VECTO for trailers: a lot of criticism and a court case

VECTO (Vehicle Energy Consumption Calculation Tool) is the simulation tool developed by the European Commission to calculate the fuel consumption and carbon dioxide emissions of heavy goods vehicles. It serves as the binding basis for regulating carbon dioxide emissions from road freight transport within the European Union.

Trailers are also affected

An EU regulation has, for the first time, introduced requirements for new trailers and semi-trailers. Since then, certain categories of trailer have been assessed in terms of their contribution to the energy efficiency of the vehicle as a whole. By 2030, trailers are required under EU regulations to emit ten per cent less CO₂ than at present. Should manufacturers fail to meet this target, they face penalties that could run into the millions.

Trailers themselves do not produce any direct carbon dioxide emissions. However, their impact on aerodynamics, rolling resistance and weight has a direct effect on the tractor unit’s fuel consumption. These effects are modelled and certified in VECTO using specific technical parameters.

What are the aims of the regulation?

The European Union aims to tap into additional efficiency potential in freight transport. Manufacturers are to be given incentives to implement aerodynamic improvements, lightweight construction concepts and components optimised for rolling resistance. This is intended to reduce the energy consumption of the entire road train and contribute to the European Union’s climate targets.

Eight manufacturers take their case to the ECJ

Eight major trailer manufacturers have now taken legal action against VECTO for trailers before the European Court of Justice. They account for more than 80 per cent of new registrations per year in Germany and over 70 per cent across the European continent. The companies include Wecon, Fliegl, Kögel, Schmitz Cargobull, Krone, Langendorf and Schwarzmüller. They criticise the fact that the assessment of CO₂ emissions is based on standardised driving profiles. Real-world operating conditions may differ from these. Furthermore, the administrative and technical burden of data collection and certification is considered to be high. The interest group claims that around 70,000 jobs are at risk due to VECTO Trailer.

“Has nothing to do with reality”

Andreas Schmitz, CEO of Schmitz Cargobull AG, is quoted on the company’s website as saying: “The economic incentive comes from CO₂ taxation. VECTO for trailers must go, and we need fewer rules; we need more freedom. Anyone can see that this has absolutely nothing to do with reality.”

Diederick van Haselen, Global Equipment Director at the TIP Group, is even more explicit: “The results of the VECTO simulation do not correspond to reality. Aerodynamics only work at higher cruising speeds. Furthermore, aerodynamic deflectors are constantly being damaged in practice and cannot be used in intermodal transport. Lightweight construction results in reduced robustness: the service life of lightweight semi-trailers is up to eight years, whilst robust trailers remain in service for around twelve years. This means that 1.5 times as many trailers have to be built. That causes more CO₂ emissions!”

Five demands

In Lier, Belgium, at the beginning of July 2026, the CEOs of 30 companies also gathered to sign a petition. This contains five demands:

• The review of the regulation is to be brought forward from 2027 to 2026. A CO₂ reduction of around five per cent, rather than ten per cent, by 2030 was proposed.
• Fleet targets should be introduced gradually from mid-2030, rather than all at once.
• Penalty charges should be reduced.
• The VECTO tool for trailers should be fundamentally revised to make it more realistic.
• The credit and debit system that is due to be introduced should not be implemented. The reason: it is said to be ineffective.