Wikipedia

Draft:Heavy Vehicle Charge Linked to Services (RPLP)


In certain regions of the United States and Europe (Switzerland, Germany, Czech Republic), the fee is automatically paid based on the type of truck, the number of axles, and the number of kilometers traveled, using a toll system based on gantries and/or satellite technology (GPS tracking, the solution chosen by France in its project, with an interoperable on-board system that can also operate in other European countries). Here is a gantry located near Hazel Crest, Illinois, in the United States.

The Heavy Vehicle Charge Linked to Services (RPLP), also known as the heavy vehicle mileage charge or heavy vehicle ecotax, is a fee applied to the use of road networks by heavy goods vehicles. The charge is calculated based on the distance traveled, in contrast to other vehicle-related fees, such as an automobile vignette.

The charge is intended to reflect the greater impact of heavy vehicles on road infrastructure and their associated externalities, including environmental pollution, noise, and public health effects, relative to lighter vehicles.

Implementation of the charge on parts of the trans-European road network has been under consideration for several decades[1] and is now facilitated by advances in information and communication technologies (ICT).[2] It was first introduced in Switzerland for trans-Alpine freight traffic.

Objectives

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The RPLP is part of a strategy to reduce road-based freight transport at its source, which is currently predominant, but from which companies should move away in the context of dwindling fossil fuel resources, rising fuel prices, and the need to reduce pollution and climate disruption.[3]

In a pragmatic application (as proposed by France’s Grenelle Environment Forum), this charge penalizes—more or less depending on the level of the tax, which varies by country—the cost of road transport to promote infrastructure developments that enable a shift to waterborne or rail transport.[4] It encourages logistics optimization (reducing “empty return trips” of trucks) by road freight carriers.[5] It also serves as a source of public funding for alternative infrastructure and construction projects necessary for more sustainable transport.[6]

By country

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Germany

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Another example of gantries in Stockholm in 2006.

In Germany, the heavy vehicle charge is known as the LKW-Maut.[7] It applies to vehicles over 7.5 tons traveling on motorways and national roads, with rates determined by pollutant class, number of axles, and distance traveled.[7] The system generates approximately four billion euros in annual revenue.[8]

Austria

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The country initially implemented an Ecopoint system, which was replaced on 1 January 2004 by the GO-Maut toll system for heavy goods vehicles on motorways. The toll applies to vehicles weighing more than 3.5 tons and is calculated based on the number of axles.[9]

Belgium

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Belgium initially participated in the Eurovignette system. In 2015, the country introduced a regional kilometre tax, which came into effect on 1 April 2016.[10][11]

In Wallonia, the tax rate is determined by vehicle weight—divided into three categories: 3.5–12 tons, 12–32 tons, and over 32 tons—and by the European emission standard.[12] Distances are measured using an on-board unit (OBU) based on GPS, which is mandatory for all vehicles subject to the tax.[13] In 2021, the system generated €822 million in revenue, of which €274 million was allocated to Wallonia.[14]

Criticism in Wallonia

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In Wallonia, there have been reports that some trucks avoid certain motorways in favor of untaxed secondary roads.[15][16][17]

In 2017, Minister Maxime Prévot stated that 18–20% of truck traffic used the untaxed network and announced studies to assess whether traffic had increased on specific routes. Based on the results, some roads could potentially be designated as toll routes or restricted to heavy trucks.[18] Municipal heavy goods vehicles are subject to the tax.[19]

Denmark

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From 1 January 2025, Denmark will implement a heavy vehicle fee for trucks over 12 tons, replacing the Eurovignette system. By 2027, the fee will be extended to all trucks over 3.5 tons. Rates are determined by vehicle weight and CO₂ emission class.[20]

France

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The 1999 fire in the Mont Blanc Tunnel led France to implement additional safety measures for road tunnels, including reduced vehicle capacity in the Fréjus and Mont Blanc tunnels, minimum spacing between vehicles, alternating traffic, and one-way traffic for heavy goods vehicles.[21]

