The EU institutions are currently locked in negotiations over the revision of the Weights & Dimensions Directive, the rules that decide how long and heavy trucks on European roads can be.
Together with a broad group of NGOs working on road safety, rail, active mobility, and environmental protection, we’ve decided to co‑sign a
joint letter asking EU policymakers to rethink key elements of the proposal.
What exactly is changing?
Unfortunately, both the European Parliament and the Council of the EU have now already set out their positions on the Directive which contain some worrying developments.
The Parliament adopted its first‑reading position in March 2024, laying out updated rules for vehicle length, weight, enforcement and, importantly, when and how European Modular Systems (EMS), also known as “megatrucks”, can operate cross‑border.
EU governments followed in December with their General Approach, emphasising the promotion of zero‑emission trucks, also allowing EMS trucks cross border amongst consenting countries.
These texts are now being discussed in trilogues, the final negotiation round, and that is exactly where we are asking for stronger safeguards to be applied.
Why this matters for cycling and for people
Because bigger trucks mean bigger risks on the street. Heavier and longer trucks magnify existing problems: blind‑spot dangers, turning conflicts at junctions, and increased crash severity due to sheer mass. These are real risks amplified by the fact that safety technologies like automated braking systems on extra‑long EMS configurations have not been calibrated yet. Similarly, nothing in the new legislation guarantees that EMS will only be used where roads are designed for them, nor is there anything about specialised drivers having to drive them. Indeed, thanks to the recent update to the Driving Licence directive accompanied 17 year old, and solo 18 year old adolescents could be allowed to drive these trucks.
Every year, thousands of EU citizens are killed or seriously injured in crashes involving heavy‑duty vehicles. In 2023 around 2,500 people lost their lives in collisions involving trucks and nearly one‑third of those victims were cyclists, pedestrians or motorcyclists. This is not an abstract statistic — it’s a reflection of how unforgiving collisions with large vehicles are, especially for unprotected road users.
Very large trucks like the EMS Megatrucks can amplify these dangers because of their sheer size:
- Longer turning radii mean these trucks can swing wide at intersections, often entering space reserved for cyclists and pedestrians.
- Visibility challenges grow dramatically with length; blind‑spot zones become even more complex.
- Overtaking becomes riskier, both for the truck driver and anyone cycling ahead or beside them.
- Safety barriers, tunnels, and roadside protection aren’t designed for such large and heavy vehicles — raising the stakes if something goes wrong.
- Technologies like Advanced Emergency Braking and other EU regulated technologies are not tested for these large trucks, meaning there is no guarantee they can prevent or mitigate crashes.
And it’s not just about safety.
EU roads and bridges aren’t built for this; these trucks can place greater wear on certain road sections, some local authorities may face increased maintenance needs, which can create pressure on budgets that also fund cycling and walking infrastructure. If safeguards aren’t written into law, Member States may have to adapt networks at enormous cost.
Moving to larger trucks could also risk shifting more freight from rail to road. Rail organisations have raised warnings that it could weaken EU climate and logistics goals. For cyclists and all citizens, it may mean more dangerous trucks of all sizes on our roads.
This is why we have co-signed the joint statement which calls for:
- Keeping weight allowances truly zero‑emission only, not a back door for heavier diesel trucks.
- Requiring impact assessments, including real‑world safety evidence, before allowing Megatrucks more widely.
- Ensuring Member States can keep control over their use, with no automatic cross‑border rights.
- Using enforcement revenues to support sustainable transport, not just patch up damaged roads.
