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Restrictions for trucks in Europe and Ukraine in 2026: weight, dimensions and eco-standards

If you are engaged in freight transport or are just planning to enter international routes — this article is for you. In 2026, the rules became stricter in several directions at once: weight control has been automated, road tolls have been tied to the environmental friendliness of the vehicle, and vans up to 3.5 tonnes have finally fallen under the same requirements as heavy trucks. Let's figure out exactly what has changed and how this affects the carrier's work.

Weight and dimension restrictions in the EU

The basic weight norms in the European Union are set by Directive 96/53/EC. They are uniform for all member states, but are controlled locally — with the help of automatic Weigh-in-Motion (WIM) systems. Cameras and sensors record violations without the participation of inspectors, so "negotiating on the spot" will not work.

The maximum gross weight of a standard truck is 40 tonnes. If you are carrying a container from a port or terminal (intermodal transport) — up to 44 tonnes is allowed. Sweden and Finland are exceptions: there the internal norms reach 60 tonnes, but this only applies to their roads.

Axle load is one of the most common reasons for fines. A single axle must not exceed 11.5 tonnes. For tandem axles, the limit depends on the distance between them and ranges from 11.5 to 19 tonnes.

In length, a road train (tractor unit with semi-trailer) must not exceed 18.75 meters. Width — standard 2.55 meters. An exception is made for reefers and isothermal bodies: they are allowed 2.60 meters, since the walls of such bodies are thicker.

Height — no more than 4.00 meters. This is a strict limit: cameras at tunnel entrances and in front of barriers record excess automatically, and there will be a fine even for a few extra centimeters.

Weight and dimension restrictions in Ukraine

Ukrainian norms generally replicate European ones, but with a number of their own features.

The standard gross weight limit is the same 40 tonnes. For container carriers on approved Ukravtodor routes, up to 44–46 tonnes is allowed.

Per axle: single — up to 11.5 tonnes, twin (tandem) — up to 16 tonnes, triple (tridem) — up to 22 tonnes. For container carriers on special routes, these figures are slightly higher.

Length and width are the same as in Europe: 18.75 m for a road train and 2.55 m in width (2.60 m for reefers). Height — 4.00 meters.

Control is also automated — a network of WIM complexes is scattered across the country. The sensor error margin is 2%, and fines come automatically to the vehicle owner.

The fine amount depends on the overload percentage:

  • excess from 5% to 10% — UAH 8,500;
  • from 10% to 20% — UAH 17,000;
  • from 20% to 30% — UAH 34,000;
  • more than 30% — UAH 51,000.

Environmental standards: Euro-6 in the EU and Euro-5 in Ukraine

Here there is a fundamental difference between Europe and Ukraine.

In the European Union. The current standard for all trucks on EU roads is Euro VI (Euro-6). If you have a vehicle of this class, no problems. Vehicles of Euro-5 class and below technically can enter, but road tolls for them will be 1.5–2 times higher than for Euro-6. This makes such trips economically unprofitable.

Euro-7 for trucks is not yet at the doorstep. After long disputes, the deadlines have been shifted: for new models it comes into force from May 29, 2028, for all registered vehicles — from May 29, 2029. An important nuance: Euro-7 will for the first time take into account not only exhaust gases, but also particles from the abrasion of brake pads and tires. Even electric trucks will fall under this rule.

In Ukraine. Ukraine has given carriers a respite. In 2026, the minimum mandatory standard for importing and registering heavy commercial transport is Euro-5. The transition to mandatory Euro-6 has been officially postponed to January 1, 2027.

This means that throughout 2026, you can legally clear through customs and register Euro-5 class equipment — both new and used. But only for domestic work. As soon as the vehicle goes to Europe — European rules apply, not Ukrainian ones.

Main changes for international freight transport in 2026

Smart Tachographs of the 2nd generation (Smart Tacho 2). For heavy trucks (over 3.5 tonnes), the transition to smart tachographs was completed back in 2025. But 2026 brought a new important milestone — for light commercial transport. From July 1, 2026, Smart Tacho 2 is mandatory for all minibuses and vans from 2.5 to 3.5 tonnes that perform international trips or cabotage transport in the EU.

In Ukraine — a similar requirement: all new trucks registered after July 1, 2026 for international trips must have Smart Tacho 2. The device automatically records border crossings via GPS and records loading/unloading times. Fines for its absence are huge, and workshops are currently overloaded with installation orders — it is better not to delay.

Road tolls tied to CO₂ emissions. In the EU, the road tariff now depends not just on the vehicle's weight, but on its specific CO₂ class (classes 1 through 5). The lower the vehicle's environmental class — the more expensive each kilometer.

Germany maintains high tariffs for diesels. At the same time, electric trucks and hydrogen vehicles are completely exempt from the German Maut — the benefit has been extended until June 30, 2031. Poland, from the beginning of 2026, raised e-TOLL system tariffs immediately by 40–42% depending on the class and weight of the transport. The Netherlands, from July 1, 2026, completely abandons vignettes (Eurovignette) and introduces a kilometer charge for all trucks heavier than 3.5 tonnes.

