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Novinky a aktualizace • 4 min čtení

Nízkoemisní zóny ve Španělsku: Co by měli provozovatelé vozových parků vědět

Vytvořeno: 03.10.2025

Aktualizováno: 08.10.2025

Do konce roku 2025 omezí 149 španělských měst - od Madridu a Barcelony po turistická centra jako Valencie, Alicante a Benidorm - vjezd vozidel s vysokými emisemi. Pro provozovatele vozových parků to znamená nová rizika spojená s dodržováním předpisů, nákladné modernizace a přísnější termíny dodávek.

Španělské nízkoemisní zóny (Zonas de Bajas Emisiones, ZBE) jsou součástí širšího evropského úsilí o zlepšení kvality ovzduší a snížení emisí z dopravy. Tyto zóny již fungují ve velkých městech po celé zemi a jejich dodržování je vynucováno pokutami až do výše 200 eur, přičemž pravidla se v jednotlivých městech liší.

V této příručce vysvětlujeme, jak ZBE fungují, jakých kategorií vozidel se týkají a co musí provozovatelé udělat, aby jejich vozový park zůstal na silnici.

Pravidla ZBE a kategorie vozidel

ZBE se podle španělských zákonů zavádí ve městech s více než 50 000 obyvateli (a ve městech nad 20 000 obyvatel s obzvláště špatnou kvalitou ovzduší), aby se zlepšila kvalita ovzduší ve městech a podpořily cíle EU v oblasti klimatu.

Přístup na ZBE je určen ekologickou značkou vozidla (distintivo ambiental), kterou vydává španělské Generální ředitelství pro dopravu (DGT).

Jedná se o tyto kategorie:

Zero (modrý odznak):

Plný přístup

● 100% elektrická vozidla (BEV)

● Vozidla s vodíkovými palivovými články (FCEV)

● Plug-in hybridy s elektrickým dojezdem alespoň 40 km

Eco (zelený/modrý odznak):

Obecně neomezený přístup

● Standardní hybridy (HEV)

● Plug-in hybridy s elektrickým dojezdem menším než 40 km

● vozidla na plyn (CNG/LNG/LPG)

C (zelený odznak):

Přístup s určitým časovým/oblastním omezením

● Benzínová vozidla: Euro 4/5/6 (obvykle od roku 2006)

● Vozidla se vznětovými motory: Euro 6 (obvykle od roku 2014)

B (žlutý odznak):

Stále častěji omezován, často zakázán v době dopravní špičky.

● Benzínová vozidla: Euro 3 (obvykle 2000-2005)

● Vozidla se vznětovými motory: Euro 4-5 (obvykle 2006-2013)

Žádný odznak:

Obecně zákaz vstupu na všechny ZBE

● Vozidla s benzinovým motorem, která nesplňují normu Euro 3

● vozidla s dieselovými motory, která nesplňují normu Euro 4

Benzinová vozidla s emisní normou nižší než Euro 3 a dieselová vozidla s emisní normou nižší než Euro 4 mají obvykle zákaz vjezdu do ZBE, i když se omezení v jednotlivých městech liší.

Je důležité si uvědomit, že zahraniční vozidla se musí před vjezdem do ZBE registrovat u místních městských úřadů, a to i v případě, že splňují odpovídající normy Euro. Bez registrace mohou vyhovující vozidla čelit automatickým pokutám, což se stalo běžným problémem mezinárodních dopravců působících ve Španělsku.

Oblasti ovlivněné ZBE

V Madridu a Barceloně platí ZBE již několik let, s velmi specifickými pravidly a rozsáhlými oblastmi pokrytí. Do konce roku 2025 se systém rozšíří na 149 měst, včetně menších měst a turistických destinací, jako jsou Benidorm, Valencie, Sevilla a Alicante.

Některá města své zóny stále zavádějí nebo postupně prosazují, přičemž existují přechodná období (např. ve Valencii a Benidormu platí varování až do konce roku 2025). Jiná města, jako například Málaga, začnou pokutovat nedodržující vozidla od prosince 2025.

Je třeba poznamenat, že města mohou mít různá pravidla, přičemž některá z nich povolují pro základní služby i vozidla, která nejsou v souladu s předpisy, takže je důležité se před vysláním vozidla seznámit s pravidly konkrétního města.

Španělsko není jediné: více než 320 měst po celé Evropě nyní provozuje LEZs, s francouzským systémem Crit'Air, německé Umweltzonen a ULEZ ve Velké Británii patří mezi nejzavedenější. Pro přeshraniční dopravce to vytváří změť pravidel, nálepek a sankcí, které zvyšují rizika a náklady na dodržování předpisů.

