Vrachtwagenheffing
Truck toll since 1 July 2026: what does this mean for transport companies?
Since 1 July 2026, the truck toll has been in effect in the Netherlands. Dutch and foreign trucks pay an amount per kilometre driven on virtually all motorways and a number of provincial and municipal roads. At the same time, the Eurovignette has been abolished in the Netherlands.
This changes more than just the way transport companies pay road charges. Every kilometre driven on the toll road network now has a direct cost. This affects cost calculations, route planning, customer rates, vehicle choices and the administrative processing of trips.
The first months after the introduction are particularly noteworthy. From 1 September through 31 December 2026, the rates will be temporarily reduced by 22.3% due to the sharp increase in fuel costs. What does the truck toll mean in practice for transport companies?
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What is the truck toll?
The truck toll is a kilometre-based road charge for trucks in vehicle categories N2 and N3 with a technically permissible maximum mass of more than 3,500 kilograms.
The toll applies to both Dutch and foreign trucks. The amount is calculated based on the number of kilometres a vehicle drives on roads where the truck toll applies.
Every truck must have a functioning toll device, also known as an On-Board Unit or OBU. The OBU records the kilometres driven. To use it, the vehicle must be linked to a contract with a toll service provider.
The system is therefore similar to kilometre-based toll systems that transport companies are already familiar with in countries including Belgium, Germany and Denmark.
How high is the truck toll in 2026?
There is no single fixed rate per kilometre. The truck toll rate depends, among other things, on:
- the technically permissible maximum mass of the vehicle;
- the CO₂ emission class;
- for CO₂ emission class 1, the EURO emission class.
The principle is straightforward: cleaner and lighter trucks pay less per kilometre.
From 1 July until 1 September 2026, the average rate is approximately €0.191 per kilometre. However, this average says little about the cost for an individual truck. The actual rates vary considerably.
For example, a truck weighing more than 32,000 kilograms in CO₂ emission class 1 with EURO 6 pays €0.201 per kilometre. A vehicle with the same weight in CO₂ emission class 5 pays €0.038 per kilometre. This difference makes the composition of the vehicle fleet directly relevant to the cost per trip.
Temporary discount from 1 September 2026
From 1 September through 31 December 2026, the Dutch government will reduce all rates by 22.3%. As a result, the average rate will temporarily fall from €0.191 to €0.148 per kilometre. Truck owners are expected to pay approximately €80 million less in truck tolls as a result. For the previously mentioned truck weighing more than 32 tonnes, in CO₂ emission class 1 and EURO 6, the rate will decrease from €0.201 to €0.156 per kilometre.
This temporary reduction requires attention in cost calculations. A rate that is correct in August may be too high from September onwards. From January 2027, the rates will change again.
What does the truck toll mean for the cost of a trip?
The most important operational change is that road usage now becomes a much more direct component of variable trip costs. Consider a truck that drives 10,000 kilometres on the Dutch toll road network during a certain period at a rate of €0.201 per kilometre. The truck toll would then amount to: 10,000 × €0.201 = €2,010.
During the temporary discount from 1 September, the same number of kilometres at €0.156 per kilometre would amount to: 10,000 × €0.156 = €1,560. A difference of €450.
For a single vehicle, this is relatively straightforward. With dozens or hundreds of trucks, different weight classes, different CO₂ classes and thousands of trips per month, the calculation becomes considerably more complex.
Transport companies must therefore be able to determine which toll component should be allocated to a specific trip, customer, order or route.
Five operational consequences of the truck toll
1. Cost calculations need to become more detailed
A general amount for “toll costs” is becoming less useful. The rate depends on the vehicle used and the actual route driven. This means that an accurate pre-calculation should take into account at least the vehicle, the applicable kilometre rate and the expected number of kilometres driven on toll roads.
After the trip has been completed, this calculation can be compared with the costs actually recorded. For companies operating on narrow margins, a structural deviation of just a few cents per kilometre can already be significant.
2. Vehicle data becomes financial data
Technical vehicle data has always been important for fleet management. With the introduction of the truck toll, this data now also has a direct impact on the cost of a trip. This includes:
- technically permissible maximum mass;
- EURO emission class;
- CO₂ emission class;
- licence plate number;
- linked OBU;
- contract and toll service provider.
If this data is not correctly recorded in the relevant systems, it can result in incorrect calculations, incorrect cost allocation or cost differences that are difficult to explain.
This makes reliable vehicle master data more important than before.