Transport visa-free regime with the EU continues to operate. Good news for Ukrainian carriers: the agreement on the liberalization of freight transport between Ukraine and the EU has been extended until March 2027. This means that bilateral and transit trips are still performed without permits. But the driver is required to have a full set of documents — CMR, invoices confirming the purpose of the trip.

What Euro-5 and Euro-6 environmental standards mean

These are environmental standards that the European Union has consistently introduced since the 1990s to limit harmful emissions from internal combustion engines. Each new class is simply a stricter limit on how many harmful substances an engine can emit.

What exactly is measured:

  • NOx — nitrogen oxides (smog, acid rain);
  • PM — particulate matter (soot, black carbon);
  • CO — carbon monoxide;
  • HC — unburned hydrocarbons.

Euro-5 (introduced in 2009–2011) — significantly reduced PM particle emissions compared to Euro-4, but was still quite "soft" on NOx. It was on these vehicles that the Dieselgate scandal later emerged — real emissions on the road strongly diverged from laboratory tests.

Euro-6 (introduced in 2013–2014) — the main leap. The NOx limit for diesels has been reduced approximately 5 times compared to Euro-5. Plus, mandatory neutralization systems were added — SCR (AdBlue urea injection) and DPF particulate filters became standard, not an option.

Simply put: Euro-5 is already not bad, but Euro-6 is a fundamentally different level of exhaust purification, especially for diesel trucks. Therefore, in the EU, vehicles on Euro-5 are allowed through, and are not even fined — but road tolls for them are higher.

Who and how pays road tolls in Europe

The one whose vehicle is driving on the road pays — and this does not depend on whether it is a Ukrainian company or a German one. The system is fully automated: sensors and cameras read the license plate and OBU (On-Board Unit) data, the system itself issues an invoice. Foreign-registered trucks have no exceptions — control is fully international, within the framework of the European system of mutual legal assistance.

So there is no practical difference between a Ukrainian and a European company in the amount of tariffs. The tariff is the same — it depends on the vehicle, not the company's country of registration.

How exactly the road toll tariff is calculated

The German Maut tariff is built from three components: infrastructure charge + external costs (air pollution and noise) + CO₂ surcharge. It is the third component that creates the gap between Euro-5 and Euro-6. The older and "dirtier" the vehicle — the higher two of the three components.

Specific toll amounts for key countries

Germany — a very expensive country for trucks in Europe. Rates for a standard heavy truck are 0.19–0.35€ per kilometer depending on the CO₂ class, number of axles and weight category. On average, road tolls account for about 14% of total freight transport costs in Europe, and on routes through the Alpine corridors of Austria can reach 23%. The difference between the best and worst CO₂ class for a Euro-6 truck can amount to 5,000–10,000€ per year per vehicle. For Euro-5, the gap is even larger.

Austria — more expensive than Germany. From January 2026, rates vary from 0.0577€/km for zero emissions to 0.6127€/km for the "dirtiest" vehicles in the heavy weight category. A standard Euro-6 truck with 4+ axles pays about 0.41–0.53€/km.

Poland — cheaper, but has sharply increased in price. Poland raised e-TOLL tariffs by 40–42% from February 2026 — this is the sharpest one-time increase in the EU. For the heaviest Euro-6 truck, a kilometer on the motorway costs PLN 0.56 (~0.13€) — still significantly cheaper than in the Czech Republic, Germany or Austria.

Netherlands — changing the system from July 2026. From July 1, 2026, the Netherlands abandons vignettes (they cost 1,250€ per year per vehicle) and introduces a kilometer charge. Without an OBU, the truck will not be able to drive on the country's roads at all. The average rate is about 0.191€/km.

How road tolls are paid technically

The entire system works through the OBU — an on-board unit that is installed in the cab. It automatically records the route and transmits data to the operator. Through Toll Collect and certified EETS providers (DKV, UTA, Satellic and others), you can use one unit that works in several countries at once. The invoice is issued monthly or debited from a prepaid account.

The key difference for Ukraine

The tariff for a Ukrainian transport company is the same as for a German or Polish one. But there are two practical inconveniences:

First — economics. If a Ukrainian company has Euro-5 class vehicles (which in 2026 is still allowed to be registered in Ukraine), each kilometer through Germany, Austria or Poland will cost noticeably more than a competitor on Euro-6. On the route Kyiv — Munich, this can result in an extra 200–400€ per trip on the German section alone.

Second — OBU and registration. A Ukrainian company is obliged to register with the operator of each country (or through an EETS provider) in exactly the same way as a European one. Without this — an automatic fine. Understating the number of axles or the environmental class during registration leads to retroactive additional charges and fines.

Summary: what is important to remember for international trips

The main principle of 2026 is: as soon as a truck enters the EU, Ukrainian concessions cease to work. A Euro-5 vehicle can drive — but will pay at the maximum. An old-style tachograph — a fine and entry ban. An incorrect code in the customs declaration — downtime at the border not for hours, but for days, because the ICS2 system checks the cargo even before it arrives at the post.

In short: 2026 is the year when the cost of an error in documents and an attempt to save on the environmental class of the vehicle has grown noticeably stronger than the year before.

Our company TobiPaczka owns a large fleet and provides prompt Freight transport to Europe and back. Our transport meets all eco-standards and has the necessary permits. If you are looking for a reliable cargo carrier — we are ready to cooperate in any direction.