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Mobility Package 2026. Tachographs in vans set to reshape International Road Transport
Starting July 1, 2026, the G2V2 smart tachograph will become mandatory in all vans with a gross vehicle weight (GVW) exceeding 2.5 tonnes engaged in the international commercial carriage of goods by road. This requirement stems from EU Regulation 2020/1054, which amended Regulation 561/2006. The new rules are expected to affect approximately 40,000 Polish vehicles and will bring van drivers under the same driving time, break, and rest period regulations that already apply to heavy goods vehicle drivers. Companies that fail to prepare in time face penalties of up to PLN 10,000 in Poland, as well as significantly higher sanctions during roadside inspections abroad.
Watch the full Webinar!
We also covered the new regulations in a Euro24 webinar dedicated to the impact of the Mobility Package on road transport. Marcin Klimczak, Branch Manager of Euro24 Katowice, and Artur Bal, Branch Manager of Euro24 Wroclaw, shared their knowledge and practical experience. This article expands on the key topics discussed during the webinar, providing additional explanations, real-world examples, and practical insights into how the new regulations will affect carriers. The webinar includes English subtitles.
Although most of the discussion focuses on the mandatory installation of tachographs, the changes go much further. They will affect route planning, transport cost calculations, driver work organization, and even customer relationships. Companies specializing in express transport will feel the impact particularly strongly, as delivery time has long been one of their key competitive advantages. For businesses carrying out international freight transport with vans, this means adapting to an entirely new set of operating principles. While the light commercial transport sector has operated under different conditions than heavy goods transport for years, these differences will be significantly reduced from July 1, 2026.
“What the European Parliament has in store for us are quite drastic measures that will have a very significant impact on our industry.” – Marcin
When does the Mobility Package come into force for vans?
The deadline has been set for July 1, 2026. From that date, the G2V2 smart tachograph will be mandatory in vehicles with a gross vehicle weight (GVW) exceeding 2.5 tonnes that are used for the international commercial carriage of goods. In practice, this means that transport companies have less and less time to prepare their fleets. Especially since compliance with the new regulations involves far more than simply visiting a workshop to install a tachograph. Companies will also need to train drivers, implement data download and archiving procedures, organize administrative processes, and adapt transport schedules to the new requirements. It is also important to remember that the new regulations apply to both newly purchased and already registered vehicles. As a result, companies will not be able to avoid the changes simply by continuing to operate their existing fleets.
Who is affected by the Mobility Package?
Contrary to popular belief, the Mobility Package does not apply exclusively to traditional vans with a GVW of 3.5 tonnes. The regulations cover all vehicles used for the international commercial carriage of goods whose gross vehicle weight exceeds 2.5 tonnes. In practice, this mainly affects popular N1 category vehicles, i.e. light commercial vehicles with a GVW of up to 3.5 tonnes. It is important to note, however, that the 2.5-tonne threshold stems from the Mobility Package regulations and is not the weight limit defining the vehicle category itself. The new obligations may also apply to vehicle combinations whose combined gross vehicle weight exceeds this threshold. The regulations also cover electric vehicles and vehicles powered by alternative energy sources, as for legislators the nature of the transport operation is more important than the type of propulsion.
“The exception, of course, is the 2.5-tonne gross vehicle weight threshold. If a van does not exceed that limit, it will still be able to operate without a tachograph.” – Marcin
For legislators, the nature of the transport operation is more important than the type of engine. It is also worth noting that not every van journey will be subject to the new requirements. Transport carried out exclusively within Poland remains outside the scope of these regulations. Private journeys and minibuses carrying up to nine passengers are also exempt. In addition, the regulations provide exemptions for certain journeys not related to the commercial carriage of goods by road, performed by individuals whose primary occupation is not driving. A good example would be a mechanic travelling to a broken-down vehicle in order to repair it or move it. In such cases, the key factor is that the journey is not being carried out as a transport service. For many companies, this means they will need to carefully assess which vehicles and types of transport operations will fall under the new requirements and which will still be able to operate under the current rules.
“If transport operations are carried out exclusively within the country where the company is registered, a tachograph is not required. In other words, a Polish carrier can operate within Poland without a tachograph, and a German carrier can operate within Germany without one. However, once you start entering neighbouring countries, the tachograph becomes mandatory.” – Marcin
Why is the EU introducing the Mobility Package and mandatory tachographs in vans?
