Miranda Blake
Nachrichten und Updates • 3 min lesen

Arbeitszeitrichtlinie für Kraftfahrer: Ein Leitfaden für Lkw-Fahrer

Erstellt: 25.10.2024

Aktualisiert: 29.10.2024

Als Lkw-Fahrer im Vereinigten Königreich ist es von entscheidender Bedeutung, die komplexen Vorschriften zu den Arbeits- und Ruhezeiten der Fahrer zu kennen. Die Arbeitszeitrichtlinie für Fahrer (WTD), auch bekannt als Straßenverkehrsrichtlinie, ist ein Regelwerk, das die maximale Arbeitszeit eines Fahrers, die vorgeschriebenen Pausen und die vorgeschriebenen Ruhezeiten regelt, die er einhalten muss. Die Nichteinhaltung dieser Vorschriften kann zu hohen Geldstrafen und sogar zur Stilllegung Ihres Fahrzeugs führen.

Die Arbeitszeitrichtlinie für Kraftfahrer verstehen

Die Arbeitszeitrichtlinie für Kraftfahrer ist eine Rechtsvorschrift der Europäischen Union, die die Sicherheit aller Verkehrsteilnehmer gewährleisten soll, indem sie Unfälle durch Übermüdung verhindert. Die [Fahrerarbeitszeitrichtlinie] (https://snapacc.com/newsroom/discover-the-new-drivers-hours-rules/) gilt für Fahrer von Fahrzeugen mit einem Gewicht von mehr als 3,5 Tonnen, unabhängig davon, ob sie innerhalb des Vereinigten Königreichs oder in der EU tätig sind.

Tägliche Fahrbeschränkungen

Nach der WTD gilt für Lkw-Fahrer im Vereinigten Königreich eine tägliche Höchstlenkzeit von 9 Stunden, die maximal zweimal pro Woche auf 10 Stunden erhöht werden kann. Nach 4,5 Stunden ununterbrochener oder unterbrochener Fahrt müssen die Fahrer eine Pause von mindestens 45 Minuten einlegen. Alternativ können sie sich auch für eine geteilte Pause entscheiden, bei der die erste mindestens 15 Minuten und die zweite mindestens 30 Minuten beträgt.

Wöchentliche und vierzehntägige Fahrverbote

Für britische Lkw-Fahrer gibt es eine wöchentliche Höchstarbeitszeit von 56 Stunden, während die zweiwöchentliche Höchstarbeitszeit 90 Stunden beträgt. Das bedeutet, dass ein Fahrer, der in einer Woche 56 Stunden fährt, in der darauffolgenden Woche nur 34 Stunden arbeiten darf, um sicherzustellen, dass er die 90-Stunden-Grenze für zwei Wochen nicht überschreitet.

Arbeitszeitkappen

Zusätzlich zu den Lenkzeitbeschränkungen legt die WTD auch Grenzen für die Gesamtzahl der Stunden fest, die ein Fahrer pro Woche arbeiten darf. Die durchschnittliche Wochenarbeitszeit, die sowohl Fahr- als auch Nichtfahraufgaben umfasst, darf 48 Stunden nicht überschreiten, berechnet über einen 17- oder 26-wöchigen Bezugszeitraum. Die Höchstarbeitszeit in einer einzigen Woche beträgt 60 Stunden, sofern die durchschnittliche Arbeitszeit von 48 Stunden nicht überschritten wird.

Ruhezeiten

Die WTD verpflichtet [Lkw-Fahrer] (https://snapacc.com/newsroom/how-to-become-an-hgv-driver/) zu einer täglichen Ruhezeit von mindestens 11 zusammenhängenden Stunden, die in zwei Zeiträume aufgeteilt werden kann, wobei der erste mindestens 3 Stunden lang sein muss. Die Fahrer können sich auch für eine verkürzte tägliche Ruhezeit von neun Stunden entscheiden, was jedoch nur bis zu dreimal pro Woche möglich ist. Darüber hinaus ist eine wöchentliche Ruhezeit von mindestens 45 Stunden vorgeschrieben, die jedoch einmal in einem Zeitraum von zwei Wochen auf 24 Stunden verkürzt werden kann.