Co musí provozovatelé vozového parku udělat

Musíte zajistit, aby vaše vozidla byla označena příslušným odznakem DGT nebo registrována, pokud jsou opatřena zahraniční značkou.

Pokuty za nedodržení předpisů jsou obvykle stanoveny na 200 EUR za porušení, i když se mohou v jednotlivých obcích lišit. Města jako Madrid a Barcelona již začala tyto pokuty udělovat prostřednictvím systémů automatického rozpoznávání registračních značek (ANPR).

Problémy pro správce vozového parku

Obnova vozového parku a náklady

Mnoho logistických společností se potýká s překážkami, protože starší dieselová nákladní vozidla mají nyní zakázaný nebo omezený vjezd do měst. Ve skutečnosti je průměrné stáří španělského vozového parku nákladní dopravy 14 let. To znamená, že značný počet vozidel nevyhovuje předpisům a musí být vyměněn, pokud chtějí dopravci vstoupit do ZBE.

Ceny vozidel zvyšují tlak: elektrický těžký nákladní automobil může stát třikrát více než jeho dieselový ekvivalent, zatímco vodíkové nákladní automobily jsou ještě dražší.

Španělská konfederace nákladní dopravy CETM-Madrid odhaduje, že kumulativní náklady na silniční nákladní dopravu v Madridu činí přibližně 1,3 miliardy eur (https://transporteprofesional.es/ultimas-noticias/cetm-madrid-reclama-modificar-el-calendario-de-acceso-a-las-zonas-de-bajas-emisiones-a-los-camiones), a požaduje úpravu termínů a větší podporu.

Komprese času

Údaje ukazují, že změny mají dopad na harmonogramy dodávek. Nedávný průzkum mezi podniky v pilotních zónách zjistil, že [36,7 % z nich uvedlo delší dodací lhůty a zvýšené náklady na dopravu] (https://www.jiem.org/index.php/jiem/article/download/6902/1089).

K přetížení dochází také v době omezeného rozvozu (8-10 hodin), kdy o přístup soutěží mnoho dopravců. Přibližně 83 % dotázaných podniků také uvedlo jako hlavní příčinu zpoždění nedostatek vhodných nakládacích/vykládacích ploch.

Tento efekt "časové komprese" - kdy jsou dodávky nuceny být dodávány v kratším časovém úseku - vytváří úzká místa na hranicích zón, což zvyšuje pravděpodobnost pozdních příjezdů a narušení dodavatelských řetězců.

Personální tlaky

Narušení harmonogramu přesahuje rámec trasování vozidel a týká se i řízení pracovní síly. Přístup Barcelony k ZBE ilustruje tento problém: město nabízí dvouhodinové noční rozvozové intervaly (21:00-07:00), aby snížilo přetížení během dne, ale podle španělských pracovních dohod má mzda za noční práci příplatky ve výši přibližně 25 %.

Provozovatelé vozových parků tak stojí před obtížnou volbou: smířit se s přetížením a zpožděním během dne, nebo absorbovat zvýšení nákladů na pracovní sílu při nočním provozu.

Přínosy zavedení ZBE pro životní prostředí

Navzdory problémům přinášejí ZBE zřetelné přínosy pro veřejné zdraví. Studie madridské centrální zóny LEZ zaznamenaly významné snížení oxidu dusičitého (NO₂) v rámci zóny. Širší evropský výzkum ukazuje, že emise sazí klesly až o 47 % a ultrajemných částic o 56 % po zavedení LEZ.

Toto snížení se přímo promítá do zlepšení kvality ovzduší, snížení počtu respiračních onemocnění a snížení počtu hospitalizací. Pro obyvatele měst - a řidiče, kteří tráví hodiny v dopravních zácpách - jsou zdravotní výhody hmatatelné, i když nepříjemné.

Podpora řidičů a provozovatelů v celé Evropě

"Nízkoemisní zóny jsou tu," komentuje Raqual Martinez, evropský obchodní manažer společnosti SNAP. "Výzvou pro naši komunitu je přizpůsobit se, aniž by byla ohrožena efektivita nebo blaho řidičů. Ve společnosti SNAP jsme odhodláni podporovat vozové parky ve Španělsku i v celé Evropě a pomáhat jim proměnit změny předpisů v provozní výhody."

I když nemůžeme změnit pravidla LEZ, naše aplikace intruck usnadňuje život na silnici. Řidiči si pomocí ní mohou najít a rezervovat bezpečné parkování a mytí kamionů, zjistit, jaká zařízení jsou k dispozici na každé zastávce, a naplánovat přestávky na odpočinek, které se vejdou do kratších dodacích lhůt - ať už jedou do Madridu, objíždějí Barcelonu nebo překračují hranice na delších trasách.