The Mobility Package and EU Regulation 2020/1054, which amended Regulation 561/2006, were introduced primarily to improve road safety, enhance drivers’ working conditions, and reduce unfair competition among carriers operating within the European market. For many years, vans used in international transport operated under different rules than heavy goods vehicles. This allowed for highly flexible transport planning and delivery times that would have been difficult to achieve with a truck. From a customer’s perspective, this meant greater availability of express transport services. From a regulatory perspective, however, concerns were increasingly raised regarding road safety and the actual working hours of drivers.
“Everyone agrees that this regulation will improve safety, and on that point I can agree one hundred percent. We know this market, and we know that van drivers often drove as fast as possible, completed one route after another, and frequently did so without taking the required rest periods.” – Marcin
In practice, the Mobility Package was introduced to create a more level playing field for carriers operating across the European market. Until now, some companies using vans for international transport were able to operate under conditions that did not apply to the heavy goods vehicle sector. The new regulations are intended to ensure fairer competition while also improving driver safety. By making tachographs mandatory, the EU aims to ensure that drivers performing international transport operations follow the same rules, regardless of whether they are driving a 40-tonne truck or a 3.5-tonne van. From the drivers’ perspective, the regulations are also an attempt to improve working conditions. For years, some companies relied on maximizing drivers’ available working time, with rest periods often reduced to the absolute minimum needed to continue a journey. Once the new rules come into force, driving time, mandatory breaks, and rest periods will be monitored in the same way as in the heavy goods vehicle sector. In practice, this means that a driver’s legally required rest time will no longer depend solely on time pressure, customer expectations, or internal company arrangements, but will become a protected element of the regulatory framework.
“This is a tachograph that will not only record working time and driving time, but also the vehicle’s position along the route. In addition, it enables enforcement authorities to verify all of this data remotely.” – Marcin
Working time regulations for van drivers. What will change after July 1, 2026?
The regulations governing driving times and rest periods will have the greatest impact on the day-to-day operations of transport companies. Once the new rules come into force, a driver will be allowed to drive for a maximum of 9 hours per day, although this limit may be extended to 10 hours twice a week. After every 4.5 hours of driving, a 45-minute break will be required. The weekly driving limit will be 56 hours, while the total driving time over two consecutive weeks may not exceed 90 hours. Equally important are the rules governing rest periods. The standard daily rest period is 11 hours, although it may be reduced to 9 hours under certain conditions. In addition, drivers will be subject to regulations concerning weekly rest periods.
“Simply put, the driver of a small vehicle will be subject to the same working time rules as drivers of large truck combinations.” – Artur
In theory, these figures have been well known in the heavy goods transport sector for years. In practice, however, they represent a fundamental change in the way van transport operations are planned. From now on, freight forwarders will need to consider not only the distance to be covered, but also the driver’s available driving time, as well as the required breaks and rest periods. For many transport companies, the new EU regulations governing van transport will prove to be one of the biggest challenges, as they will directly affect route planning, delivery schedules, and transport cost calculations from July 2026 onwards. In practice, this means that driver working time will need to be taken into account already at the quotation and transport planning stage.
Does the mandatory tachograph in vans from 2026 mean the end of express transport?
This is one of the most frequently asked questions by both carriers and customers. The answer, however, is not straightforward. The Mobility Package does not eliminate express transport, but it will significantly change the way such services are carried out. This is clearly illustrated by the simulation presented during the webinar prepared by Euro24 specialists.
| Distance | Without a tachograph | Tachograph – 1 driver | Tachograph – 2 drivers |
|---|---|---|---|
| 600 km | 8 h 34 min | 9 h 19 min | 8 h 34 min |
| 1000 km | 17 h 17 min | 24 h 47 min | 14 h 17 min |
| 1500 km | 27 h 26 min | 42 h 26 min | 30 h 26 min |
| 2400 km | 46 h 17 min | 65 h 47 min | 43 h 17 min |
*estimated driving time under optimal conditions, presented for illustrative purposes to highlight the differences discussed in this article
The most noticeable differences appear on routes exceeding approximately 1,000 kilometres. When only one driver is assigned to the vehicle, delivery times may increase by several or even dozens of hours. At the same time, the analysis shows that for longer routes, operating with a two-driver crew becomes increasingly important.