Ausnahmen

Die Arbeitszeitrichtlinie gilt zwar für die meisten Lkw-Fahrer im Vereinigten Königreich, doch gibt es bestimmte Ausnahmen, die unter bestimmten Umständen gelten können. So müssen diejenigen, die innerhalb eines Zeitraums von 26 Wochen nicht mehr als 10 Fahrten oder innerhalb eines Zeitraums von mehr als 26 Wochen nicht mehr als 15 Fahrten durchführen, ihre Arbeitszeitrichtlinie nicht überwachen.

Folgen der Nichteinhaltung

Die Nichteinhaltung der WTD kann sowohl für Fahrer als auch für [Flottenbetreiber] schwerwiegende Folgen haben (https://snapacc.com/fleet-operators/). Fahrer, die bei Verstößen gegen die Vorschriften erwischt werden, können mit Geldbußen von bis zu 1.500 £ bestraft werden, und wenn sie innerhalb von 28 Tagen mehr als fünf Mal gegen die Vorschriften verstoßen, können sie vor Gericht gestellt und ihr Fahrzeug stillgelegt werden.

Die Flottenbetreiber sind verpflichtet, die Einhaltung der Vorschriften in der gesamten Flotte sicherzustellen. Werden keine ausreichenden Maßnahmen zur Überwachung und Durchsetzung der WTD ergriffen, kann dies dazu führen, dass die DVSA eine Aufforderung zur Nachbesserung ausspricht und im Extremfall die Einstellung des Betriebs verlangt, bis die Probleme behoben sind.

Bedeutung von in den Fahrtenschreiber integrierten Flottenmanagementlösungen

Um die Arbeitszeiten der Fahrer effektiv zu verwalten und die Einhaltung der Arbeitszeitrichtlinie zu gewährleisten, sollten Fuhrparkbetreiber die Investition in in den Fahrtenschreiber integrierte Flottenmanagementlösungen in Betracht ziehen. Diese speziell entwickelten Technologien ermöglichen eine effiziente Überwachung des Fahrerverhaltens und die automatische Aufzeichnung von Fahr- und Arbeitszeitdaten, so dass es praktisch unmöglich ist, dass Verstöße gegen die Vorschriften unbemerkt bleiben.

Durch die Zusammenarbeit mit einem vertrauenswürdigen Anbieter wie SNAP können Flottenbetreiber modernste Flottenmanagement-Tools nutzen und erhalten Zugang zu einem umfassenden Netzwerk von Servicepartnern, um sicherzustellen, dass ihre Fahrer die Unterstützung erhalten, die sie benötigen, um die Vorschriften einzuhalten und sicher unterwegs zu sein.

Auswirkungen des Fahrermangels

Man muss auch den [Fahrermangel] (https://snapacc.com/newsroom/hgv-drivers-challenge-the-term-driver-shortage/) im Vereinigten Königreich berücksichtigen. Er erweist sich als ein großes Problem in der Branche. Die Branche hat einen Rückgang der Lkw-Fahrer zu verzeichnen - durch die Pandemie wurden 30.000 Prüfungen für neue Fahrer verschoben, und der Brexit hat die Fuhrparkunternehmen hart getroffen - viele europäische Lkw-Fahrer verlassen das Vereinigte Königreich.

Ein Bericht von SNAP aus dem Jahr 2023 legt nahe, dass der Sektor in den nächsten 10-15 Jahren einen "Wendepunkt" erreichen könnte. Es könnte sich herausstellen, dass die Arbeitszeitrichtlinie für Kraftfahrer genau das ist, was die Branche braucht, um den Beruf wieder erstrebenswert zu machen und ein besseres Gleichgewicht für Fahrer zu schaffen. Erfahren Sie mehr darüber, was getan werden kann, um den Fahrermangel zu bekämpfen, indem Sie [den Bericht lesen] (https://snapacc.com/tipping-point/).

