Since the launch of Denmark’s EMS2 pilot scheme on 1 January 2024, progress has been limited due to high costs for hauliers. Operators currently face an initial fee of 50,000 kroner (approx €6700) for road screening by the Danish Road Directorate, followed by potential infrastructure adaptation costs running into millions.
By adopting Swedish standards – specifically the A-double and AB-double models – Denmark expects to reduce the scale and cost of required road network upgrades.
- A-double: a tractor pulling a standard semi-trailer, followed by a dolly and a second semi-trailer.
- AB-double: a rigid truck pulling a dolly, which connects to a semi-trailer, followed by another semi-trailer.
Both setups are already in use in Sweden, where they are allowed on designated road networks up to 34.5 metres in length. Their more compact turning characteristics compared to Denmark’s current EMS2 standard mean fewer and less costly road modifications are required.
Learn more about the Swedish standards: Sweden approves new long vehicle combinations
Steffen Johannsen, vehicle technical expert at ITD, said the development would give Danish hauliers “more opportunities and the opportunity to join the EMS2 road network.” He stressed that the inclusion of both the AB-double and the widely used A-double was “really, really good news” for the industry.
According to ITD, EMS2 truck trains can increase freight capacity by up to 25% compared to standard modular truck combinations, while also contributing to reduced CO₂ emissions and helping to address driver shortages.
The Transport Ministry is targeting a permanent permit for EMS2 combinations from 2027, with a pilot scheme for the Swedish models due to enter into force earlier.
From pilots to policy: EMS2 trials across Europe
Denmark’s move comes amid a wave of pilot projects and regulatory changes across Europe to test and expand the use of longer truck combinations.
Germany:
A year-long trial of the EcoDuo combination — two standard semi-trailers connected by a dolly — was completed between Lower Saxony and Catalonia. The project partners, including VDA, Schmitz Cargobull, Volkswagen Group Logistics, and TÜV Rheinland, concluded that the 31.7-metre, 40-tonne combination is both practical and compatible with combined rail transport, as the trailers can be loaded without modification.
However, legal barriers remain: regular operations would require amending the regulation on exceptions for extra-long vehicles. The consortium has called for the creation of a new “Type 6” vehicle category to allow combinations up to 32 metres on designated networks.
The Netherlands:
Later this year, the Netherlands will begin testing Super EcoCombi (SEC) trucks up to 32 metres long and weighing up to 72 tonnes. The pre-test, led by TNO, will equip the vehicles with 360-degree cameras to monitor safety and road user reactions on the Rotterdam–Moerdijk–Venlo route.
If successful, a larger pilot involving multiple operators is planned for 2026. Supported by the Ministry of Infrastructure, Rijkswaterstaat, and the Port of Rotterdam, the programme aims to assess how SECs can contribute to reducing driver shortages and CO₂ emissions.
Sweden:
From 15 April 2025, Sweden has expanded the list of permitted vehicle combinations over 25.25 metres to five, adding new configurations such as the Nordic combination, the B-double, and the C-double, alongside the already authorised A-double and AB-double.
Operating on approved sections of the national road network, the updated framework includes strict technical and safety requirements, mandatory signage, and coupling strength standards.
The Swedish Transport Agency also raised the permitted speed limit for double trailer trucks up to 25.25 metres to 80 km/h under specific conditions.
