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Nyheder og opdateringer • 4 min læsning

En oversigt over bompengesystemer i hele Europa

Oprettet: 19.01.2026

Opdateret: 19.01.2026

For mange flåder i Europa er vejafgifter stille og roligt blevet en af de mest komplekse og mindst forudsigelige omkostninger. Det, der engang var et relativt ligetil spørgsmål om motorvejsafgifter, har udviklet sig til et kludetæppe af nationale systemer, teknologier og prismodeller, der nu afspejler emissioner, køretøjets vægt, antal aksler, geografi og endda tidspunktet på dagen.

Når vi bevæger os ind i 2026, er vejafgifter ikke længere bare en infrastrukturafgift. Det er i stigende grad en politisk løftestang, som regeringerne bruger til at finansiere veje, håndtere trængsel og fremskynde overgangen til transport med lavere udledning. For flådeoperatører har dette skift reelle økonomiske konsekvenser.

Denne artikel gennemgår, hvordan vejafgifter fungerer i Europa, hvad flåderne rent faktisk betaler i dag, og hvilke ændringer der er på vej.

Hvorfor vejafgifter er vigtige

Marginalerne inden for vejtransport er små. Omkostningerne til brændstof, arbejdskraft, forsikring og overholdelse af regler er alle steget kraftigt i de seneste år. På den baggrund bliver vejafgifter mere og mere betydningsfulde, især for operatører, der kører over lange afstande og på tværs af landegrænser.

I lande som Tyskland og Østrig kan vejafgiftsomkostningerne pr. kilometer nu konkurrere med brændstofomkostningerne på visse ruter. I Central- og Østeuropa er vejafgifterne stadig lavere, men hurtige stigninger og netværksudvidelser er ved at lukke hullet. Samtidig betyder indførelsen af CO₂-baserede afgifter, at to ellers identiske køretøjer kan stå over for meget forskellige vejafgiftsregninger afhængigt af deres emissionsprofil.

For flåder, der opererer internationalt, er vejafgifter en overvejelse i forbindelse med ruteplanlægning, indkøb af køretøjer og prissætning.

Sådan fungerer vejafgifter i hele Europa

Der findes ikke et enkelt europæisk bompengesystem. I stedet skal flåderne navigere i en blanding af nationale tilgange, der stort set falder i tre kategorier.

Afstandsbaserede vejafgifter opkræver betaling pr. kørt kilometer. Det er nu den dominerende model for tunge lastbiler og bruges i lande som Tyskland, Østrig, Polen, Ungarn og Belgien.

Tidsbaserede vignetter giver køretøjer mulighed for at bruge vejnettet i en bestemt periode, f.eks. en dag, en uge eller et år. De var traditionelt et kort, der blev vist i forruden, men de bliver i stigende grad digitale.

Hybridsystemer kombinerer betalingsveje med betalingsfrie alternativer. Frankrig, Italien og Spanien har alle modeller, hvor der kun opkræves vejafgift på bestemte ruter.

På tværs af alle tre modeller skubber EU's reviderede Eurovignet-direktiv landene i retning af afstandsbaserede, emissionsrelaterede afgifter. Det reducerer støt den rolle, som vignetter med fast pris spiller, og øger omkostningerne for flåder, der kører mange kilometer.

Vejafgiftsteknologi

Driftsmæssigt bliver bompenge mere og mere digitale. De fleste afstandsbaserede systemer er afhængige af GNSS- eller GPS-sporing via indbyggede enheder (OBU), der understøttes af vejportaler, betalingsanlæg og kamerahåndhævelse.

For flåderne betyder det større afhængighed af indbygget teknologi, strengere krav til overholdelse og mindre tolerance over for administrative fejl. Manglende betalinger på veje med frit flow (hvor der ikke er nogen betalingsanlæg og ingen grund til at stoppe) kan hurtigt blive til bøder, især for internationale chauffører, der ikke kender de lokale regler.

Interoperable bompengetjenester inden for rammerne af European Electronic Toll Service (EETS) bliver stadig vigtigere for operatører på tværs af grænserne. I stedet for at udstyre køretøjer med flere landespecifikke indbyggede enheder kan flåderne bruge en enkelt godkendt enhed til at betale vejafgifter på tværs af flere europæiske netværk. Det forenkler administrationen, reducerer installations- og vedligeholdelsesomkostningerne - og mindsker risikoen for manglende overholdelse, når køretøjerne bevæger sig mellem forskellige bompengesystemer.

Opdeling efter land

Lande med høje omkostninger

Tyskland har et af Europas mest omfattende bompengesystemer. LKW-Maut gælder for alle lastbiler over 3,5 ton på motorveje og forbundsveje. Siden december 2023 har vejafgifterne inkluderet en CO₂-afgift, som har øget omkostningerne for dieselkøretøjer. Officielle detaljer er offentliggjort af [Toll Collect.] (https://www.toll-collect.de/de/tollcollect/tchomepage.html)

Østrigs GO-Maut er blandt de dyreste pr. kilometer i Europa. En Euro VI-leddelt lastbil betalte omkring [0,50 til 0,53 euro pr. kilometer] (https://trans.info/en/europe-s-priciest-routes-444305) på motorveje i 2025. Systemet omfatter infrastruktur, støj, luftforurening og CO₂-komponenter. Elektriske lastbiler nyder godt af lavere takster. ASFINAG stiller de fulde taksttabeller til rådighed online

Belgien har en kilometerbaseret vejafgift for lastbiler i Flandern, Vallonien og Bruxelles. Satserne varierer efter region, vægt og euroklasse med årlige stigninger. Fra 2026 vil nulemissionskøretøjer ikke længere være helt fritaget, men de vil stadig betale reducerede infrastrukturafgifter. Officielle oplysninger er tilgængelige fra Viapass.