“You could say that express transport services will still be possible, but only under certain specific conditions.” – Artur
As highlighted by the webinar speakers, the greatest advantage of operating with two drivers becomes apparent on routes of approximately 1,000–1,500 kilometres or more. Under this model, mandatory breaks do not require the vehicle to stop, as one driver can continue driving while the other takes their rest period. As a result, the vehicle only needs to stop for the mandatory daily rest period. Therefore, rather than signalling the end of express transport, these changes may mark the end of the express transport model as we know it today.
New obligations for carriers. A tachograph is only the beginning
Installing the device will be only the first step in adapting a transport company to the new regulations. Every carrier will need to ensure the proper installation, calibration, and certification of the tachograph. In many cases, the installation process itself may prove challenging, as some vehicles were not originally designed to accommodate this type of equipment.
“At the moment, the cost is somewhere around PLN 3,000 to PLN 4,000, although it obviously depends on demand. I’ve already heard that the prices of tachographs, including installation, are increasing and may even reach PLN 6,000 to PLN 7,000. So that’s the first expense companies will face.” – Marcin
Obtaining driver cards and a company card will also become essential. The driver card is used to record the activities of an individual driver, while the company card allows transport operators to access, download, and secure the data stored in tachographs.
“These records must be stored in case of an internal company audit or inspection.” – Marcin
Carriers will also be required to implement procedures for the regular downloading and archiving of tachograph data. Information stored on driver cards must be downloaded every 28 days, while data from tachographs must be downloaded every 90 days. For many smaller transport companies, this obligation will require the introduction of entirely new administrative processes.
“Simply having the device installed does not complete the process. It still needs to be certified and registered, both through the company card and by obtaining a driver card that can be used with the tachograph.” – Artur
Posting of drivers in the EU and working time records
The introduction of tachographs will also bring changes in the areas of human resources, payroll, and compliance.
“From July 1, a van driver will become a fully-fledged professional driver.” – Artur
Transport companies will be required to maintain detailed records covering driving time, other work activities, periods of availability, and rest periods. They will also need to comply with the rules governing the posting of drivers within the EU and calculate remuneration in accordance with the regulations applicable in the countries where transport operations are carried out. It is also important to remember that cabotage operations are subject to the same rules as other international transport activities covered by the Mobility Package. This means that carriers performing cabotage transport will also be required to comply with regulations concerning drivers’ working time, record-keeping obligations, and administrative requirements related to international transport. For large transport companies, these changes will not be revolutionary. However, for many smaller carriers specializing in van transport, they may prove to be one of the most demanding aspects of the entire Mobility Package.
Penalties for not having a tachograph in a van. What are the consequences?
Penalties for not having a tachograph in a van can be significantly higher than the cost of preparing a fleet for the new regulations. The consequences are not limited to roadside fines. In many cases, carriers may also face administrative sanctions and the risk of having their vehicle immobilized until the non-compliance issue is resolved. In Poland, a transport company may be fined PLN 10,000 for failing to install a mandatory tachograph. Liability also extends to the transport manager, who may face additional financial penalties. Sanctions are also предусмотрed for drivers using invalid, expired, or damaged driver cards.
“The penalties here in Poland amount to PLN 10,000, while abroad they are much, much higher.” – Marcin
Even more severe consequences may arise during inspections carried out abroad. In Germany, penalties imposed on transport companies can reach as much as EUR 30,000. French regulations provide not only for substantial fines but also for the possibility of imprisonment in certain cases. In some countries, roadside inspections may also result in the vehicle being immobilized until the identified irregularities have been rectified. In practice, this means that ignoring the new regulations may prove far more costly than preparing the company for the changes well in advance.
“If we do not have a tachograph, we do not go abroad and we do not carry out these commercial transport operations.” – Marcin
How will the Mobility Package affect the transport industry?
