Susie Jones
Novinky a aktualizace • 3 min čtení

Řidiči nákladních vozidel zpochybňují pojem "nedostatek řidičů"

Vytvořeno: 15.08.2024

Aktualizováno: 18.12.2024

Dne 11. dubna 2024 zahájilo ministerstvo dopravy konzultaci o opatřeních na zmírnění nedostatku řidičů. Hledají se návrhy, které by umožnily, aby osoba před udělením prozatímního řidičského oprávnění pro těžká nákladní vozidla mohla absolvovat teoretické zkoušky a zkoušky pro manévry mimo pozemní komunikace.

Po událostech Covid-19 a brexitu došlo v odvětví k poklesu počtu řidičů nákladních vozidel. Pandemie zpozdila 30 000 testů pro nové řidiče a brexit tvrdě zasáhl společnosti provozující vozové parky - mnoho evropských řidičů kamionů opustilo Spojené království.

Zpráva SNAP z roku 2023 naznačuje, že v příštích 10 až 15 letech by toto odvětví mohlo dosáhnout "bodu zvratu". Vzhledem k rychlým změnám v odvětví jsou online objednávky jedním z nejrychleji rostoucích požadavků - v kombinaci se stárnoucí pracovní silou potřeby odvětví přerostou nedostatek kvalifikovaných řidičů.

Co si myslí řidiči kamionů?

Na sociálních sítích vyzval SNAP řidiče, aby vyjádřili svůj názor na návrh stanovený ministerstvem dopravy. Mnoho řidičů se k programu nevyjádřilo, 72,5 % z nich však zpochybnilo termín "nedostatek řidičů" a označilo ho za strašení.

Namísto toho uvedli, že zkušení řidiči opouštějí odvětví a že to odrazuje nové uchazeče:

Mzdy

Ze 72,5 % respondentů jich 28 % uvedlo, že je odrazuje nízká mzda. Řidiči na stránkách SNAP na sociálních sítích naznačovali, že by si mohli vydělat více v různých profesích:

"Mám řidičský průkaz na nákladní vozidla, ale nemám chuť ho používat. V současné době si vydělám více na hodinu jako instruktor autoškoly. Vůbec nejde o nedostatek řidičů. "

"Plaťte řidičům více peněz a poskytněte jim lepší zázemí. "

O platech řidičů nákladních automobilů ve Velké Británii panují mylné představy - panuje názor, že řidiči nákladních automobilů vydělávají více než průměrný pracovník. Podle National Careers činí průměrný plat řidiče nákladního vozidla ve Velké Británii 22 000 až 40 000 liber - přičemž zkušení řidiči vydělávají nejvyšší částky.

Zařízení

Mnozí z nich se zaměřili také na zařízení - 20 % z nich obviňovalo špatné standardy, které odhánějí kvalifikované řidiče. Úroveň vybavení zastávek pro kamiony ve Velké Británii byla ze strany pracovníků v oboru velmi kritizována a mnozí z nich uvedli, že za ty peníze nestojí.

Ministerstvo dopravy přijalo významná opatření v podobě grantového programu v hodnotě 6 milionů liber Program podpory parkování nákladních vozidel a péče o řidiče - podpořený dalšími 10,5 milionu liber od průmyslu. V rámci tohoto programu se bude investovat do 38 zastávek pro nákladní automobily v Anglii, aby se modernizovalo zázemí pro řidiče, včetně nových sprch a restaurací, a také do lepšího zabezpečení.

Kromě modernizace zázemí se počítá s vytvořením přibližně 430 nových parkovacích míst pro nákladní automobily, což povede ke snížení počtu odstavných stání a zaplnění parkovišť v podvečer.

Nedostatek práce

Stejně tak 20 % řidičů vysvětlilo, že mají řidičský průkaz, ale nemohou najít práci. Podle Národního statistického úřadu (ONS) je ve Spojeném království více než 183 000 pracovních míst pro řidiče nákladních vozidel. Navzdory tomu se v každém regionu nabízejí jiné pracovní příležitosti, což vede k nerovnoměrné poptávce po celém Spojeném království. Více řidičů se podělilo o své zkušenosti s tím, jak se snaží získat práci:

"Už sedm měsíců mám první třídu a nemůžu sehnat práci. Rád bych věděl, kde je nedostatek. "

"Jaký nedostatek? Není moc práce k mání. "

Osvědčení o odborné způsobilosti řidiče

10 % respondentů, kteří nesouhlasili ani nesouhlasili s pojmem "nedostatek řidičů", uvedlo, že Osvědčení profesní způsobilosti řidiče (CPC) sehrálo rozhodující roli při snižování počtu řidičů nákladních vozidel.

