What Does the Introduction of the Transit Route Network Mean?

On 1 January 2026, Decree No. 44/2025 (XII. 23.) of the Ministry of Construction and Transport entered into force. This decree substantially amends Decree No. 26/2021 (VI. 28.) of the Ministry for Innovation and Technology on road administration and introduces a new legal concept into Hungarian road regulation: the transit route network.

The decree establishes a two-tier system, dividing the transit route network into two components:

• the core transit route network, comprising the main international and national transit corridors (motorways, expressways, and specified sections of main roads); and

• the supplementary network, connecting the core network to logistics centres, industrial parks, ports, and Budapest Liszt Ferenc International Airport.

The amendment also introduces a new road designation system:

• elements of the core network receive a “T–” numbering in addition to national road numbering;

• elements of the supplementary network are designated with a “TI–” marking, together with a reference to the endpoint.

This system creates a uniform legal and administrative basis for identifying transit routes.

The new Annex 2/A to the decree lists all elements of the transit route network in detail, specifying the road numbers, routes, kilometre sections, and the nature of each segment (expressway, main road, section affecting residential areas).

The statutory designation of the transit route network lays the foundation for future traffic regulation, restriction, monitoring, and potential toll-setting measures, with particular regard to heavy goods vehicle traffic. The regulation affects municipalities, carriers, and logistics and industrial stakeholders alike.

The amendment applies from 1 January 2026 without transitional provisions, meaning that from this date the transit route network becomes a mandatory reference point for road administration and legal enforcement.

In order to preserve the competitiveness of domestic carriers alongside regulatory objectives, the Ministry of Construction and Transport concluded an agreement with professional carrier interest groups on 19 December 2025. Under this agreement, inter alia:

• carriers supported the routing of freight traffic along designated roads;

• a two-stage toll increase will take place in 2026 (a total increase of 35% compared to 2025 rates);

• regional freight traffic restrictions will be reviewed quarterly, with the involvement of professional organisations.

The agreement was signed not only by state actors but also by several national professional and representative bodies, including the National Toll Payment Services Plc., Hungarian Public Roads Nonprofit Plc., and leading freight and logistics associations.

Stricter Traffic Rules under the Highway Code to Reduce Transit Traffic

On 1 January 2026, Government Decree No. 439/2025 (XII. 23.) entered into force, introducing significant amendments to Joint Decree No. 1/1975 (II. 5.) KPM–BM on Road Traffic Rules (the Hungarian Highway Code – KRESZ).

Under the amended rules, heavy goods vehicles may travel only on motorways, expressways, and main roads, and heavy goods vehicles without a destination in Hungary may, as a general rule, use only the statutorily designated transit route network. The regulation clearly establishes that purely transit freight traffic may not arbitrarily deviate from designated routes or freely use main or secondary roads.

As in all regulatory frameworks, exceptions apply. The amended Highway Code specifies cases in which the restriction does not apply. Heavy goods vehicles are exempt where they operate within the same county as their point of origin or destination—or, if this is not possible, a neighbouring county—and are engaged in loading or unloading goods, performing work using special equipment, or travelling to or from the operator’s premises. These exceptions must be interpreted narrowly in both territorial and functional terms and do not apply to general transit traffic.

The decree also clarifies another provision of the Highway Code by expressly including road operator functions alongside public cleanliness and public health duties. From an interpretative perspective, this strengthens the role of road operators and provides them with a broader legal basis for traffic management measures.

The amendment renders the provisions relating to the transit route network directly enforceable. From 1 January 2026, breaches of these rules may constitute an infringement, giving rise to misdemeanour or administrative sanctions. The changes are of particular relevance to carriers, logistics service providers, and municipalities affected by transit routes.

The overarching objectives of the amendments are therefore to exclude transit freight traffic from non-designated road sections and to enhance the protection of residential areas and secondary roads. In light of the transformed legal environment, affected economic operators are advised to review their traffic and route-planning practices.

At present, it is not yet possible to determine precisely the extent to which traffic volumes will increase on designated transit routes as a result of the new regulation, how this will affect private road use, or the degree to which costs for carriers and businesses will rise. These impacts will become clear only through future practical experience.

Under the rules currently in force, the general rate of personal income tax (PIT) is 15 per cent of the tax base. In everyday language, many people lump the different concepts together and simply call every case in which no tax is deducted from their gross salary a “tax exemption.” From a legal-dogmatic perspective, however, classical tax exemption must be sharply distinguished from tax allowances. While tax-exempt revenues do not form part of the tax base in the first place, the tax system also recognises different rules that result in a reduction of the private individual’s tax: these are tax allowances reducing the consolidated tax base.

A particular characteristic of personal income tax is that these tax allowances and tax exemptions may be claimed only against income falling within the consolidated tax base and the tax thereon, and exclusively up to that amount.

When enforcing overdue monetary claims, the time and cost involved in court litigation often act as a deterrent for the claimant. However, the Hungarian legal system provides a faster alternative that dispenses with the taking of evidence, known as the order for payment procedure (FMH).

This substitute for litigation, a simplified civil non-contentious procedure, is one of the most effective legal tools for enforcing claims, provided that the obligor does not contest the debt on the merits.

The National Assembly has adopted its individual resolutions on the election of the members and officers of the investigation committees, thereby concluding the procedural process of establishing the bodies. Under the decisions, both the Investigation Committee Uncovering the Systemic Crisis of Child Protection and the Investigation Committee Uncovering Those Responsible for the Pardon Scandal have received their final personnel compositions, allowing the elected representatives to immediately begin performing their independent duties as set out in the resolutions.

In our previous article titled “Significant Changes in Consumer Protection in 2026”, we presented the significant changes that the relevant Government Decree will bring to consumer protection this year. In this article, we present in more detail what webshops and consumers can expect in relation to the “online withdrawal function” already outlined there.

In this article, we present Directive (EU) 2023/970 of the European Parliament and of the Council (10 May 2023) on strengthening the application of the principle of equal pay for equal work or work of equal value between men and women through pay transparency and enforcement mechanisms, as well as the expected related changes in Hungary.