Einride AB
Einride is a Swedish technology company leading the transition to sustainable transport.
ID: 575876334514-86
Lobbying Activity
Meeting with Rosa Serrano Sierra (Member of the European Parliament, Rapporteur)
12 Nov 2025 · Weight and Dimensions Directive
Meeting with Pierfrancesco Maran (Member of the European Parliament)
6 Nov 2025 · Autonomous Vehicles
Response to 28th regime – a single harmonized set of rules for innovative companies throughout the EU
29 Sept 2025
Einride welcomes the intent of the 28th Regime to reduce administrative burden for fast-growing companies. However, for this regime to have a meaningful impact, we stress the importance of it to be ambitious. Einride would also like to submit the following specific inputs on the proposal's scope and implications. A concrete problem for scale-ups in the EU is the fragmentation of national regulations governing employee stock options (ESOs). The lack of predictability severely limits ESOs as a key incentive tool, placing pan-European companies at a profound competitive disadvantage against US peers. Einride, like other pan-European companies, is forced to conduct costly and time-consuming legal investigations to determine the feasibility and tax implications of offering ESOs in each Member State. In some it works well, but in others there are major hurdles. A core issue is the disparate treatment of the taxation event. In several countries, employees are taxed on the capital gain when options vest or convert into shares, even if those shares are illiquid and cannot be sold (the "dry tax" problem). This forces the entire financial risk onto the employee, making ESOs prohibitive incentives. The competitive US system, by contrast, links the tax event to a liquidity event (the actual sale of shares), treating the gain as capital. Growing a tech company in Europe requires attracting talent not only from other Member States but also from international regions. In this context, the difficulty in seamlessly transferring pension schemes is a major deterrent. American professionals face significant financial penalties or threats to long-term security (like retirement savings) if they spend more than a few years in Europe due to the lack of reciprocal transfer mechanisms. For European talent, relocating to the US carries less personal risk as they can typically move back and re-enter the European welfare system. For a US citizen, however, long-term employment abroad can lead to significant gaps in private retirement and college savings plans. This leads to more problems for European tech companies in attracting American talent than the other way around. Finally, the success of global tech, particularly in the US, is fundamentally tied to a willingness to take risk. This necessitates both an abundance of risk capital and a regulatory environment that encourages it. The current state of affairs in Europe creates a vicious cycle, making it increasingly difficult for high-growth companies to raise the necessary capital here compared to US counterparts. In this context, the 28th Regime, focused solely on harmonising rules between Member States, will not be sufficient. European institutions must also fundamentally rethink their own rules. An illustrative example is that the systemic risk aversion is explicitly codified in EU policies. For instance, the General Block Exemption Regulation (GBER) uses an outdated definition of "undertakings in financial difficulty." This definition often excludes high-growth, loss-making scale-ups from critical state and EU support for innovation, incorrectly labeling aggressive investment in R&D and market expansion as "financial distress."
Read full responseResponse to Clean corporate vehicles
8 Sept 2025
Einride would like to reiterate its support for the proposal on decarbonising corporate fleets and contribute to the call for evidence with a first of its kind study on electrifying fleets of trucks, which Einride has conducted with Fraunhofer ISI. This study provides a perfect example of why truck fleets should also be targeted in the new legislation. It illustrates that for fleets of trucks, there are substantial opportunities in electrifying smarter, thanks to digitalisation and AI-driven planning tools. This is, in particular, true for larger fleets for which the economic gains could be substantial. There is thus a need to nudge the large shippers and transport buyers in starting their electrification journey. A minimum binding zero-emission target is precisely the kind of nudge that could set the ball rolling. In the study, Einride and Fraunhofer ISI analyzed more than 38,000 shipments and operational patterns of over 200 vehicles operating for a leading grocery retailer, serving more than 500 sites within a 230 km radius from two distribution centers in the Berlin area, Germany. Using Einrides Planning AI, electric trucks were able to handle up to 85% of total payload and 54% of total mileage which significantly outperformed the 1:1 replacement approach, which reached 57% and 32% respectively. Moreover, the replanned system achieved 8-13% reductions depending on the baseline in fleet-level TCO compared to all-diesel operations. The study is found attached or in the following link: https://publica.fraunhofer.de/entities/publication/dc780649-f9c4-4d1f-99bc-617dd591ea06 A more general study by Linköping University, also showed that the cost-competitiveness of electric freight scales with demand, with larger fleets being better able to optimize routing and shipment allocation; balancing the shipment demand to minimize charging times that otherwise would make the fleet less competitive than their fossil-fuel counterparts. This, paired together with higher degrees of vehicle utilization and appropriate battery sizing, allow for electric freight to be cost-competitive even for long-haul distances up to 250 km. Significantly, the study showed that previous literature have not considered the possibilities of becoming cost-competitive with optimization of electric vehicle route planning and thus not also underestimating the competitiveness of electric freight, in particular on medium-long haul distances. More info on the study could be found in this link: https://doi.org/10.1016/j.trd.2024.104524 In short, for larger fleets of trucks there are substantial gains in electrifying operations and binding targets would not necessarily mean higher cost for larger shippers and transport buyers. In contrast, the cost of not addressing the emissions from HDV road freight could be huge. Given the increasing share of the unions emissions that stem from road freight, it would be a lost opportunity to not also address it in the upcoming legislation on decarbonising corporate fleets.