3. Route planning gains an additional cost component
The shortest route is not automatically the cheapest route, but the cheapest route is not automatically the best choice either. A planner must still take into account driving time, fuel consumption, time windows, driver hours, traffic conditions and delivery agreements. The truck toll now becomes an additional factor.
Adjusting routes solely to avoid toll charges is also not always efficient. Additional kilometres, increased fuel consumption and longer driving times can quickly outweigh any potential toll savings. The relevant question therefore becomes: what is the total cost of this route?
4. Passing costs on to customers requires clear agreements
Transport companies must determine how they will pass the truck toll on to customers. Possible models include a separate surcharge, incorporation into the kilometre rate or inclusion in the total trip price.
The most suitable method depends on contractual agreements and the type of service provided. The most important requirement is that the calculation can be reproduced. If a customer asks how a surcharge was calculated, it should be clear which kilometres and rates were used.
The temporary reduction from 1 September makes this even more relevant. Pricing agreements must be able to adjust when the statutory kilometre rate changes.
5. OBU management becomes part of daily operations
Without a correctly functioning OBU, a truck does not comply with the requirements of the truck toll system.
The RDW has been enforcing compliance since 1 July 2026. During the first six months, fines are reduced by half as part of an introductory period. In addition, a maximum of one fine can be issued per 24-hour period.
This introductory period is no reason to postpone OBU management. On the contrary, it is advisable to establish procedures now for malfunctions, vehicle changes, new trucks and changes to vehicle data.
The truck toll also changes the business case for the vehicle fleet
The rate structure is deliberately linked to vehicle weight and emissions. This gives the choice between diesel, electric, hydrogen and other vehicle configurations an additional financial dimension. A zero-emission vehicle can pay significantly less truck toll than a conventional diesel truck.
However, the kilometre rate should never be considered in isolation. Purchase price, energy consumption, charging options, range, deployment profile, residual value and financing remain at least as important. But for vehicles that cover many kilometres in the Netherlands each year, the truck toll becomes a structural factor in the Total Cost of Ownership.
More than €253 million for sustainability in 2026
A large share of the revenue generated by the truck toll is returned to the road transport sector to support sustainability and innovation. More than €253 million is available for this purpose in 2026. This includes schemes that support investments in electric trucks and charging infrastructure, for example.
For private charging infrastructure at companies, one of the available schemes is SPRILA. Its total budget for 2026 is €122.5 million. For publicly accessible charging infrastructure for heavy-duty vehicles, SPULA is available, with a budget of €14.5 million in 2026. AanZET, the purchase subsidy for zero-emission trucks, is also financed through revenue from the truck toll.
The truck toll is therefore not only a new cost item, but also part of a broader shift towards zero-emission and more efficient road transport.
Conclusion: from a new toll to a structural cost factor
The truck toll has no longer been a future legislative change since 1 July 2026, but part of daily operations. The main challenge is therefore no longer preparing for its introduction, but incorporating it into operational processes.
Transport companies must be able to correctly allocate the toll to vehicles, trips, routes and customers. This requires reliable vehicle data, effective OBU processes and cost calculations that can handle different rates.
The temporary reduction from 1 September demonstrates why flexibility is important. Rates change, vehicle fleets change, and the balance between diesel and zero-emission vehicles will continue to shift over the coming years.
Companies that treat the truck toll solely as an additional invoice therefore overlook a significant part of its impact. The toll becomes a structural component of trip costing, fleet management and investment decisions concerning the vehicle fleet.
Sources and background
- Dutch Government, Truck toll
https://www.rijksoverheid.nl/onderwerpen/vrachtwagenheffing - Dutch Government, Truck toll starts today, 1 July 2026
https://www.rijksoverheid.nl/actueel/nieuws/2026/07/01/vrachtwagenheffing-vandaag-van-start - Dutch Government, Minister Karremans: temporary reduction in truck toll, 22 May 2026
https://www.rijksoverheid.nl/ - Truck Toll in the Netherlands, Current truck toll rates
https://www.vrachtwagenheffing.nl/ - Truck Toll in the Netherlands, Truck toll fines established
https://www.vrachtwagenheffing.nl/ - RVO, Purchase Subsidy for Zero-Emission Trucks (AanZET)
https://www.rvo.nl/subsidies-financiering/aanzet - RVO, Private Charging Infrastructure Subsidy Scheme for Businesses (SPRILA)
https://www.rvo.nl/subsidies-financiering/sprila - RVO, Public Charging Infrastructure Subsidy Scheme for Heavy-Duty Transport (SPULA)
https://www.rvo.nl/subsidies-financiering/spula