Stáhněte si ještě dnes aplikaci intruck a zajistěte si hladší provoz v rozvíjející se španělské dopravě.

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pondělí 22 září 2025 • Novinky a aktualizace

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středa 03 září 2025 • Novinky a aktualizace

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(RHA) has warned that the UK must recruit 200,000 new lorry drivers in the next five years – the equivalent of 40,000 drivers annually – to keep supply chains moving and prevent a repeat of the shortages experienced in 2021.Zooming out to the European level, the challenge is even starker. In 2023, Europe faced a – a figure forecast to climb to 745,000 by 2028 if left unaddressed. The average driver is 47 years old, with nearly 30% aged over 55, underscoring an approaching retirement wave. Yet only 5% of drivers are under 25. Without younger entrants, the industry risks grinding to a halt.This is not simply about filling cabs. It’s about safeguarding the smooth functioning of economies. The shortage of drivers has ripple effects that touch everything from supermarket shelves to construction projects. In : “If we’re to future-proof the industry for the long term, we need to recruit, train and retain tens of thousands of drivers annually to meet demand. With an ageing workforce, we also need to attract more young people into the industry. To get there, we must prioritise flexible, funded training options.”Meanwhile, data shows that in June 2025, youth unemployment across the EU was 14.7%, with 2.857 million young people out of work, which has remained steady month-on-month. These figures reveal a significant opportunity gap for school leavers. At a time when many face bleak prospects, logistics presents a path of clarity, training, and financial independence.The perception of logistics as a last-resort job is giving way to recognition of its tangible benefits. A recent highlights factors such as job security, reliable pay, flexible working patterns and the chance to travel. For many, it is precisely this combination of benefits that makes logistics stand out. In addition, apprenticeships and graduate-style schemes allow young recruits to build qualifications while gaining hands-on experience. As Matthew Bellamy, Managing Director at SNAP comments: “For school leavers, logistics isn’t just an alternative. It’s a fast track to a skilled, future-ready career. You begin building experience and independence straightaway, without the costs or delays of university.”While driving is the most visible role, logistics encompasses far more. School leavers can move into warehousing, planning, technology, or customer service, before progressing into leadership. The digitalisation of logistics has also created demand for new skills – data analysis, route optimisation, and sustainability management – that appeal to a generation of digital natives.SNAP, for example, works with fleets across Europe to provide digital tools that support drivers’ wellbeing, help them find safe parking, and streamline daily operations. These investments are not just about efficiency – they are about making logistics a credible and attractive career path.“The industry needs fresh faces with digital skills, resilience and a modern outlook,” Bellamy continues. “School leavers bring exactly that – and attracting more women will help us adapt even faster.”Diversity is one of the greatest untapped opportunities in logistics. According to , women account for just 23% of employees in transport and storage across Europe and Central Asia. The European data is even more concerning when it comes to drivers specifically: .Encouraging more young women into logistics careers – whether as drivers, planners, or managers – is essential. It not only broadens the talent pool but also changes the culture of the industry, making it more representative and resilient. Highlighting female role models, creating inclusive training environments, and improving welfare facilities are practical steps that can make logistics more appealing to all.Too often, it is portrayed as a male-dominated and physically demanding industry. And while those stereotypes may once have held some truth, they are increasingly outdated. Today’s logistics sector relies as much on technology and teamwork as it does on physical labour.For logistics to compete with further education, the industry must deliver on three fronts:● Training pathways – offering apprenticeships, certifications and mentorship to give recruits a sense of progression.● Welfare and facilities – ensuring that drivers, particularly younger and more diverse entrants, have access to safe parking, clean rest stops and supportive environments.● Career storytelling – showcasing the variety of roles and long-term potential within the sector.For operators, the business case is clear. already report that they cannot expand because of driver shortages. Nearly half cite falling productivity, and 39% say revenues are declining. Without change, shortages will not just limit growth – they will erode the bottom line.The debate over further education versus work will never be one-size-fits-all. Some young people will continue to thrive in universities and colleges. But logistics is a viable, forward-looking option.For school leavers, it means immediate pay, independence and scope for progression. For the industry, it means tapping into a pool of talent that is urgently needed. For society, it means strengthening the resilience of an essential sector.The challenge now lies with the industry to match its demand with vision: to provide training, welfare, and opportunities that rival those offered by further education. If it succeeds, logistics will not just be an alternative to university – it will be an advantage.