Mellemdyre vejafgiftsmarkeder

Frankrig bruger en motorvejskoncessionsmodel. Der opkræves bompenge på ruter, der drives af private virksomheder, og de betales i betalingsanlæg eller elektronisk. De årlige stigninger er beskedne og regulerede. Association des Sociétés Françaises d'Autoroutes udgiver flere oplysninger (https://www.autoroutes.fr/index.htm).

Italien følger en lignende koncessionsbaseret tilgang. Lastbiler betaler [ca. 0,10 euro pr. kilometer] (https://trans.info/en/europe-s-priciest-routes-444305) på Autostrade-netværket. Regeringen arbejder hen imod en mere dynamisk vejafgift i 2026, som potentielt kan knytte afgifter til trængsel og emissioner. Autostrade per l'Italia forklarer vejafgiftsberegninger

Ungarns HU-GO-system gælder for lastbiler over 3,5 ton på motorveje og hovedveje. Efter høj inflation er vejafgifterne steget kraftigt. Officielle opdateringer offentliggøres på hu-go.hu.

Lavpris- og overgangsmarkeder

Polens e-TOLL-system opkræver betaling pr. kilometer ved hjælp af GNSS-teknologi (satellit). Taksterne steg i 2025 og vil stige igen i 2026, mens betalingsnettet fortsat udvides. Den officielle platform er [etoll.gov.pl.] (https://etoll.gov.pl/)

Spanien er usædvanligt, fordi mange store motorveje er blevet afgiftsfrie efter udløbet af koncessionerne. Der er stadig nogle betalingsruter, og omkostningerne varierer pr. kilometer for lastbiler. Den spanske regerings holdning er beskrevet via [transportministeriet] (https://www.transportes.gob.es/movilidad-sostenible/actuaciones-prtr).

Rumænien har i øjeblikket et vignetsystem for lastbiler, hvor en syvdagesbillet koster omkring [71 euro og en årsbillet 1.425 euro] (https://www.taxeauto.ro/ro/rovinieta) for de tungeste køretøjer. Det vil ændre sig i juli 2026, når Rumænien indfører et afstandsbaseret bompengesystem kaldet TollRo. De første takster forventes at være lave, men de vil sandsynligvis stige med tiden. Aktuelle vignetpriser kan findes online

Ændringer i 2026

Flere udviklinger gør 2026 til et afgørende år for europæiske vejafgifter.

Holland indfører en kilometerbaseret vejafgift for lastbiler fra 1. juli og erstatter dermed Eurovignetten. Gennemsnitstaksterne forventes at ligge på omkring 0,19 euro pr. kilometer med rabatter for lavemissionskøretøjer. Officielle oplysninger findes på www.vrachtwagenheffing.nl.

Som nævnt vil Rumænien overgå fra vignetter til afstandsbaseret opkrævning, hvilket bringer landet på linje med nabolandene.

I hele Europa vil CO₂-baseret differentiering blive standard med færre undtagelser og strammere håndhævelse. Elektriske lastbiler vil fortsat have fordele, men fulde fritagelser bliver gradvist erstattet af reducerede satser i stedet for nulafgifter.

For flåderne betyder det en større eksponering for kilometerbaserede omkostninger og større incitamenter til at investere i renere køretøjer og bedre planlægningsværktøjer.

Hvordan vejafgifter former flådens adfærd

Operatørerne evaluerer nu ruterne for at afveje vejafgiftsomkostningerne i forhold til brændstofforbrug og rejsetid. Investeringer i Euro VI- og nulemissionskøretøjer retfærdiggøres i stigende grad ikke kun af brændstofbesparelser, men også af nedsatte vejafgifter. Desuden bliver vejafgiftstillæg mere eksplicitte i kundekontrakterne, og digitale værktøjer til ruteoptimering spiller en større rolle i den daglige drift.

Flåderne har derfor brug for nøjagtige prognoser, opdaterede køretøjsdata og klar synlighed af vejafgiftseksponeringen pr. rute og kunde. Beslutninger om indkøb af køretøjer bør tage højde for vejafgiftsklasser sammen med brændstofeffektivitet. Grænseoverskridende operatører bør prioritere interoperable bompengeløsninger og sikre, at chaufførerne forstår de lokale betalingsregler, især på veje med frit flow.

Vigtigst af alt er, at vejafgiftsomkostningerne skal afspejles på en gennemsigtig måde i prissætningen. Efterhånden som vejafgifterne bliver mere emissionsdrevne, vil flåder, der planlægger fremad, være bedre i stand til at beskytte marginerne og forblive konkurrencedygtige.

For flåderne er spørgsmålet ikke længere, om vejafgifterne vil stige, men hvor godt forberedt de er på at håndtere dem. I de kommende år vil det ikke kun handle om, hvor langt et køretøj kører, men også hvor rent, hvor og under hvilket system.

I takt med at vejafgifterne bliver tættere knyttet til emissioner, kilometertal og køretøjstype, er det vigtigere end nogensinde at forstå, hvad man betaler og hvor. SNAP hjælper flådechefer og operatører med at administrere betalinger og støtte chauffører med adgang til sikre, veludstyrede lastbilstoppesteder. [Tilmeld dig gratis i dag] (https://snapacc.com/sign-up/)

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onsdag 14 januar 2026 • Nyheder og opdateringer

EUROPAS MEST STRESSENDE BYER AT PARKERE OG KØRE I

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torsdag 08 januar 2026 • Nyheder og opdateringer

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