For many years, the fee has been supported by ecological parties and various local authorities in discussions on sustainable mobility.[22] The association négaWatt has identified it as a key proposal, arguing that it could finance the development of alternative transport modes and influence the cost of road freight transport. This, in turn, is intended to limit the growth of road freight transport [fr], measured in tonne-kilometres, and promote a more localized economy.[23]

During the Grenelle Environment Forum, the project to implement the heavy vehicle fee in France—developed within a five-party governance framework and with interministerial oversight—was reported by Dominique Bussereau (Secretary of State for Transport during the Grenelle Environment)[24] and Nathalie Kosciusko-Morizet (Secretary of State for Ecology from June 2007 to January 2009, and later Minister of Ecology from November 2010 to February 2012) to have received broad consensus. The French government subsequently initiated its implementation on part of the road network, covering nearly 12,000 km of national roads and 2,000 km of departmental roads, with features specific to France.[25] This included a satellite-based system for monitoring and recording heavy goods vehicles, requiring each truck to be equipped with a GPS device to track entry and exit from French territory and the distance traveled.[26] The system was designed to ensure reliable billing, although it involved a significant budgetary impact, with management costs estimated at 20–25% of the revenue generated.[26]

The revenues were intended to be allocated to the French Transport Infrastructure Financing Agency (AFITF) and to local authorities to support the development of alternative transport modes. Estimated annual revenues were approximately €1.2 billion, of which €200 million would have been allocated to the management contractor.[27]

On 9 October 2014, Ségolène Royal and Alain Vidalies, the Secretary of State for Transport, announced the indefinite suspension of the eco-tax scheme, including its revised form as the “heavy goods transit toll.”[28] The cancellation of the eco-tax was projected to result in a cost to the state of nearly one billion euros.[29]

Test phase

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The Alsace region was scheduled to be the first area to implement the heavy vehicle fee, initially planned for 2011, postponed to March 2013, and ultimately suspended indefinitely on 10 October 2014. The measure had been requested by regional and departmental authorities, who reported that some trucks bypassed the German toll network by detouring through Lorraine and Alsace, causing road damage without paying.[30] The fee was intended to apply to the north-south axis, but only on the “non-concessioned road network,” outside privatized motorways. Ecological parties considered this provision to be unfair; however, according to Dominique Bussereau in 2014, it was necessary because European regulations do not allow the combination of a motorway toll with another method of collecting a heavy goods vehicle tax on the same road, even if the toll is deducted from the tax.[24]

The experimental fee was designed to apply to all heavy goods vehicles carrying cargo over 12 tons, regardless of the country of registration.[25]

Deployment across the French territory, mid-2013

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A few months after the test phase, the fee was planned to be applied to approximately 1% of the French road network.[24] Its introduction was repeatedly postponed for technical reasons and later abandoned for political reasons.[31] The fee was initially intended to apply to all heavy goods vehicles with a gross vehicle weight exceeding 3.5 tons, with rates ranging from €0.088 to €0.154 per kilometre, depending on the number of axles, the vehicle weight, and the EURO emission class.[32]

Netherlands

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After several postponements, the kilometre tax is scheduled to be introduced on 1 January 2026.[9]

Poland

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The kilometre tax has been in place since 2011. In 2021, the e-TOLL system [pl] replaced manual payment. The tax applies to all vehicles over 3.5 tons.[33]

Czech Republic

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The fee is calculated according to the number of axles and applies to vehicles over 12 tons. It is currently implemented on motorways, with potential future extension to the national road network.[9]

United Kingdom

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In the United Kingdom, foreign heavy goods vehicles over 12 tons are subject to a tax based on the duration of travel, vehicle type, total weight, and number of axles.[7]

Coaches are exempt from this tax.[7]