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Freitag 03 Oktober 2025 • Nachrichten und Updates

SCHADSTOFFARME ZONEN IN SPANIEN: WAS FLOTTENBETREIBER WISSEN MÜSSEN

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By the end of 2025, 149 Spanish cities – from Madrid and Barcelona to tourist hubs like Valencia, Alicante and Benidorm – will restrict access for high-emission vehicles. For fleet operators, that means new compliance risks, costly upgrades and tighter delivery schedules.Spain’s low-emission zones (Zonas de Bajas Emisiones, or ZBEs) are part of a wider European push to improve air quality and cut transport emissions. They already operate in major cities across the country and are enforced with fines of up to €200, with rules varying from city to city.In this guide, we explain how ZBEs work, what vehicle categories are affected and what operators need to do to keep their fleets on the road.ZBEs are being introduced under Spanish law in cities with more than (and those over 20,000 with particularly poor air quality), in order to improve urban air quality and support EU climate goals. Access to a ZBE is determined by a vehicle's environmental badge (distintivo ambiental), as issued by the Spanish Directorate-General for Traffic (DGT).The categories are:Full access● 100% electric vehicles (BEV)● Hydrogen fuel cell vehicles (FCEV)● Plug-in hybrids with at least 40km electric rangeGenerally unrestricted access● Standard hybrids (HEV)● Plug-in hybrids with less than 40km electric range● Gas-fuelled vehicles (CNG/LNG/LPG)Access with some time/area restrictions● Petrol vehicles: Euro 4/5/6 (typically 2006 onwards)● Diesel vehicles: Euro 6 (typically 2014 onwards)Increasingly restricted, often barred during peak hours● Petrol vehicles: Euro 3 (typically 2000-2005)● Diesel vehicles: Euro 4-5 (typically 2006-2013)Generally banned from all ZBEs● Petrol vehicles below Euro 3 standards● Diesel vehicles below Euro 4 standardsPetrol vehicles below Euro 3, and diesels below Euro 4 standards, are typically banned from ZBEs, although restrictions vary by city.It’s important to note that foreign vehicles must register with local city councils before entering a ZBE, even if they meet equivalent Euro standards. Without registration, compliant vehicles may face automatic fines, which has become a common issue for international hauliers operating in Spain.Madrid and Barcelona have had ZBEs in place for several years, with highly specific rules and large coverage areas. By the end of 2025, the system will expand to cover 149 cities, including smaller towns and tourist destinations such as Benidorm, Valencia, Seville and Alicante.Some cities are still implementing or gradually enforcing their zones, with transitional periods in place (e.g., warnings until late 2025 in Valencia and Benidorm). Others, such as , will start to fine non-compliant vehicles from December 2025.It should be noted that cities may have differing rules, with some allowing non-compliant vehicles for essential services, so it is important to be aware of a specific city’s rules before dispatching a vehicle. Spain is not alone: more than 320 cities across Europe now operate LEZs, with France’s Crit’Air system, Germany’s Umweltzonen and the UK’s ULEZ among the most established. For cross-border hauliers, this creates a patchwork of rules, stickers and penalties that raise compliance risks and costs.You must ensure that your vehicles display the appropriate DGT badge or register if foreign-plated. Fines for non-compliance are typically set at , although they can vary by municipality. Cities like Madrid and Barcelona have already begun issuing these penalties via automatic number plate recognition (ANPR) systems.Many logistics companies face hurdles because older diesel trucks are now banned or restricted from cities. In fact, . This means a significant number of vehicles are non-compliant and must be replaced if hauliers want to enter ZBEs.Vehicle prices are adding to the pressure: an , while are even pricier.CETM-Madrid, the Spanish Confederation of Freight Transport, estimates that cumulative outlays for Madrid-based road-freight and calls for deadline adjustments and more support.Data shows that the changes are having an impact on delivery schedules. A recent survey of businesses in pilot zones found that Congestion is also common during restricted delivery windows (8-10am), when many operators compete for access. Around also cited a lack of adequate loading/unloading areas as a major contributor to delays.This “time compression” effect – where deliveries are forced into fewer hours – creates bottlenecks at zone perimeters, raising the likelihood of late arrivals and disrupted supply chains.Schedule disruption extends beyond vehicle routing to workforce management. Barcelona's approach to ZBEs illustrates the challenge: the city offers (21:00-07:00) to reduce daytime congestion, but Spanish labour agreements state that night-work pay has premiums of approximately 25%.This creates a difficult choice for fleet operators: accept daytime congestion and delays, or absorb increases in labour costs for night operations.Despite the challenges, ZBEs deliver clear public health gains. Studies of the Madrid Central LEZ recorded (NO₂) within the zone. Broader European research shows soot emissions dropping by up to .These reductions translate directly into improved air quality, fewer respiratory illnesses and reduced hospital admissions. For urban residents – and drivers spending hours in congested traffic – the health benefits are tangible if inconvenient. “Low emission zones are here to stay,” comments Raqual Martinez, European Sales Manager at SNAP. “The challenge for our community is adapting without compromising efficiency or driver welfare. At SNAP, we’re committed to supporting fleets in Spain and across Europe, helping them turn regulatory change into operational advantage.”While we can’t change the LEZ rules, our intruck app makes life on the road simpler. Drivers can use it to find and book secure truck parking and washing, see what facilities are available at each stop, and plan rest breaks that fit tighter delivery windows – whether they’re running into Madrid, skirting Barcelona, or crossing borders on longer routes. Download the today for smoother operations across Spain's evolving transport landscape.