Systém CPC byl zaveden v roce 2009 a jeho cílem je zvýšit bezpečnost silničního provozu, profesionalitu a povědomí o životním prostředí - zajišťuje také, aby řidiči splňovali všechny zdravotní, bezpečnostní a právní požadavky. Výsledky konzultace týkající se revize politiky CPC ukázaly, že 47 % řidičů nákladních vozidel uvedlo, že je neúčinná nebo velmi neúčinná. Ze sociálních médií SNAP jeden řidič uvedl následující komentář:

"Zbavte se CPC a já si vezmu směny. Nebudu platit za to, že budu dělat 35 hodin a učit se dělat to, co jsem předtím dělal léta každý den. "

Vláda nastínila řadu změn v CPC, které mají zvýšit flexibilitu při obnovování a získávání kvalifikace. Kromě změn v délce kurzu vláda spolu s Agenturou pro standardy řidičů a vozidel (Driver and Vehicle Standards Agency) připraví více základního obsahu kurzu.

Vnější faktory, jako je brexit a COVID-19, v kombinaci s problémy souvisejícími s odvětvím významně ovlivnily míru zaměstnanosti v odvětví nákladní dopravy. Ve stále se vyvíjejícím prostředí musí odvětví pokračovat ve změnách, pokud je to nutné, aby přilákalo a udrželo si více řidičů.

O společnosti SNAP

SNAP je digitální tržiště - spojuje cesty vozového parku ze skladu do místa určení v celé Evropě prostřednictvím technologie, bezpečnosti a rozsáhlé evropské sítě.

Službu využívá každých 13 sekund jeden z více než 190 000 řidičů kamionů, kteří používají platební systém SNAP. Transakce probíhají v síti více než 600 servisních partnerů pro nákladní vozidla v celé Evropě. Zaregistrujte se zdarma

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středa 18 června 2025 • Novinky a aktualizace

ZNOVUOTEVŘENÍ POLSKO-UKRAJINSKÝCH HRANIC: CO BY MĚLI VĚDĚT PROVOZOVATELÉ VOZOVÉHO PARKU

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After months of disruption, freight traffic between Poland and Ukraine is moving freely again. But with tensions still simmering and the threat of renewed blockades on everyone’s minds, fleet operators must remain alert to the risks – and prepared to protect driver welfare on both sides of the border.This article explains what caused the disruption, how it affected drivers, and the steps you can take to reduce the impact if industrial action returns.The situation began in late 2023 when Polish truck drivers began protesting at major border crossings. They claimed that the EU’s decision to waive permit requirements for Ukrainian hauliers – introduced as a temporary wartime measure – led to an influx of lower-cost operators undercutting Polish firms.The protests escalated, blocking key freight routes into Ukraine and trapping thousands of vehicles in queues stretching for miles. At its peak, the blockade left at the border, some waiting more than a week to cross. Non-Ukrainian EU drivers, too, suffered long delays, strained schedules and poor conditions. What began as a logistical dispute evolved into a broader protest by Polish truckers over Ukrainian imports, market access, and the impact of emergency EU transport measures. Polish farmers soon joined in, frustrated by the effect of Ukrainian agricultural products on domestic prices.Polish drivers also for border crossings – known as eCherha – arguing that it put EU hauliers at a disadvantage. While the system was designed to streamline freight movement by allowing carriers to pre-book crossing slots, Polish operators claimed it gave Ukrainian firms greater flexibility and faster access. Issues such as language barriers, limited integration with EU logistics systems and inconsistent implementation left many EU drivers waiting longer at the border, further fuelling the perception of unfair treatment and contributing to the broader unrest. Protests begin at Dorohusk, Hrebenne and Korczowa crossings. More crossings are blocked, including Medyka; three Ukrainian drivers die waiting in queues. The Polish government comes to an agreement to pause the blockade until March. Sporadic blockades resume at smaller crossings. A new four-month blockade began at Yahodyn-Dorohusk but was overturned in court. All major border crossings remain open, but the risk of future disruption remains.In response to the disruption and its wider implications, the Polish government has taken a proactive stance. Border crossings with Ukraine have been designated as critical infrastructure, giving them greater protection from future blockades and helping to ensure the continued flow of freight, humanitarian aid and military support. A new Council for Cooperation with Ukraine has also been established to generally strengthen ties between the two countries. Part of its remit is to improve coordination across trade and transportation. In parallel, Poland is investing in eastern border infrastructure and engaging with EU officials to press for fairer terms for Polish hauliers. While these actions may not resolve the situation overnight, they signal a longer-term commitment to stability and structured dialogue.The blockade created unacceptable conditions for professional drivers. Many spent days or weeks in their cabs with no access to toilets, food or running water. Some were stuck in freezing temperatures with no heating or shelter. during the blockade period, with exhaustion and untreated medical conditions believed to be contributing factors. The disruption also caused significant mental and emotional strain, particularly for Ukrainian drivers trying to reach or return from home during wartime. Delays affected not only trade but also the movement of fuel, aid and military goods critical to Ukraine’s national defence.While Polish protesters insisted that humanitarian and military aid vehicles were permitted through the border, indicate that this wasn’t always the case.These conditions weren’t just traumatic for drivers – they also exposed gaps in fleet risk management and emergency planning. Operators must now treat border disruption as an ongoing threat.Although the situation has stabilised, underlying tensions between Polish hauliers, Ukrainian operators and EU policy remain unresolved. Fleet managers operating in or near the region should be alert to the possibility of further industrial action – especially during seasonal pressure points or EU policy reviews.Here are the SNAP team’s recommendations for managing the situation effectively:Stay up-to-date with news from Polish and Ukrainian logistics associations and government sources. Subscribe to border traffic alerts and follow trusted logistics partners for real-time updates.Have contingency plans that redirect vehicles through Hungary, Slovakia or Romania if crossings between Poland and Ukraine become blocked again.Ensure your trucks are stocked with essentials: food, water, power banks and medical kits. During periods of unrest, access to secure truck parking in Poland is essential, so that your drivers are safe, rested and off the roadside. Equip drivers with up-to-date information on secure truck parking and rest areas along their route.Our has an interactive map of truck parking, with 11,000 HGV service providers across Europe, including Poland, Hungary and Slovakia. It’s an easy-to-use tool for finding secure truck rest areas in Poland, making it especially valuable during periods of industrial action. Although the app does not currently offer bookable truck parking in Ukraine, Ukrainian operators and drivers can use intruck to locate reliable rest stops within the EU during long-distance journeys or times of disruption.With increased demand during periods of disruption, advanced booking is critical. Drivers can also use intruck to find and book trusted truck parking in Poland in advance. Whether your vehicles are travelling deep into Eastern Europe or returning westward, it allows your drivers to access parking for trucks near Warsaw and other high-traffic areas.Establish check-in schedules, especially if long waits or diversions are expected. Reassure drivers that their wellbeing is a priority and provide support if they face unexpected delays. If possible, suggest secure lorry parking locations in Ukraine in advance, so they know where to take a break.The reopening of the Poland-Ukraine border is welcome news for fleets operating in Eastern Europe. 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středa 04 června 2025 • Novinky a aktualizace