Switzerland

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The LSVA (Heavy Vehicle Fee), approved by the Swiss people, was implemented on 1 January 2001. It was introduced as part of measures for road safety, reducing road pollution, and managing internal mobility,[34] and more broadly within the context of negotiations between Switzerland and the European Union on freight traffic regulation across the Swiss Alps.[35] The negotiations led to an agreement to increase the maximum truck weight from 28 to 40 tons, allowing the Confederation to implement a toll system for trucks to account for the expected increase in road traffic. A control and restriction system was also established at the Saint-Gothard road tunnel.[21]

Social networks and policy networks contributed to the “greening”[36] of transport policies in Switzerland, with the pace of implementation varying by region.[37] In addition to the Association for Transport and Environment (ATE), the Swiss association Alpine Initiative played a significant role. Founded on 25 February 1989 with the objective of protecting the Alpine regions from the negative effects of transit traffic and preserving them as living spaces for humans, animals, and plants, the association facilitated the implementation of environmental measures. It did so notably through its popular initiative, also called the “Alpine Initiative [fr],” which sought to enshrine these objectives in the Swiss constitution.[21] The initiative was approved by a majority of voters and cantons on 20 February 1994.[38]

History

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The heavy vehicle fee linked to services is part of the Swiss Confederation’s commitment to shift freight traffic through the Alps onto rail, with several referendums laying the groundwork:

Applications

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The LSVA serves to offset the increase in the maximum truck weight limit, which rose from 28 to 34 tons in 2001 and to 40 tons in 2005. It applies to vehicles over 3.5 tons, both Swiss and foreign, carrying passengers or goods on the public road network. The fee is calculated based on three criteria:[46]

  • kilometres traveled on Swiss territory;[46]
  • vehicle weight;[46]
  • vehicle pollutant emissions.[46]

The fee is calculated by multiplying the vehicle’s weight in tonnes by the distance traveled in Switzerland, and then by a rate determined according to the vehicle’s pollutant emissions, which are classified into three categories:[46]

  • Fee category 1: Euro 0, 1, and 2: 0.0307 Swiss francs;[46]
  • Fee category 2: Euro 3: 0.0266 Swiss francs;[46]
  • Fee category 3: Euro 4, 5, and 6: 0.0226 Swiss francs.[46]

The Euro categories from 0 to 6 correspond to different levels of pollutant emissions. In 2005, the fees were recalculated following the increase in the maximum truck weight from 34 to 40 tonnes. The fee is based on the truck’s total weight capacity; it does not decrease if the truck is not fully loaded. For example, a 40-ton truck traveling approximately 300 km from Basel to Chiasso on the A2 motorway is charged 325 CHF.[46]

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When a heavy vehicle tax is implemented in a city, region, or country, many vehicles may choose to divert to alternative routes. This can occur either because the detour is perceived as more convenient or because the additional cost in time and money associated with paying the tax[21] is considered significant. The financial cost of such detours increases for users as fuel prices rise.

As anticipated by feasibility studies, the implementation of the heavy vehicle fee in Switzerland led some trucks to divert to Germany, Austria, Italy, or France.[21] German taxes similarly caused some vehicles to bypass tolled routes in favor of Alsace, prompting elected officials and local authorities in the region to request the introduction of a comparable tax. In the Alps, analyses of detours by heavy goods vehicles indicated that they rarely follow the shortest routes.[21] A similar pattern occurs with tolled motorways, which some drivers avoid in favor of longer or slower routes. The perceived advantages, disadvantages, and constraints of these detours vary depending on the context in different Alpine countries.[21] These detours can also have health and environmental impacts, as they often pass through more densely populated areas and may involve higher fuel consumption, although this can be partially offset by slower speeds.[47]

Countries with a vignette

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The Eurovignette system is used in the Netherlands, Denmark, Luxembourg, and Sweden.[7]

In 2023, nine European countries had a vignette system for heavy goods vehicles: Denmark, Estonia, Latvia, Lithuania, Luxembourg, the Netherlands, Romania, the United Kingdom, and Sweden.[48]