Read full responseMeeting with Mona Bjorklund (Director Mobility and Transport)
18 Jun 2025 · Exchange of views on electrification of road freight transport, policy initiatives in the field of road freight transport and digitalisation.
Response to Evaluation and revision of the Weights and Dimensions Directive
4 Jun 2025
As an operator of one of the largest fleets of electric trucks in the EU, Einride has extensive experience in identifying the factors that drive the shift to electric vehicles. An updated WD directive could play a crucial role in this transition and it is, hence, instrumental to move forward the revision. However, there is a risk that parts of the new directive will have a detrimental effect on electrification efforts, which needs to be avoided. Instead of a sunset clause allowing for higher weigths for cross-border diesel traffic, there should be temporary higher limits for e-trucks during the first few years, alternatively for e-trucks registered before a certain year. The latter would incentives the early movers that both take on a larger risk and costs in electrifying road freight. Giving temporary exemptions to electric road freight would also make more sense as there are much fewer such vehicles on the road, as well as few making use of the maximum payload. The potential impact in terms of safety concerns as well as wear and tear on the infrastructure could be relatively limited. Moreover, a temporary exemption for electric road freight will not lead to modal shift from rail to road, at least not in the short term. In contrast, temporary exemption for diesel will do just that as the volumes are much bigger. With increased adoption of electric trucks, we will also observe a greater uptake of solutions that address weight requirements and thus enable better weight management. This includes both differently designed trucks, more axles and specially designed trailers. Einride has, for example, together with major trailer OEMs designed such trailers. These trailers are already operational on the roads today. As a result of these trailers, we are able to implement solutions that had minimal to no impact on the payload for the customer. The problem is that they are produced in too small volumes, resulting in higher prices. With more electric trucks on the roads, the prices of such trailers will decrease, and more electric trucks will be able to meet weight requirements. Please see the attached position paper for more background and information.
Read full responseMeeting with Pierfrancesco Maran (Member of the European Parliament)
22 Apr 2025 · Autonomous Vehicles
Meeting with Rosa Serrano Sierra (Member of the European Parliament, Rapporteur)
10 Apr 2025 · Weight and Dimensions Directive
Meeting with Jörgen Warborn (Member of the European Parliament)
9 Apr 2025 · Electric transportation
Response to EU Start-up and Scale-up Strategy
17 Mar 2025
Responses to questions in the Call for Evidence: 1. Do you agree that startups and/or scaleups face the hurdles identified in this document? Yes, we also experience this when looking at regulation of new technology. For example, we face a lot more hurdles when deploying autonomous vehicles in Europe than in the US. However, discussions around deregulation in Europe often seem to prioritize protecting established industries (like OEMs from emission standards) rather than fostering new technologies. While it's understandable that legacy players may resist changes that could impact their business, this doesn't necessarily justify deregulation, particularly when it hinders reaching the EU climate targets. 2. Are there any additional hurdles faced by startups and/or scaleups? A major problem is that the EU focus on scale-ups and start-ups seems to reflect a misunderstanding that this is similar to supporting SMEs. If anything, there should be less focus on SMEs and more focus on how conditions could be created for companies to grow and scale rapidly. Current EU rules directly hinder this. For example, the definition of undertakings in financial difficulty in GBER essentially excludes any normal start-up and scale-up. Such companies are measured on different metrics, such as growth in revenue and market share. However, during the growth phase, there is no problem in running at a loss and using capital. The GBER rules create an effective ban for normal start-ups and scale-ups from much of the EU funding and national subsidies. This is just one of several examples of how the EU rules are not adapted to foster fast growing and scaling companies. The focus on competitiveness, scale-ups, and start-ups is welcome. But it wont materialize if we do not also change our mindset. That is a larger task at hand than producing new (or revising existing) regulations. Still, there are specific actions that could be taken. As an example, EIB is so risk-averse that we get a better deal going to private banks. Meanwhile, what is considered high risk in Europe is deemed low risk in the US. And as a consequence, they might have failed projects in the US, but they also have a lot more unicorns and innovation reaching the market. Thus, it would be welcome with the change in EIB risk-taking that is hinted at in the competitiveness compass. Finally, a big challenge for green technology companies in Europe is the lack of government procurement opportunities. Unlike the US or China, where government contracts frequently support scaling innovative technology, Member States often defer to large corporations for fulfilling public sector contracts. 