germany, the trial will include a 70km run between the VW factory in Wolfsburg and a rail terminal east of Hannover. The trailers will be transported by train from Hannover to Spain, where a single truck will reconnect with the two semitrailers for onward delivery.

These combinations will measure 31.7m in length and weigh Germany’s maximum 44 tonnes – the trial cargo being greater in volume than weight.

The Netherlands, though, will push to 72 tonnes thanks to the loading capacities of the country’s roads and bridges. The test will take place in two phases, and the results will be compared against high-capacity European Modular System combinations that may operate at a maximum length of 25.25m and a maximum weight of 60 tonnes.

What’s interesting is that they’ll be funded through a new kilometre-based tolling system for heavy vehicles due in 2026. Karel says the Dutch ministry responsible “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”.

All this is against the backdrop of the EU continuing its revision of the vehicle weights and dimensions directive, which began in July 2023 and is due to come into effect in January 2026 if adopted. Among other things, the proposal for the revision focused on supporting the transition to zero-emission vehicles by increasing the maximum weights and lengths for these vehicles and promoting intramodality and strengthening enforcement through greater automation in weight checks using weigh-in-motion systems.

Karel says administrative burdens, such as those for abnormal transport, have also been reduced or removed. And the European Parliament has since proposed cumulative additional weight allowances for semitrailers incorporating zero-emission technology.

What does this all mean for New Zealand? While our own part of the world is no stranger to the concept of high-productivity vehicles, the game is moving on. There have been suggestions in past months that New Zealand should allow longer, heavier vehicles to operate set routes in the name of freight efficiency – and here are more European countries exploring that path.

There have been calls for years that New Zealand’s VDAM rule needs to be adapted to accommodate vehicles powered by new energy systems and how these differ from internal combustion – and here’s the EU adapting its regulation.

Kiwi operators might take comfort in the fact similarities exist with increased tolling and the use of weigh-in-motion systems, but might also appreciate it if some of our own administrative hurdles were diminished too.

Take care out there,

Gavin Myers
Editor