See also

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References

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  1. ↑ Crozet, Y; Lopez, C; Ovtracht, N (2003). Le transport en Europe, éléments préparatoire au débat parlementaire sur les transports [Transport in Europe, preparatory elements for the parliamentary debate on transport] (PDF) (in French). Retrieved December 22, 2025.
  2. ↑ Buser, M; Poschet, L; Rossel, P (2002). Usages des TIC dans les PME de transport: éléments clés pour la planification [Use of ICT in transport SMEs: key elements for planning] (in French). Paris: DRAST-Ministery of equipment/La Défense: Report to PREDIT.
  3. ↑ "Feuille de route pour un espace européen unique des transports: vers un système de transport compétitif et économe en ressources" [Roadmap to a Single European Transport Area: Towards a competitive and resource-efficient transport system]. EUR-Lex (in French). Retrieved December 22, 2025.
  4. ↑ "Le Grenelle de l'environnement : quels engagements ?" [The Grenelle Environment Forum: what commitments?]. Vie publique (in French). 31 July 2019. Retrieved December 22, 2025.
  5. ↑ "Mobilités bas-carbone et inégalités : L'État catalyseur de transition" [Low-carbon mobility and inequality: The state as a catalyst for transition]. La Fabrique de la Cité (in French). Retrieved December 22, 2025.
  6. ↑ Weber, AD; Mercier, JY; Brand, SB; Gonin, F; Hedman, G (2001). Le financement de projet [Project financing] (PDF) (in French). IDHEAP. Archived from the original (PDF) on April 26, 2014.
  7. 1 2 3 4 5 Lafon, Cathy (September 25, 2018). "Ecotaxe ou vignette : de la Suisse à la Suède, en passant par l'Allemagne, la Belgique ou la Grande-Bretagne, de nombreux pays européens ont déjà mis en place une taxe poids lourds" [Eco-tax or vignette: from Switzerland to Sweden, via Germany, Belgium, and the United Kingdom, many European countries have already introduced a heavy goods vehicle tax.]. Sud Ouest (in French). Retrieved December 22, 2025.
  8. ↑ Lafon, Cathy (September 25, 2018). "Taxe poids lourds : c'est comment chez nos voisins européens ?" [Heavy goods vehicle tax: what is the situation in our European neighbors?]. Sud Ouest (in French). Retrieved December 22, 2025.
  9. 1 2 3 Demillie, L (2011). La problématique de la redevance d'usage des infrastructures pour le transport de marchandises par route [The issue of infrastructure usage fees for road freight transport] (in French). SPF Mobilité et Transport.
  10. ↑ "Taxe kilométrique : le processus de facturation a débuté" [Mileage tax: the billing process has begun]. 7sur7 (in French). April 21, 2016. Retrieved December 22, 2025.
  11. ↑ "Taxe kilométrique: transporteurs, Satellic et Viapass devant le tribunal" [Kilometer tax: transport companies, Satellic, and Viapass in court]. 7sur7 (in French). May 2, 2016. Retrieved December 22, 2025.
  12. ↑ "Poids lourds : la redevance kilométrique adaptée au 1er juillet 2023" [Heavy goods vehicles: mileage charge adjusted as of July 1, 2023] (in French). February 15, 2023. Archived from the original on March 19, 2024.
  13. ↑ "S'informer sur la redevance kilométrique - PKM" [Find out about the mileage charge - PKM] (in French). Archived from the original on March 19, 2024.
  14. ↑ Clément, Christophe; Foulon, Nicolas (May 23, 2022). "La taxe kilométrique a rapporté 822 millions d'euros à la Belgique: à quoi sert cet argent?" [The kilometer tax brought in €822 million for Belgium: what is this money used for?] (in French). Retrieved December 22, 2025.
  15. ↑ "Somme-Leuze : la N929, nouveau tronçon privilégié des camions?" [Somme-Leuze: the N929, a new favorite route for trucks?]. Matele (in French). Retrieved December 22, 2025.