DOPAD VÝPADKU PROUDU NA PYRENEJSKÉM POLOOSTROVĚ V ROCE 2025 NA SILNIČNÍ DOPRAVU

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On 28 April 2025, a widespread power outage swept across the Iberian Peninsula, leaving millions of homes, businesses and public services in Spain and Portugal without electricity. The Spain-Portugal blackout, which began at 12:33pm local time, affected major cities including Madrid, Barcelona, Lisbon and Porto, as well as large parts of the surrounding regions. In some areas, power returned within four to six hours; in others, the disruption lasted well into the following morning.Although the precise cause is still under investigation, early reports suggest a failure in the cross-border transmission network disrupted electricity flow across both national grids. The impact was swift and widespread, halting train services, grounding aircraft, affecting hospitals and public services and paralysing digital infrastructure. For the transport and logistics sector, the challenge was immediate, touching every aspect of road-based operations, from freight and fuel supply to traffic control and driver welfare.“When power fails, so do many of the systems we rely on to keep roads safe – from traffic lights and signage to communications,” says Raquel Martinez, European Sales Manager at SNAP. “For both drivers and fleet operators, the 2025 blackout highlighted just how quickly routine journeys can become high-risk and how important it is to be aware of where drivers can stop to maintain the security of themselves and their loads.”For transport firms, the first and most pressing issue was the suspension of freight movement. Across the Iberian Peninsula, operations at warehouses, fulfilment centres and cross-docking hubs slowed or stopped entirely. International movements were also affected, with trucks held at borders as authorities worked to restore basic traffic control and ensure road safety.With rail freight at a standstill, some operators attempted to shift loads onto the road network, but this brought its own limitations. Congested routes, inoperative traffic systems and patchy fuel access meant that road transport couldn’t absorb the demand. It took several days to clear the backlog and restore supply chain reliability.The Iberian power cuts also revealed the extent to which modern infrastructure depends on digital systems. Traffic lights in major cities went dark, causing congestion and increasing the risk of accidents. Electronic signage, motorway sensors and smart routing systems all failed, depriving drivers of real-time guidance and updates.Toll booths were similarly affected. With automatic barriers and electronic payment systems out of action, staff in some areas had to lift gates manually or collect cash. 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Emergency kits – containing snacks, water, torches, power banks and reflective clothing – can offer reassurance and practical help. “Operators may also wish to review facilities at depots to ensure drivers have safe places to rest, especially during longer delays,” says Raquel. “Knowing that there is a network of truck stops in the region, such as our partner network, can provide reassurance that there is somewhere to stop until the power returns. “Blackouts of this scale may be rare, but the risk is real. Operators must consider how they build resilience and adapt to situations to keep moving – from securing fuel access to re-evaluating route planning and rest provision during emergencies.”We have an extensive network of truck stops and service areas across Spain and Europe.