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Freitag 26 September 2025 • Nachrichten und Updates

WIE WIRD MAN LASTWAGENFAHRER?

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Across Europe, demand for professional lorry drivers has never been higher. In the UK, the Road Haulage Association estimates that in the next five years to keep supply chains running. And the situation is the same across most of Europe. According to I data, there were 426,000 unfilled driver positions across Europe in 2024. But this creates an opportunity. As , the haulage industry offers the prospect of steady work for school leavers considering alternatives to university and adults looking to retrain. Becoming a lorry driver is a pathway to secure earnings and a structured career.The question many ask is: how to become a lorry driver? The answer depends not just on training and licences, but on understanding what it means to join a profession that keeps Europe’s economy moving.One of the main attractions of a driving career is its accessibility. You don’t need a university degree or years of specialist training to start; a standard car licence (Category B) is all that’s required before working towards professional qualifications. The minimum age for training is 18 in both the UK and across the EU, which means school leavers can move directly from a car licence to professional HGV driver training. That said, many firms prefer international drivers to be at least 21, given the extra responsibility that comes with long-distance haulage.Medical fitness is also important. Every applicant has to pass a medical before they can hold an HGV licence. In the UK, this involves a range of tests, eyesight checks, blood pressure readings and screening for conditions such as epilepsy, heart disease or sleep apnoea.European nations apply the same EU-wide medical standards, with regular renewals ensuring drivers remain healthy throughout their careers.For many people considering the move into professional driving, a key concern is: how much do lorry drivers earn? The answer varies depending on location, experience and the type of work undertaken, but across Europe, the profession offers competitive pay compared to other entry-level jobs.● A new driver in the UK on around £27,000 a year. Those who move into long-haul work, especially on international routes, can see their pay rise towards £45,000 – sometimes more if they’re hauling specialist or hazardous loads. those handling specialist loads, hazardous goods or operating across borders. ● In , salaries tend to be lower than in the UK, typically around €36,600, although large logistics firms in major cities may offer more. ● has seen strong demand for drivers in recent years, but wages remain modest, averaging around 92,400 PLN (approximately €21,690).● sits at the lower end of the scale, with drivers generally earning 80,550 RON (€16,000), although international haulage contracts can significantly boost take-home pay.Of course, salary isn’t the whole story. Many companies offer overtime pay, meal allowances or bonuses for hitting delivery targets. And with demand for drivers showing no sign of slowing, the job also brings a level of security that few other entry-level careers can match.Before you can get behind the wheel of a lorry, you’ll need the right licence. In the UK, this means progressing beyond a standard car licence to what’s officially known as a Large Goods Vehicle (LGV) or Heavy Goods Vehicle (HGV) licence. The terms are often used interchangeably, but both cover the same categories of professional driving.Some people begin with a Category C1 licence, which covers medium-sized vehicles between 3.5 and 7.5 tonnes – often used for smaller delivery trucks. However, most aspiring lorry drivers go straight to the Category C licence, sometimes called a Class 2 HGV licence. This allows you to drive rigid vehicles over 7.5 tonnes. For those who want to progress to articulated lorries – the larger vehicles commonly used on long-distance and international routes – the Category CE licence (Class 1) is required.Alongside these qualifications sits the Driver Certificate of Professional Competence (CPC), a legal requirement across both the UK and EU. This certificate involves a mix of initial training and periodic refreshers, designed to keep drivers up to date on safety, regulation and road skills.This system mirrors the EU-wide licensing framework. The main differences between countries lie in the training providers, the costs involved and, in some places, the availability