The impact of the new regulations will be felt across the entire transport and logistics sector. Carriers must prepare for higher operating costs related not only to the purchase and installation of tachographs, but also to the additional administrative processes required to manage them. In many cases, companies may also need to increase the number of drivers they employ or adapt their transport operating models. At the same time, the new regulations may contribute to the further professionalisation of the market. Companies operating in compliance with the rules will compete on a more level playing field, while stricter control of drivers’ working time should lead to improved road safety. Changes are also expected in the time-critical logistics sector. There is growing discussion about the development of relay transport systems, the creation of regional transshipment hubs, and the wider use of double-manned crews. All of these solutions are intended to help maintain short delivery times despite the new operational constraints introduced by the regulations.
How can a transport company prepare for the Mobility Package?
Delaying preparations may lead to potential consequences. The closer it gets to July 1, 2026, the greater the demand is likely to be for tachograph installation services and for institutions responsible for issuing driver cards.
“If we do not have a tachograph, we do not go abroad and we do not carry out these commercial transport operations.” – Marcin
It is worth analysing your fleet structure today, identifying which vehicles will be affected by the new requirements, and starting to plan the implementation process. A good practice is also to recalculate transit times on key routes and assess how the 2026 transport regulations will impact service levels for existing customers. Companies that begin preparations early will have more time to test new solutions and avoid organisational challenges in the period immediately preceding the entry into force of the new regulations.
Checklist: What should you do before July 1, 2026?
- Check the GVW of every vehicle in your fleet – does it exceed 2.5 tonnes?
- Apply for a company card and driver cards now (waiting times are likely to increase).
- Order and install a G2V2 tachograph in every van used for international transport operations.
- Have the tachograph calibrated and certified after installation.
- Train drivers on tachograph operation and working time regulations.
- Train payroll and compliance staff on driver remuneration rules, including minimum wage requirements in countries where transport operations are carried out.
- Review routes and transport schedules and recalculate delivery times based on the new regulations.
- Inform your customers and set realistic expectations regarding express delivery transit times.
- Review your subcontractors and transport partners. Are they prepared for the upcoming changes?
How is Euro24 preparing for the Mobility Package?
At Euro24, we are already analysing the impact of the new regulations on international transport operations and express deliveries. We are paying particular attention to route planning, double-manning models, and realistic transit times once the new rules come into force. The changes associated with the Mobility Package and mandatory tachographs make precise transport planning and the ability to anticipate operational constraints more important than ever. That is why we are already evaluating different transport scenarios and assessing how the new regulations may affect delivery lead times. The Mobility Package does not mean the end of van transport. It does, however, require even more accurate planning and greater predictability throughout the logistics process. Companies that prepare for these changes early will still be able to carry out international transport operations efficiently while maintaining high service quality and on-time delivery performance.
Is van transport across Europe still profitable?
It is important to remember that both cost calculations and transport planning will change. Companies that have built their competitive advantage solely on extremely short delivery times will need to adapt their operating models to the new reality.
Route planning, the effective use of double-manned crews, and taking driver working time limitations into account will become increasingly important. For many transport companies, the Mobility Package 2026 will be the most significant organisational change since international van transport operators became subject to the requirement to hold a Community Licence. Just a few years ago, carrying out international road freight transport with vehicles up to 3.5 tonnes GVW involved relatively few formal requirements. This changed when the Mobility Package regulations were extended to cover operators using vans in international transport. Carriers became required to obtain a Community Licence, hold an authorisation to pursue the occupation of road transport operator, demonstrate adequate financial standing, and appoint a transport manager holding a Certificate of Professional Competence (CPC). For many small transport companies, this marked a transition from operating under a relatively simple business model to functioning under conditions much closer to those applied in the heavy goods vehicle sector. The current changes may have a similar scale of impact, but their nature is different. While the licensing requirements primarily concerned legal and administrative compliance, tachographs and driver working time regulations will directly affect day-to-day transport operations. Route planning, driver scheduling, ETA calculations, transport cost modelling, and the execution of express deliveries will all need to be reconsidered. In other words, obtaining a licence was a one-time implementation process, whereas the Mobility Package 2026 will influence every transport operation carried out on a daily basis.
FAQ
Yes. A tachograph will be mandatory from 2026 if the vehicle is used for the international commercial carriage of goods and its GVW exceeds 2.5 tonnes. In such cases, a G2V2 smart tachograph will be required.