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pátek 16 května 2025 • Novinky a aktualizace

AUTONOMNÍ NÁKLADNÍ VOZIDLA: ROZPLÉTÁNÍ CESTY PŘED NÁMI

Susie Jones

Autonomous trucks a daunting idea for some, but seemingly, the future of the logistics industry. As technology advances within the sector, the prospect of having partially or fully autonomous vehicles delivering your goods is high. In fact, it could be as close as 2026, according to the UK government, as in May 2024, the Automated Vehicles (AV) Act became law.However, what happens when an autonomous truck gets into an accident? Who is liable? In this blog, we'll delve into the world of autonomy, how it could impact the mobility sector, who is liable when accidents occur, and what drivers think of the change.There are six levels of driving automation:• Level 0 No automation. The human performs all driving tasks.• Level 1 Driver assistance. The vehicle features a single automated system. • Level 2 Partial automation. The vehicle can perform steering and acceleration. However, a human still monitors all tasks and can take control at all times.• Level 3 Conditional automation. The vehicle can perform most driving tasks. However, human override is still required.• Level 4 High automation. Geofencing is required, and the vehicle can perform all driving tasks under specific circumstances. Human override is an option. • Level 5 Full automation. The vehicle performs all driving tasks in all conditions. No human attention or interaction is required. Sensors, cameras, and artificial intelligence enable autonomous trucks to drive independently. Advanced programs make decisions instead of human drivers. • Legalities Who is liable when accidents occur? Is it the driver, their employer, or the maintenance company? We delve into this below. • Infrastructure Our existing roads are built for a world of petrol engines. Therefore, infrastructure must be upgraded or replaced to support self-driving vehicle fleets, requiring money and a substantial amount of political will. • Societal shifts An evolution in public attitudes will need to occur, too. The prospect of AI vehicles is daunting to many, with concerns regarding safety, journey tracking, and the legal grey areas regarding road accidents. • Security A system relying on digital networks becomes more vulnerable to cyber threats. The safety of autonomous trucks has been a hot topic of discussion within the sector, with many debating whether the technology is at a reliable standard to deal with unpredictable weather and recognise obstacles something that is of concern for truck drivers on SNAP's social media pages:"In the slightest bit of rain, my truck loses all automatic capabilities, AEBS, and cruise control. There is no way trucks will be allowed to drive themselves without a driver anytime soon."“This will kill more people on the roads and cause more queues. Just think how reliable your electronics are on your Euro 6 vehicle. The same people are making autonomous trucks.”In the event of an accident, responsibility may shift between the driver and the manufacturer. The court must determine whether an accident was caused by a technical fault, inadequate maintenance, or driver error. A manufacturer will become liable in the following instances: • Sensor malfunction• Software glitches• Inadequate cybersecurity measures• Inadequate testingA driver of an autonomous truck may be liable for an accident if they neglect the necessary service or maintenance required for the vehicle to operate properly one could argue that this liability could fall on fleet managers, too. Despite this, there is still some confusion among those in the mobility sector. We asked truck drivers on our who they believe would be held liable in the event of an accident with an autonomous vehicle. 51% of drivers thought the driver would be responsible, 37% suggested automated truck manufacturers, and 12% believed software developers. It's evident that more clarification is needed among those in the sector before autonomous trucks are a permanent fixture on our roads. In their revisited campaign, SNAP looks at the future of the mobility sector. As technology advances, autonomous vehicles will play a significant role in the industry, with a 50% chance that machines could take over all human jobs in the next 120 years.However, how will they deal with some of Europe's most hazardous highways? Truck driving is more than just sitting behind the wheel it's often about navigating ever-changing and unpredictable road conditions. It poses the question of whether autonomous trucks could deal with some of the poorest roads in Europe. From their most recent campaign, , SNAP identified Europe's most dangerous roads, with results showing Bulgaria, Lithuania, and Czechia as the most concerning.One could argue that autonomous trucks will face challenges while trying to navigate some of these roads without human interaction. Limited GPS accuracy, sensor interference, and a lack of consistent infrastructure could complicate things.