of test slots.Securing your HGV licence is the first step into professional driving. In the UK, you can start the process once you hold a standard Category B car licence. From there, you apply for a provisional lorry licence, which allows you to begin training in large goods vehicles. The training itself combines theory and practical elements: classroom sessions on road safety and regulations, followed by supervised driving in heavy vehicles. Candidates must also complete modules for the Driver Certificate of Professional Competence (CPC), which ensures that drivers are equipped not just to operate vehicles safely but also to manage the day-to-day demands of haulage.One of the most common questions for anyone considering this career is how much lorry driver training costs. In the UK, prices vary depending on the provider, location and whether you’re training for a Category C or the more advanced Category CE licence. On average, new drivers can expect to spend between £2,000 and £3,500 to cover medical checks, provisional licence fees, theory tests, practical training, CPC modules and the final driving test. Some companies, particularly larger logistics firms, offer schemes to subsidise or fully fund training in exchange for a work commitment, making the route more accessible.Elsewhere in Europe, the numbers aren’t too different. In Spain, training generally costs between €2,000 and €3,000 for full training and certification. In Poland, the figure is lower, averaging €1,500 to €2,500. Romania has some of the lowest training costs in Europe, with many candidates paying around €1,000 to €1,800 to qualify, although entry-level wages tend to reflect this lower barrier to entry.The time it takes to qualify as a lorry driver depends on where you train, the type of licence you’re aiming for, and how quickly you can secure test dates. In the UK, most people complete their training and pass their tests within two to four months. Some intensive courses compress the process into a matter of weeks, though many drivers find that spacing out lessons helps them absorb the skills more effectively.In Spain and Poland, the process is similar, although longer waiting lists for exam slots can extend the timeline. In Poland, high demand for professional drivers has created bottlenecks at training centres, meaning some candidates wait several months before sitting their practical test. Romania has one of the fastest pathways, with training and testing often completed within eight to twelve weeks.And the learning doesn’t stop once you’ve got your licence. Every professional driver must complete 35 hours of CPC training every five years, keeping their skills up to date and making sure they’re ready for the latest regulations and safety standards.Once you’re qualified, the job comes with strict limits on how long you can spend behind the wheel. These limits are designed to protect both drivers and other road users by reducing fatigue.Across the UK and EU, the rules are the same. Drivers can spend a each day, which can be extended to ten hours twice a week. Weekly limits cap driving at 56 hours, with no more than 90 hours over two consecutive weeks. A driver must also take a break of at least 45 minutes after 4.5 hours of driving. They are also entitled to daily and weekly rest periods to recover before returning to work.These rules are closely monitored, with tachographs fitted in vehicles to record hours and ensure compliance. For those working long-distance routes, such as Spanish drivers covering the Iberian Peninsula or Polish hauliers moving goods across the EU’s eastern borders, these limits shape the rhythm of the job. They determine when and where drivers stop, making access to safe and secure rest areas a vital part of the working day. Becoming a lorry driver isn’t just about passing tests. It’s about stepping into a role that carries real responsibility, but also brings long-term opportunity. With the right licence, the right training and the determination to take on life on the road, it’s a career that can provide both stability and progression.At SNAP, we know what those journeys look like. That’s why we work with fleets and drivers across Europe to make them safer, simpler and more comfortable – from secure parking and better welfare facilities to smart digital tools that save time and stress. Whether you’re just starting out or you’ve been driving for years, we’re here to back you every mile of the way.Download the today to find trusted parking, facilities and services, wherever your route takes you.

