On 22 April 2026, the House of Representatives debated the government's measures against high energy and fuel prices. This was prompted by the international turmoil surrounding the Middle East and concerns that rising oil, gas and fuel prices would again affect the Dutch economy.
For the food sector, this debate is relevant because energy and fuel are everywhere in the food chain.
The cabinet is not opting for a broad reduction in fuel excise duties for the time being. Several parties urged this, but the cabinet is sticking to targeted measures and wants to save financial room for when the crisis worsens. For food companies, this means they should not count on quick, general tax relief at the pump for the time being.
Transport came out emphatically. The government recognises that transport companies are hit hard by higher fuel prices. This directly affects food, especially for fresh products, refrigerated transport and fine-meshed distribution. Higher diesel costs do not disappear by themselves; they slide through the chain.
The truck levy was also discussed. For the food sector, every extra kilometre affects fresh produce logistics. This is especially true for short chains, regional suppliers and companies with smaller volumes.
Fisheries received explicit attention. Support for energy efficiency and fuel economy was discussed. This is important because local fishing does not only affect fishermen. It also affects auctions, processors, fish specialists, catering and consumers. If local supply weakens further, dependence on imports increases.
It further emerged that the impacts could become wider. Not only fuel, but also fertilisers, animal feed, raw materials and energy-intensive production could become more expensive. This could put further pressure on food prices later on.
The truck charge is a new kilometre charge for trucks and heavy commercial vehicles from 1 July 2026. The charge applies to vehicles over 3,500 kilos in the N2 and N3 category. Ordinary vans up to and including 3,500 kilos are usually not covered.
The amount depends on weight and emissions. The average rate will be around 19.1 cents per kilometre in 2026. As an indication, a modern 16-tonne Euro 6 truck will pay around 16 cents per kilometre. An all-electric truck in the same weight class will pay around 3.5 cents per kilometre. For heavier vehicles, the rate may be higher
The main conclusion: the government sees the pressure on energy, fuel and food prices, but chooses limited and targeted measures for now. So there will be no broad solution that takes the cost pressure out of the chain.
Food companies will have to monitor their own cost more closely. Fuel, energy, refrigeration, packaging and transport are no longer side items. They help determine whether a product remains profitable.
Communication is also becoming more important. Grocery prices are politically and socially sensitive. Consumers see the price on the shelf, but not always the costs behind it. Entrepreneurs would do well to explain price increases factually: raw material, labour, energy, packaging, transport and loss.
For short chains, there is an opportunity at the same time. Local production and regional delivery are not automatically cheap, but they do make the chain more manageable and less dependent on distant supplies.
This debate shows that energy policy, transport policy and food policy are increasingly intertwined. The food sector should therefore look not only at its own energy bill, but at the whole chain behind the product.
The task is clear: steer more sharply on costs, organise logistics smarter, be transparent about price structure and keep investing in practical sustainability where it is technically and financially possible.
https://www.tweedekamer.nl/kamerstukken/detail?id=2026D19726&did=2026D19726