  16. ↑ Newmedia, R. T. L (23 February 2017). "De nombreux camions prennent des Nationales pour éviter la taxe kilométrique: "5 fois plus!", se fâche Bernard, un automobiliste" [Many trucks take national roads to avoid the mileage tax: “Five times more!” says Bernard, an angry motorist.]. RTL Info (in French). Retrieved December 22, 2025.
  17. ↑ "Marre des camions" [Fed up with trucks]. DH Les Sports (in French). March 18, 2019. Retrieved December 22, 2025.
  18. ↑ Lemaire, Patrick (January 24, 2017). "Entre-Sambre-et-Meuse: quelle proportion de poids lourds sur nos routes?" [Between Sambre and Meuse: what proportion of heavy goods vehicles are on our roads?]. l'Avenir (in French). Retrieved December 22, 2025.
  19. ↑ Lourtie, Sabine (April 6, 2016). "Taxe km: les Communes veulent l'exonération" [Kilometer tax: municipalities want exemption]. l'Avenir (in French). Retrieved December 22, 2025.
  20. ↑ "Kilometerbaseret og CO2-differentieret vejafgift for lastbiler" [Kilometer-based and CO2-differentiated road tolls for trucks] (in Danish).
  21. 1 2 3 4 5 6 7 Köll, H; Lange, S; Ruffini, F.V (2007). "La question des détours dans le transport routier de marchandises" [The issue of detours in road freight transport]. Journal of Alpine Research| Revue de géographie alpine (in French). 95 (1): 53–63. doi:10.4000/rga.179.
  22. ↑ "Quelle est la politique environnementale de l'UE ?" [What is the EU's environmental policy?]. Vie publique (in French). August 9, 2024. Retrieved December 22, 2025.
  23. ↑ Association Negawatt (2012). Manifeste Negawatt: Réussir la transition énergétique [Negawatt Manifesto: Making the Energy Transition a Success] (in French). Actes Sud. ISBN 978-2330000189.
  24. 1 2 3 "Commission d'enquête sur la mise en oeuvre de l'écotaxe poids lourds" [Commission of inquiry into the implementation of the eco-tax on heavy goods vehicles]. December 22, 2025 (in French). April 16, 2014.
  25. 1 2 "Taxe nationale sur les véhicules de transport de marchandises : ce qu'il faut savoir" [National tax on goods vehicles: what you need to know]. Asendens (in French). 2025. Retrieved December 22, 2025.
  26. 1 2 "L'écotaxe poids lourds : un échec stratégique, un abandon coûteux" [The eco-tax on heavy goods vehicles: a strategic failure, a costly abandonment] (PDF). Rapport pubic annuel (in French). 2017. Retrieved December 22, 2025.
  27. ↑ Collet, Valérie (February 17, 2011). "La taxe poids lourd entrera en piste début 2013" [The heavy goods vehicle tax will come into effect in early 2013.]. Le Figaro (in French). Retrieved December 22, 2025.
  28. ↑ Barroux, Rémi (October 9, 2014). "La fin de l'écotaxe complique l'équation budgétaire" [The end of the eco-tax complicates the budget equation]. Le Monde (in French). Retrieved December 22, 2025.
  29. ↑ Barroux, Rémi (February 20, 2015). "L'abandon de l'écotaxe coûtera près d'un milliard d'euros à l'État" [The scrapping of the eco-tax will cost the government nearly €1 billion.]. Le Monde (in French). Retrieved December 22, 2025.
  30. ↑ "Conseil des ministres du 31 octobre 2007. Le Grenelle de l'environnement : bilan et perspectives" [Cabinet meeting of October 31, 2007. The Grenelle Environment Forum: review and outlook]. Vie publique (in French). 31 October 2007. Retrieved December 22, 2025.
  31. ↑ "Questions réponses sur l'écotaxe poids lourds" [Questions and answers about the eco-tax on heavy goods vehicles] (in French). Archived from the original on 2013-02-14. Retrieved 2025-12-29.
  32. ↑ "Taxe poids lourds (TPL ou écotaxe)" [Heavy goods vehicle tax (TPL or eco-tax)]. Service Public (in French). Archived from the original on April 19, 2014.
  33. ↑ "E-Toll - taxe routière en Pologne" [E-Toll - road tax in Poland] (in French). Archived from the original on March 29, 2023.