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Montag 22 September 2025 • Nachrichten und Updates

DER INFRASTRUKTURBOOM IN RUMÄNIEN - WAS ER FÜR DEN MOBILITÄTSSEKTOR BEDEUTET

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Romania is fast emerging as a strategic logistics and freight hub in Southeastern Europe. Supported by billions in EU and national funding, the country’s infrastructure renaissance is attracting fleet operators, logistics investors and manufacturers. In this article, we explore what these developments mean for fleets, drivers and the wider transportation sector.Romania's transport infrastructure has seen a dramatic shift in pace and scale. The government has earmarked around 25 billion lei (£4.27 billion) for road projects in 2026, reflecting an unprecedented focus on highways and freight corridors. In mid‑2025, Romania had around 1,325km of highways in service (1,188 km motorways and 138 km expressways), with another 741km under construction and 669km in tendering stages.By 2030, Romania plans to double its highway network, modernise strategic railway routes, expand urban transport and connect regions that have long been isolated. The challenge is immense, but the outcome could transform the country’s position on Europe’s transport map.Key projects include the A7 north-south axis running from Ploiești to Siret, which will aid transport to the Ukrainian border, due for completion by 2026. Another is an 11km expressway connecting Satu Mare to Romania’s border with Hungary. The A0 Bucharest Ring Road will ease freight and passenger traffic around the capital, with the southern half already in use. Other major works include the Suceava-Oar and Timișoara-Moravița corridors, as well as the 2.9 km Meseș Tunnel, set to become the longest road tunnel in Romania.“These corridors won’t just improve east-west and north-south links – they will connect previously isolated regions like Moldavia and the North-East to the rest of the country and the EU,” comments Eduard Ularu, Business Development Manager at SNAP.But infrastructure isn’t just roads. over the Danube, opened in July 2023 at a cost of €500 million (€363 million co‑funded by the EU), delivers the first crossing over the maritime Danube and significantly improves connectivity to Constanța and Dobruja.Other vital developments include planned rail upgrades at Constanța port and DP World Romania’s €130 million expansion of container and ro-ro capacity, doubling throughput and adding logistics links by road and rail.Romania’s freight and logistics market is sizable. USD 21.11 billion in 2025, it is forecast to rise to USD 24.27 billion by 2030. Meanwhile, the road freight segment alone is projected at USD 9.07 billion in 2025, climbing to USD 10.37 billion by 2030.These figures reflect Romania’s growing role as a trans-European corridor, serving routes from Hungary, Bulgaria, Ukraine, Moldova and the Black Sea ports. Ukraine now directs much of its on the Black Sea coast, eyeing a doubling from 2 million to 4 million tons per month through Romanian infrastructure.“These investments will help Romania compete more strongly with major logistics hubs like those in Poland and Greece,” comments Eduard Ularu. “Constanța has huge potential, and with the right infrastructure in place, it can finally become the gateway for European trade it was meant to be.”Improved warehousing, lower labour costs, and friend‑shoring trends are further encouraging manufacturers and retailers to locate logistics centres in Romania, increasing demand on roads and pushing growth across the network. The infrastructure upgrades aren’t just physical – they’re digital too. As the country expands its highways and freight corridors, it’s embedding smart systems designed to support faster, safer and more efficient journeys.Across the network, are being installed, including weigh-in-motion sensors, inductive traffic loops and roadside cameras. These systems will feed into real-time traffic control centres in cities like Bucharest, Brașov and Timișoara, helping authorities—and fleet operators—respond