The Flemish government has approved a measure allowing heavier zero- and low-emission trucks to operate on its roads. On a proposal from Mobility Minister Annick De Ridder, the maximum permitted weight for five-axle zero-emission trucks will rise from 44 to 46 tonnes, while low-emission vehicles will be allowed up to 45 tonnes.
Zero-emission trucks are often heavier due to the large battery packs, and the change helps maintain load capacity and economics while promoting sustainable transport. The move aligns with EU and Benelux transport rules and responds to a long-standing request from the freight sector, according to the N-VA party.
Giving them the room they need
The reform extends a similar adjustment made a few years ago for six-axle vehicles. Minister De Ridder said the change gives sustainable hauliers the “room they need,” since electric and hydrogen trucks are often heavier due to battery systems. Allowing extra tonnes, she argued, makes such vehicles more economically viable without reducing their payload capacity and removes a “pointless brake” on investment.
In addition, the government has scrapped the age limit for trucks in the 48-to-50-tonne category. Previously, these vehicles could not be more than eight years old; now, a valid inspection and homologation will suffice as safety guarantees. The decree still requires advice from the Council of State but is expected to take effect before the end of the year.
Five-axle trucks
The change currently focuses on five-axle trucks and the specific emission classes; it may not apply to all truck types or combinations. Transport companies will need to check when the change becomes operational and how homologation will evolve.
Under the new Flemish transport rules, “low-emission” trucks refer to vehicles that significantly cut emissions compared to conventional diesel models. Still, they are not entirely emission-free.
CNG, LNG, or biogas typically power those, and in some cases, hybrids that meet strict standards. These trucks will be allowed to weigh up to 45 tonnes, one tonne more than the current limit.
In contrast, fully zero-emission trucks such as battery-electric or hydrogen fuel-cell models will benefit from a two-tonne increase, raising their maximum weight to 46 tonnes, to offset the added weight of their clean technologies.
In the increasingly crowded zero-emission heavy-truck market, one key driver stands out: Europe now offers at least 45 zero-emission truck models spanning duty cycles from urban delivery to full long-haul trucks.
Three ready candidates stand out
Among these, models like the Mercedes‑Benz eActros 600, Volvo FH Electric, and the upcoming Iveco S‑eWay stand out and they are precisely the kinds of heavy-duty vehicles that will directly benefit from regional rules that raise the maximum permitted mass (MTM) for zero-emission trucks (for example, from 44 t to 46 t in Flanders).
The Mercedes eActros 600, with its large battery pack and long-haul design, faces a weight ‘penalty’ due to the extra mass of its electrified drivetrain. Under an MTM increase of +2 tons for zero-emission trucks, fleet operators can reclaim more of their payload potential rather than losing capacity to the heavier battery system.
The Volvo FH Electric, designed for regional and inter-regional haul operations, also benefits. When the MTM is lifted, the operator gains flexibility to match competitor diesel combinations without being penalised for kerb weight.
The upcoming Iveco S-eWay, being positioned for heavy-duty electric trucking with large battery packs and long distances, will likewise see better economics if higher mass allowances become operational — the heavier the vehicle, the more meaningful the extra tonnage becomes.
Beyond those three, the broader point is that the zero-emission HDV market remains small (roughly 1–2% of heavy-truck sales in EU in recent quarters) but is growing — which means regulatory tweaks like higher mass limits for zero-emission vehicles have disproportionate impact on the business case.
