Summary in English: Oslo – Pioneering City for Zero-Emission Heavy Transport

In 2020, the City of Oslo launched a dedicated project to reduce emissions from heavy transport, called “Pioneering City for Zero-Emission Heavy Transport.” Since then, the City has worked strategically to drive the transition of heavy transport toward zero emissions through targeted measures. The goal of being a leading city applies both to demonstrate to other cities what is possible and which measures are effective, and to show the national government that national policies and frameworks are needed to achieve this transition. 

The registration of trucks over 12 tons has seen a significant development between 2018 and 2024 in Oslo. Until 2018, the registration of heavy-duty vehicles consisted exclusively of fossil fuel vehicles. By 2024, electric trucks accounted for 15.9% of new registrations, and biogas-powered trucks made up to 17.0%. 

The development in the fleet of trucks over 12 tons during the same period shows a gradual shift to zero-emission alternatives in Oslo. The average operational time of a truck in Norway is approximately 6-7 years (DNV, 2021), and the transition pace in the vehicle fleet reflects this. At the same time, the number of electric trucks increased from 13 in 2020 to 184 in 2024, and biogas-powered trucks increased from 135 in 2020 to 411 in 2024. In 2018, almost the entire truck fleet in Oslo was fossil-fueled, while electric trucks now make up 4.9% of all trucks over 12 tons, and biogas-powered trucks account for 8.5% of the fleet. 

Compared to national truck sales figures for 2024, Oslo is significantly ahead in transitioning to zero-emission vehicles. For trucks over 12 tons, electric and biogas-powered vehicles account for 16% and 17% of new vehicle sales in Oslo, whereas the corresponding national figures are only 7% and 11%. In the vehicle fleet, electric and biogas-powered trucks account for 4% and 9% in Oslo, while the shares in the surrounding region of Akershus are 2% and 6%. The national fleet figures are 1% and 3%, respectively. These numbers indicate that it is more attractive to have zero-emission vehicles in Oslo compared to the rest of the country. Many of the vehicles operating in Oslo are registered and have depots in Akershus, and many of the measures implemented in Oslo have also influenced new vehicle sales and the fleet composition in Akershus. Consequently, the transition of vehicles in Akershus also contributes to emission reductions locally in Oslo. 

The distribution of crossings through the toll rings, Outer city border (Bygrensen), Extended city centre (Osloringen), and City centre (Oslo indre), is shown in the figure below. It provides insight into how electric and biogas-powered trucks are used in different parts of the city. Figure 13 in Chapter 2.3 shows the locations of the toll rings on the map. Zero-emission vehicles account for an increasing proportion of crossings the closer one gets to the city center. Electric trucks have a particularly high share in City centre where the proportion of electric vehicle crossings is double compared to the others. This development can be explained by the fact that electric trucks are often used for tasks in the core city centre, and that those most affected by the toll system have a stronger economic incentive to transition. 

Overall, there is a development where zero-emission trucks pass through the toll rings more frequently than their fleet share alone would suggest. This may be partly because zero-emission vehicles registered in neighbouring county  Akershus are often used on routes that frequently pass through Oslo’s inner toll rings. Many major distributors have depots in Akershus, and their vehicles are therefore registered in Akershus but operate extensively in Oslo. Additionally, this development can be explained by the fact that electric and biogas-powered trucks are prioritized for distribution and goods transport within the toll rings, where they achieve significant economic benefits from toll exemptions. 

National measures and policies also impact developments in Oslo. National frameworks, subsidies, and plans provide an important foundation for vehicle transition across the country. In parallel with the local initiatives, several national policies and measures have been introduced, including: 

• Subsidies for purchasing zero-emission and biogas vehicles. 

• Subsidies for fast charging. 

• National charging strategy, charging plan, and heavy vehicle package in the National Transport Plan (NTP). 

• Environmental requirements in public procurement. 

The national measures had varying degrees of impact on the transition of the heavy transport fleet in Oslo. For example, subsidies for purchasing zero-emission vehicles have been actively used by transport operators in Oslo, while no fast-charging stations have been established in the City through Enova’s national support programs. 

The transition to zero-emission trucks in Oslo has been influenced by several factors beyond policy measures. Development has been driven by a combination of technological advancements, change in market, and influence from major industry players with ambitious climate goals. Electric and biogas-powered trucks have become more available and cost-effective in recent years, reducing previous barriers to investing in new solutions. This has been an important driver of the transition. 

The measures introduced over the past six years have played a crucial role in driving the transition of the heavy duty vehicle fleet in Oslo. By combining financial incentives such as grant programs and differentiated toll rates with the active use of procurement leverage, targeted communication efforts, and platforms for cooperation and dialogue with the transport sector, the City has created an ecosystem of measures that stimulate the transport sector’s transition. Although it is the sum of all contributions that has led to success, certain measures have been particularly important for development during this period: 

• Strategic use of procurement power through requirements and weighting in public procurement has been an important incentive for the transition. 

• Differentiated toll rates have made choosing electric and biogas vehicles economically advantageous in Oslo. 

• The interaction between the City’s and Enova’s subsidies has contributed to reduced investment costs for vehicles and an improved charging infrastructure. 

• Communication initiatives and predictability in regulatory frameworks and measures are also prerequisites for a successful transition. 

The combination of the measures mentioned above has been crucial to achieving the overall impact on the vehicle fleet. To maintain progress in the transition to zero-emission heavy transport, it is necessary to further develop existing measures and explore new initiatives. The measures implemented so far have now taken hold, and the transition has begun to accelerate. This, combined with more modern technology and larger transport operators placing demands on their subcontractors, suggests that the transition is likely to speed up with continued implementation of measures.

Going forward, it is recommended to further develop the charging and fueling infrastructure in the city, focus on increased regional development and cooperation, and carry out targeted efforts aimed at smaller transport operators to ensure their transition as well. In addition, the City should continue its political work towards national authorities to improve regulatory frameworks, while maintaining continuity and predictability in its own measures, with a focus on successful initiatives.