The new regulations take effect on July 1, 2026. From that date, vehicles covered by the regulations must comply with tachograph and driver working time requirements.
The new regulations apply to companies carrying out the international carriage of goods by road using vehicles with a GVW exceeding 2.5 tonnes. This includes diesel-powered vans, electric vans, and vehicles using alternative energy sources.
No. The requirement applies to vehicles with a GVW above 2.5 tonnes used for the international commercial carriage of goods. Transport operations carried out exclusively within Poland remain exempt.
Yes. The Mobility Package does not distinguish between vehicles based on their type of propulsion. The tachograph requirement also applies to electric vehicles and those powered by alternative energy sources.
No. Existing vehicles can be retrofitted with a G2V2 smart tachograph. However, the device must be properly installed, calibrated, and certified.
The current estimated cost of the device and installation ranges from approximately PLN 3,000 to PLN 7,000, depending on the vehicle and scope of work involved. Additional costs include driver cards, a company card, and future tachograph calibration and certification.
The device records driving time, rest periods, driver activities, vehicle mileage, speed, and information related to border crossings, among other data.
Yes. Every driver carrying out transport operations covered by the new regulations must have their own driver card used to record working time and activities.
Data from tachographs and driver cards must be downloaded and archived regularly in accordance with applicable regulations. Documentation related to working time records must be retained for the legally required period.
Yes. With regard to driving time, mandatory breaks, and rest periods, van drivers covered by the Mobility Package will be subject to the provisions of Regulation 561/2006, just like heavy goods vehicle drivers. Differences will still result from road traffic regulations applicable to the vehicles themselves. In many countries, vans are permitted to travel at higher speed limits than trucks, which may partially affect transit times. However, from July 1, 2026, van drivers will be subject to the same driving time, break, and rest period limits as truck drivers.
A transport company may be fined PLN 10,000, while penalties imposed during inspections abroad can be significantly higher. In some cases, the vehicle may also be immobilized until the violation has been rectified.
Yes. Sanctions may result not only from the absence of a tachograph, but also from incorrect operation, failure to download required data, the use of an invalid driver card, or incorrect recording of driver activities.
Liability may be assigned to the driver, the transport company, and the transport manager, depending on the nature of the infringement.
Yes. Cabotage operations are subject to the same regulations as other international transport activities covered by the Mobility Package.
On longer routes, having two drivers helps reduce the impact of mandatory breaks on overall transit time. This is one of the solutions that may help maintain the competitiveness of express transport services after July 1, 2026.
Yes, but the way these services are organised will change. Greater emphasis will be placed on double-manned crews, more precise route planning, and new logistics models. Part of the market may also shift towards vehicles with a GVW of up to 2.5 tonnes, which are not covered by the tachograph requirement under the Mobility Package. However, such vehicles have significant payload limitations. In practice, they are usually limited to carrying between one and three pallets and substantially less cargo weight than a standard 3.5-tonne van. As a result, vehicles below 2.5 tonnes may be suitable for selected express shipments, but they will not fully replace the vans currently used in international road freight transport.
There are strong indications that carriers’ operating costs will increase. This is due to the need to equip vehicles with tachographs, implement new administrative procedures, and adapt transport operations to comply with EU regulations.
The closer we get to July 1, 2026, the greater the demand is likely to be for tachograph installation services and driver card issuance. Early preparation can help avoid organisational difficulties and reduce the risk of operational disruptions. It is important to remember, however, that if a vehicle is fitted with a tachograph before July 1, 2026 and is used for transport operations covered by the regulations, the driver should already use the device correctly and in accordance with its intended purpose. This includes properly recording activities and holding the required cards. For this reason, the decision to install a tachograph early should be combined with appropriate driver training and the implementation of relevant company procedures.
First and foremost, companies should review their fleet to identify vehicles covered by the new regulations, plan the installation of tachographs, obtain driver and company cards, and train drivers accordingly. It is also good practice to recalculate delivery times and verify the profitability of existing transport routes.
Yes. The new regulations will affect transport planning, driver management, and freight cost calculations. At the same time, they may contribute to the further professionalisation of the market and improve road safety across the industry.
