The Netherlands is a European leader in taxi decarbonisation: one in four taxis are zero-emission vehicles. But as the country pushes forward, a critical question emerges: how effective are the increasingly ambitious greening targets if the conditions needed to achieve them are not yet in place?
In 2024, 23% of the Netherlands¡¯ 39,000 taxis were zero-emission vehicles. In contract transport, which covers services for municipalities and healthcare, the share rises to 32%. This places the country among Europe¡¯s top performers.
This early progress has been driven by a combination of supportive factors. Public procurement has played a key role, with zero-emission requirements increasingly built into service contracts. At the same time, long-term investment in charging infrastructure, particularly in major cities, has created the foundation needed for uptake.
National and local incentives, including the MIA tax deduction (a Dutch green investment incentive that was available until 2024) and city-specific subsidy schemes, have provided important financial support.
In addition, regulatory flexibility is helping widen access: from July 2025, drivers with a standard B licence will be allowed to operate zero-emission vehicles up to 4,250kg, such as wheelchair-accessible taxis.
Ambition is starting to outpace reality
Despite these advances, ·¬ÇÑÊÓƵmember the Royal Dutch Transport (KNV) warns that growing ambition is running into real-world limits especially as deadlines approach and expectations rise.
¡°In several regions, companies face long waiting times before they can connect new charging points or expand existing ones due to grid congestion,¡± explained KNV Chairman Fred Teeven.
Without faster grid upgrades, many operators risk being unable to electrify their fleets even when they are willing and ready to invest.
Limited fast-charging infrastructure adds pressure. ¡°Sustainability depends not only on vehicle availability, but also on a robust and accessible charging network, especially for high-utilisation fleets like taxis,¡± highlighted Fred Teeven.
Unequal access to funding
While early subsidies have helped some operators get started, the financial burden remains high. Although the total cost of ownership for zero-emission vehicles is more favourable, their upfront purchase price remains significantly higher than that of conventional vehicles.
¡°Not all operators have the same investment capacity. Financial instruments must continue to support companies of all sizes,¡± stressed Fred Teeven.
Policy clarity is still missing
Planning is further complicated by a lack of national decisions on key issues. Some cities plan to include taxis in their upcoming zero-emission zones, but a national framework is still pending.
¡°Operators need clarity well in advance. Transition periods and targeted exemptions are essential, particularly for contract transport providers,¡± said Fred Teeven.
Hydrogen: Promising but not yet ready
Pilot projects for hydrogen-powered taxis are underway. However, widespread rollout depends on significant infrastructure investment and ongoing policy support.
Lessons for Europe and beyond
The Netherlands shows what¡¯s possible when policy, procurement and infrastructure align. But it also illustrates what happens when targets advance faster than the systems needed to support them.
Ambition alone is not enough. If Europe¡¯s taxi fleets are to decarbonise successfully, practical solutions must keep pace with political goals.
That means continued investment, coordinated policy frameworks, and support mechanisms that reach operators of all sizes to ensure that no one is left behind in the transition.