The Eurovignette Directive, amended in 2022, obliges Member States with road charging schemes to differentiate tolls according to vehicles’ CO₂ emissions. But despite year-on-year growth in sales, zero-emission models remain far more expensive than their diesel counterparts, slowing down adoption.
To ease the transition, the European Commission has proposed extending the current exemption from road tolls and user charges until 30 June 2031. The new deadline is designed to match the EU’s CO₂ performance standards for heavy-duty vehicles, which call for a 43% reduction in emissions by 2030. By keeping tolls off the table for longer, Brussels hopes to strengthen the business case for hauliers considering the switch.
EESC backs plan but stresses wider action
The European Economic and Social Committee (EESC) has welcomed the proposal, describing it as both timely and necessary. But the Committee cautions that toll exemptions on their own will not be enough to change the market.
Its opinion points to several missing pieces:
- the slow rollout of charging and refuelling points on the TEN-T network,
- the risk that small and medium-sized operators are left behind,
- and the danger that hauliers could end up paying for the same emissions twice under overlapping CO₂ and external cost charges.
The EESC is also calling for toll revenues to be reinvested directly into decarbonisation, rather than disappearing into general budgets. To ensure the policy stays on track, it proposes a mid-term review in December 2028, which would assess vehicle uptake, infrastructure progress and the readiness of the market.
Hauliers push for broader incentives
The International Road Transport Union (IRU) has also welcomed the extension, calling it a strong signal to the industry. But it warns that hauliers are not yet seeing consistent benefits. Because Member States are not obliged to apply the exemption, only a handful have done so, leaving operators with a patchwork of rules across Europe.
IRU EU Director Raluca Marian described the extension as an important step, noting that zero-emission trucks are still two to three times more expensive than diesel. At the same time, she emphasised that “voluntary measures alone are insufficient to drive the large-scale uptake of zero-emission vehicles.”
The IRU is therefore pushing for mandatory earmarking of CO₂ toll revenues, a ban on double taxation once ETS 2 enters into force, and the inclusion of CO₂-neutral fuels in the system of toll benefits. It also wants a simpler administrative framework, with EU-wide recognition of emission classes to avoid different national rules.
What comes next in Brussels
With the European Parliament already backing the proposal, attention now turns to the Council of the European Union. The IRU has urged Member States to approve the measure before the end of 2025 to avoid a gap in the current rules.
For hauliers, the extension promises more predictable costs and a longer planning horizon. But both the EESC and the IRU agree that exemptions alone will not deliver the scale of uptake needed to hit the EU’s 2030 targets. Without consistent rules, reliable infrastructure and a fair system of charges, the full potential of the policy may remain out of reach.