  34. ↑ Chevroulet, T (2004). "La mobilité en Suisse: état des lieux et perspectives" [The territories of mobility: the era of time]. Les territoires de la mobilité: l'aire du temps [The territories of mobility: the era of time] (in French). PPUR presses polytechniques.
  35. ↑ Samblat, P (2006). Le transport de marchandises à travers les Alpes, principales mutations au cours des dix dernières années [Freight transport across the Alps: key changes over the last ten years] (PDF) (in French). Notes de synthèse du SESP. pp. 13–21. Archived from the original (PDF) on April 26, 2014.
  36. ↑ Clivaz, C (2000). Ecologisation de la politique des transports en Suisse et dans le canton du Valais: analyse de l'influence d es réseaux d'action publique sur l'évolution environnementale de la politique des transports [Greening transport policy in Switzerland and the canton of Valais: analysis of the influence of public action networks on environmental developments in transport policy] (in French). Chavannes-près-Renens: IDHEAP.
  37. ↑ Clivaz, C (2001). "Influence des réseaux d'action publique sur le changement politique: l'exemple de l'écologisation des politiques suisses et valaisannes du tourisme, des t" [The influence of public action networks on political change: the example of the greening of Swiss and Valais tourism, transport, and agriculture policies]. Swiss Political Science Review (in French). 7 (1): 19–50. doi:10.1002/j.1662-6370.2001.tb00308.x. Retrieved December 22, 2025.
  38. ↑ "Initiative populaire fédérale 'pour la protection des régions alpines contre le trafic de transit'" [Federal popular initiative 'for the protection of Alpine regions against transit traffic']. Conférátion suisse (in French). Retrieved December 22, 2025.
  39. ↑ "La nouvelle ligne ferroviaire a travers les Alpes (NLFA)" [The New Rail Link through the Alps (NRLA)] (in French). Archived from the original on July 1, 2007.
  40. ↑ "Convention sur la protection des Alpes" [Convention on the Protection of the Alps] (PDF) (in French). Retrieved December 22, 2025.
  41. ↑ "Redevance sur le trafic des poids lourds liée aux prestations / RPLP" [Heavy vehicle traffic charge linked to services / RPLP] (in French). Archived from the original on January 23, 2009.
  42. ↑ "Les accords bilatéraux sur le site officiel de la Confédération suisse" [Bilateral agreements on the official website of the Swiss Confederation] (in French). Archived from the original on April 1, 2012. Retrieved December 22, 2025.
  43. ↑ "C'est comment ailleurs ? L'écotaxe en Europe" [What is it like elsewhere? The eco-tax in Europe]. Franceinfo (in French). 8 February 2017. Retrieved December 22, 2025.
  44. ↑ "Augmentation de la redevance sur le trafic des poids lourds à partir du 1er janvier 2008" [Increase in the heavy goods vehicle toll from January 1, 2008] (in French). September 12, 2007. Retrieved December 22, 2025.
  45. ↑ "Votation sur la réfection du tunnel routier du Gothard" [Vote on the renovation of the Gotthard road tunnel] (in French). February 28, 2016.
  46. 1 2 3 4 5 6 7 8 9 "Redevances sur le trafic des poids lourds (RPLP et RPLF)" [Heavy vehicle traffic charges (RPLP and RPLF)]. Confédération suisse (in French). Retrieved December 22, 2025.
  47. ↑ De Jong, Gerard (2010). Price sensitivity of European road freight transport – towards a better understanding of existing results (PDF). Sifnificance. Retrieved December 22, 2025.
  48. ↑ On, Dinhill (April 6, 2023). "Le CNR compare les taxes des poids lourds en Europe" [The CNR compares heavy goods vehicle taxes in Europe] (in French). Archived from the original on April 22, 2023. Retrieved December 22, 2025.

Bibliography

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