to incidents and congestion faster.Bucharest is also , using AI and smart detectors to optimise vehicle flows and reduce bottlenecks. This has major implications for freight operators navigating dense urban areas, improving travel time reliability and reducing idling.At a national level, Romania is shifting towards . The new TollRO system – planned for launch in 2026 – will replace the current e-vignette with a distance-based, emissions-sensitive tolling model, in line with EU directives. This change could encourage cleaner fleets and offer fairer pricing for logistics operators who invest in low-emission vehicles.For drivers, this means fewer delays, clearer real-time information, and more responsive road conditions. For operators, it’s a chance to futureproof fleet planning, route management and sustainability strategies.For fleets and drivers, Romania’s modernisation brings both benefits and trade‑offs. Perhaps most importantly, it’s likely to result in improved network efficiency. With smoother routes and faster corridors, the investments are likely to reduce travel times and idling. Dangerous single-lane national roads will gradually be replaced by safer, faster highways. This will increase productivity and also reduce the time drivers spend behind the wheel. However, it’s not all positive. Ongoing works on motorways like A7 and A8 may cause delays and route changes while the works are undertaken. It could also mean higher freight volumes (especially at Constanța and border crossings), which may strain existing infrastructure.“Right now, construction zones like DN2 and parts of the A0 Bucharest Ring Road are causing detours and bottlenecks,” Ularu explains. “Trucks are losing hours on routes that should take minutes – and that impacts everything from fuel budgets to delivery reliability.”In addition, new corridors, tighter safety rules, and shifting road-use charges require greater compliance attention.Despite infrastructure gains, secure rest parking and welfare facilities remain patchy in some freight corridors, especially near border areas and major hubs. Construction zones often lack formal lay-by zones, leaving drivers exposed and with nowhere to rest.“We’re still seeing dangerous stopovers and overcrowded lay-bys on key freight routes,” says Eduard. “Modern highways will bring dedicated service and rest areas every 30–50 kilometres, complete with fuel stations, shops, and food courts. For drivers, this means safer places to park, with proper lighting, CCTV surveillance and secure rest zones that reduce the risk of theft. Sanitary facilities such as showers and clean toilets – a rarity on national roads – will finally become the norm.”SNAP is addressing this gap through its interactive parking map across Romania. Drivers can easily locate trusted, secure truck parking, book spots in advance where available, and plan safer routes via the SNAP map.Planning a journey through Romania? Use the SNAP map to find secure, driver‑friendly parking along key freight routes.This infrastructure modernisation process also plays a key role in enabling greener logistics. With a better flow of traffic, there will be lower levels of emissions caused by idle vehicles and stop-start driving.There will also be transport corridor upgrades to support emerging EV and hydrogen refuelling infrastructure, reducing reliance on fossil fuels. Romania’s infrastructure investment marks a pivotal change for freight and mobility across Southeastern Europe. For fleets, this translates into faster corridors, deeper logistics capacity, and higher volumes of trade but also closer scrutiny of welfare, compliance and resilience.As a forward-thinking industry leader, SNAP advocates for well-informed operations, flexible route planning, and driver-focused tools that support both safety and efficiency. Romania is not only modernising – it's reshaping how goods move across the region.“This isn’t just about roads – it’s about resilience, sustainability and building a smarter freight future across Europe. Romania is right at the heart of that shift,” Eduard states.