3. What actions do you think the EU and/or its Member States should take to address these hurdles? Revise GBER to adjust to start-up and scale-up reality rather than slow-growing SMEs. A key to the US success has been the abundance of venture capital and openness to risk. The lack thereof creates a vicious cycle where it becomes harder and harder to raise the necessary capital in Europe compared to in the US. To foster a more conducive investment environment, more favorable tax rules for VC investments, tax triggers enabling recruitment of key talents, administrative requirements, and equity laws need to be revised. A reasonable approach would be to align government procurement with national and EU climate targets. For example, given the ambition to cut emissions from diesel freight, governments should cease procuring diesel-based freight services, shifting instead to electric. Some countries have more flexible state-supported financial institutions. As some EU funding also gives advantage to projects with involvement of state-owned finance agencies (i.e. implementing partners under CEF), the EU needs to be clearer in its recommendations for Member States to have such support mechanisms. Otherwise, companies will be put at a disadvantage solely depending on which country they are from.
Read full responseMeeting with Henna Virkkunen (Executive Vice-President) and
22 Jan 2025 · WEF roundtable with several EU tech startups and investors: iGenius, AprioriBio, Technogym, Hubert Burda Media, Einride, Poolside, Algorithmiq Inc, evolution, D-CRBN, you.com, Hugging Face, GovTech Campus Deutschland, General Catalyst
Response to Approvals of unilateral extensions of ETS2 scope and corresponding additional allowances
17 Oct 2024
Einride ser positivt på att hamnar och flygplatser inkluderas i ETS2. Det finns stor potential för att digitalisera, elektrifiera och automatisera de tunga transporterna redan idag. Utifrån Einrides egen erfarenhet vet vi att logistiknav såsom större fabriksområden, hamnar och flygplatser har mycket stora möjligheter att snabbt gå över till elektrifierade och automatiserade transporter. 2023 och 2024 har vi lanserat större laddstationer i intermodala noder och hamnar både i Sverige och USA. Den administrativa bördan skulle också minska genom att ta bort undantag för t.ex. jord- och skogsbruk. Därmed kan frågan ställas om inte jordbruket kan kompenseras på mer träffsäkert sätt än genom undantag från högre dieselpriser.
Read full responseResponse to Amendment to the CO2 determination regulation for heavy-duty vehicles
30 Jul 2024
- Comprehensive GHG Accounting: Implement a comprehensive accounting system for all greenhouse gases (GHGs), particularly methane, and use carbon dioxide equivalents (CO2e) instead of focusing solely on CO2. - Full Fuel Cycle Emissions: Adopt the ISO 14083 standards to include full fuel cycle emissions (well-to-wheel) in all discussions and assessments, especially for biofuels. This provides a more accurate picture of the emissions impact. - Regenerative Braking Impact: Ensure the assessment and reporting frameworks include the impact of regenerative braking on emissions. - Electricity Mix Scenarios: Develop and incorporate scenarios that reflect both the current electricity mix and a 100% renewable mix. It is important to consider the significant variations in emissions from electricity generation, such as the average EU mix (~350 gCO2e/kWh) versus much lower emissions in some countries (Sweden ~20 gCO2e/kWh), to avoid misleading conclusions about electric vehicles. Currently, the term clean hydrogen is widely implemented, often without clarity about its implications. Comparisons between electric vehicles charged with average grid electricity and "clean hydrogen" vehicles lack transparency. For such comparisons, it is more appropriate to use electric vehicles powered by 100% renewable energy. Primary Energy Use and Efficiency: Evaluate and report total primary energy use and fuel production efficiency by technology. Emphasize that "clean hydrogen" and e-fuels are significantly less efficient compared to electricity. This will provide a clearer understanding of the comparative advantages and disadvantages of different energy sources.
Read full responseMeeting with Emma Wiesner (Member of the European Parliament)
30 Jun 2023 · Talare: Samtal om batterier, innovation och morgondagens energisystem