The European truck industry is intensifying pressure on EU negotiators to ensure battery-electric and hydrogen trucks can carry commercially competitive payloads.

At the centre of the debate is the proposed revision of the EU Weights and Dimensions Directive—the legislation governing the maximum weight, axle load and dimensions of heavy commercial vehicles operating internationally.

Europe’s truck manufacturers argue that unless the revised rules properly compensate for the weight of batteries and other zero-emission equipment, hauliers could invest heavily in cleaner trucks only to discover that they cannot carry the same revenue-generating payload as a diesel vehicle.

Why payload matters

Batteries, hydrogen tanks and related equipment can add considerable weight to a truck.

Increasing the vehicle’s permitted gross weight can compensate for that extra equipment, but only if the weight can be distributed legally across its axles. A higher gross limit offers little practical benefit where the drive axle reaches its permitted maximum first.

That is particularly important for two-axle 4×2 tractor units, widely used in long-haul transport. ACEA, representing Europe’s vehicle manufacturers, says the present direction of negotiations may provide insufficient allowances for this common configuration.

Technical discussions have included whether the maximum drive-axle load should increase from 11.5 tonnes to 12.5 tonnes. Supporters argue this would allow manufacturers to distribute battery weight more effectively and provide sufficient energy storage without sacrificing as much range or payload.

A Council working document also noted that 4×2 tractor-trailer combinations represent approximately 75% of the relevant market segment. It warned that limiting these combinations to a smaller allowance than certain three-axle tractors could leave the mainstream long-haul configuration at a disadvantage.

What Brussels originally proposed

The European Commission proposed revising the directive in 2023 to remove regulatory barriers to zero-emission trucks and improve cross-border consistency.

Its proposal included increasing the weight limit for specified zero-emission combinations from 42 to 44 tonnes, irrespective of the precise weight of the zero-emission technology. The intention was to compensate for heavier powertrains initially, while potentially allowing extra payload as batteries and other equipment become lighter.

The Council subsequently supported additional weight and up to 0.9 metres of extra length for zero-emission vehicles, but differentiated between five- and six-axle combinations because of concerns about roads and bridges.

The final outcome is not yet settled. The proposal remains in the EU legislative process, with the Parliament, Council and Commission working through differences over total weight, axle limits, enforcement and cross-border operation.

The issue for Irish hauliers

Payload loss will not affect every operation equally. Trucks carrying parcels, empty packaging or other volume-limited freight may reach their space limit before their weight limit.

The impact could be much greater for operators moving beverages, food products, building materials, machinery and other dense loads.

If an electric truck carries less freight, an operator may need additional journeys, vehicles and driver hours to move the same tonnage. That can weaken the vehicle’s environmental and commercial case, even where electricity is cheaper than diesel or cleaner trucks receive toll reductions.

Irish international operators also need consistent rules across borders. A heavier truck authorised in Ireland provides limited benefit if it cannot operate at the same weight in France, Belgium, the Netherlands or Germany.

Ferry operations add another consideration. Operators must examine not only legal road weights but also axle distribution, tractor and trailer compatibility, deck-loading requirements and the payload available after batteries and charging equipment are included.

What operators should ask before buying

Before committing to a zero-emission truck, operators should request:

• The truck’s unladen weight in the exact specification being offered.

• Usable payload with the intended body or trailer.

• Individual axle weights when fully loaded.

• The assumptions used for battery capacity and operating range.

• Applicable limits in every country on the proposed route.

• Confirmation of whether future EU allowances can be used without modifying the vehicle.

The Weights and Dimensions negotiations may sound highly technical, but they go directly to the economics of every load. For many hauliers, the decisive question will not simply be how far an electric truck can travel—it will be how much paying freight it can legally carry when it gets there.