Articles
two-rules-one-deadline-what-every-van-and-truck-operator-must-do-before-1-july-2026
Ana Britovšek Kunsek
June 29, 2026
5 min read
On 1 July 2026, two of the most significant regulatory changes to hit European road transport in years come into force simultaneously. The Netherlands launches its distance-based truck toll — the vrachtwagenheffing — and the EU extends smart tachograph requirements to vans operating in international transport.
Neither change has a grace period and enforcement begins on day one.
If your fleet crosses into the Netherlands, or if your vans operate across borders, you need to act now. This guide covers exactly what both changes mean, who they affect, and the specific steps to take before the deadline.
From 1 July 2026, the Netherlands replaces the Eurovignette with a per-kilometre charge for heavy goods vehicles. Every truck or van over 3,500 kg (categories N2 and N3) must pay for each kilometre driven on Dutch motorways and a significant portion of provincial and municipal roads.
This applies to Dutch-registered vehicles and foreign operators equally. Empty vehicles pay the same as loaded ones. It does not matter what cargo is being transported or what the purpose of the trip is.
Rates are calculated based on vehicle weight and Euro emission class. The range is wide:
On a 500 km round trip through the Netherlands, that amounts to roughly €100 for a EURO 6 artic — a meaningful cost that needs to be factored into every job priced on Dutch corridors going forward.
The toll is recorded and charged via an On-Board Unit (OBU) — a tracking device mounted in the cab. This is where many operators are getting caught out.
The OBU must be switched on at all times while the vehicle is in the Netherlands — including on roads that are not subject to the toll. There is no "only activate it on motorways" workaround. The RDW (Dutch vehicle authority) is explicit on this point.
The second critical issue: OBUs from Germany's Toll Collect and Belgium's Satellic are not compatible with the Dutch system. If your fleet already carries OBUs for German or Belgian toll compliance, those devices do not work here. You need a separate contract with a Dutch-approved provider.
Approved providers as of June 2026 include:
If you want a single OBU that covers the Netherlands alongside Germany, Belgium, and other European countries, choose an EETS provider from the list above.
Enforcement begins on 1 July 2026, carried out by the ILT (Human Environment and Transport Inspectorate) working alongside the police. Foreign-registered vehicles are tracked via automatic number plate recognition (ANPR), and fines are pursued cross-border.
During the first six months (until 1 January 2027), penalty rates are reduced by 50%:
From 2027, enforcement tightens further and the reduced rates fall away entirely.
Until now, tachograph requirements applied to vehicles over 3.5 tonnes. From 1 July 2026, the EU Mobility Package extends those same obligations to light commercial vehicles between 2.5 and 3.5 tonnes when used for international goods transport or cabotage for hire and reward.
This is one of the biggest changes to hit the van and express courier sector in years. Operators who have run cross-border van routes without any tachograph requirement now face the same recording obligations as truck drivers.
The rule applies if your vehicle meets all three of the following criteria:
Exemptions exist for vans used exclusively for domestic transport, and for certain own-account transport where driving is not the driver's primary occupation. However, the line between hire-and-reward and own-account is not always obvious, and regulators are already active at border corridors. If you are uncertain, seek legal or transport compliance advice before the deadline.
Only the second-generation smart tachograph (G2V2) complies with the new requirement. Older analogue tachographs, first-generation digital tachographs, and first-generation smart tachographs do not meet the standard for international LCV transport under the new rules.
The G2V2 uses GNSS location tracking and allows roadside inspection authorities to conduct remote data checks without stopping the vehicle — a significant enforcement capability that operators should be aware of.
Installation must be carried out by a certified workshop that can also perform the required calibration and apply a company lock to protect the data.
Beyond the device itself, operating legally under the new rules requires:
Installation workshops across Germany, Poland, and the Netherlands are reporting capacity constraints. Operators who waited are now paying 40–60% more for installation compared to those who acted earlier in 2026. With only days remaining before the deadline, slots are becoming scarce and lead times are extending.
If you have not yet booked installation, do it today — not next week.
For van operators and freight forwarders running international express routes — particularly on the Benelux, Netherlands–Germany, and Netherlands–Belgium corridors — these two changes land simultaneously and compound each other.
Your vans now need a compliant tachograph and an active OBU when operating in the Netherlands. Drivers face new rest rules that affect route timing. Costs per trip increase. Administration increases.
This is not a reason to be alarmed — it is a reason to be prepared. Operators who have their OBUs registered, tachographs installed, and drivers trained by 1 July will continue to run those routes without interruption. Operators who have not prepared will face fines, vehicle immobilisation, and reputational risk with their customers.
The deadline is fixed. The cost of non-compliance is real. The steps to comply are straightforward.
Act now, not on 30 June.
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