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Schadstoffarme Zonen in Spanien: Was Flottenbetreiber wissen müssen

Erstellt: 03.10.2025

Aktualisiert: 08.10.2025

Bis Ende 2025 werden 149 spanische Städte - von Madrid und Barcelona bis hin zu touristischen Zentren wie Valencia, Alicante und Benidorm - den Zugang für Fahrzeuge mit hohem Schadstoffausstoß beschränken. Für Flottenbetreiber bedeutet das neue Risiken bei der Einhaltung von Vorschriften, kostspielige Nachrüstungen und engere Lieferfristen.

Die spanischen Umweltzonen (Zonas de Bajas Emisiones oder ZBEs) sind Teil eines umfassenderen europäischen Vorstoßes zur Verbesserung der Luftqualität und zur Verringerung der Verkehrsemissionen. Sie sind bereits in größeren Städten im ganzen Land in Kraft und werden mit Bußgeldern von bis zu 200 € belegt, wobei die Regeln von Stadt zu Stadt unterschiedlich sind.

In diesem Leitfaden erklären wir, wie ZBEs funktionieren, welche Fahrzeugkategorien betroffen sind und was die Betreiber tun müssen, um ihre Flotten auf der Straße zu halten.

ZBE-Regeln und Fahrzeugklassen

ZBEs werden nach spanischem Recht in Städten mit mehr als 50.000 Einwohnern (und in Städten mit mehr als 20.000 Einwohnern und besonders schlechter Luftqualität) eingeführt, um die Luftqualität in den Städten zu verbessern und die EU-Klimaziele zu unterstützen.

Der Zugang zu einer ZBE wird durch die Umweltplakette (distintivo ambiental) eines Fahrzeugs bestimmt, die von der spanischen Generaldirektion für Verkehr (DGT) ausgestellt wird.

Die Kategorien sind:

Zero (Blaue Plakette):

Voller Zugang

● 100% elektrische Fahrzeuge (BEV)

● Wasserstoff-Brennstoffzellenfahrzeuge (FCEV)

● Plug-in-Hybride mit mindestens 40 km elektrischer Reichweite

Eco (Grüne/Blaue Plakette):

Generell uneingeschränkter Zugang

● Standard-Hybridfahrzeuge (HEV)

● Plug-in-Hybride mit weniger als 40 km elektrischer Reichweite

● Mit Gas betriebene Fahrzeuge (CNG/LNG/LPG)

C (Grüne Plakette):

Zugang mit einigen zeitlichen/räumlichen Einschränkungen

● Fahrzeuge mit Benzinmotor: Euro 4/5/6 (in der Regel ab 2006)

● Dieselfahrzeuge: Euro 6 (in der Regel ab 2014)

B (Gelbe Plakette):

Zunehmend eingeschränkt, oft während der Hauptverkehrszeiten gesperrt

● Fahrzeuge mit Benzinmotor: Euro 3 (typischerweise 2000-2005)

● Dieselfahrzeuge: Euro 4-5 (in der Regel 2006-2013)

Kein Abzeichen:

Generell aus allen ZBEs verbannt

● Benzinfahrzeuge unter der Euro-3-Norm

● Dieselfahrzeuge unterhalb der Euro-4-Norm

Benzinfahrzeuge unter Euro 3 und Dieselfahrzeuge unter Euro 4 sind in der Regel von ZBEs ausgeschlossen, wobei die Einschränkungen je nach Stadt variieren.

Es ist wichtig zu wissen, dass ausländische Fahrzeuge vor der Einfahrt in eine ZBE bei den örtlichen Stadtverwaltungen angemeldet werden müssen, auch wenn sie gleichwertige Euro-Normen erfüllen. Ohne Registrierung können konforme Fahrzeuge automatisch mit Bußgeldern belegt werden, was für internationale Spediteure, die in Spanien tätig sind, zu einem häufigen Problem geworden ist.

Von ZBEs betroffene Gebiete

In Madrid und Barcelona gibt es bereits seit einigen Jahren ZBEs mit sehr spezifischen Regeln und großen Erfassungsbereichen. Bis Ende 2025 soll das System auf 149 Städte ausgeweitet werden, darunter auch kleinere Städte und Touristenorte wie Benidorm, Valencia, Sevilla und Alicante.

Einige Städte sind noch dabei, ihre Zonen einzuführen oder schrittweise durchzusetzen, wobei es Übergangsfristen gibt (z. B. Warnungen bis Ende 2025 in Valencia und Benidorm). Andere, wie [Málaga] (https://cadenaser.com/andalucia/2025/09/18/malaga-sancionara-en-la-zona-de-bajas-emisiones-a-partir-del-uno-de-diciembre-ser-malaga/), werden ab Dezember 2025 mit der Verhängung von Bußgeldern für nicht konforme Fahrzeuge beginnen.

Es sollte beachtet werden, dass Städte unterschiedliche Regeln haben können, wobei einige nicht-konforme Fahrzeuge für wesentliche Dienste zulassen, so dass es wichtig ist, sich über die Regeln einer bestimmten Stadt zu informieren, bevor man ein Fahrzeug entsendet.

Spanien ist nicht allein: Mehr als 320 Städte in ganz Europa verfügen inzwischen über Umweltzonen, wobei das französische Crit'Air-System, die deutschen Umweltzonen und die ULEZ im Vereinigten Königreich zu den etabliertesten gehören. Für grenzüberschreitende Spediteure entsteht dadurch ein Flickenteppich aus Vorschriften, Plaketten und Strafen, der die Risiken und Kosten der Einhaltung erhöht.

Was Flottenbetreiber tun müssen

Sie müssen sicherstellen, dass Ihre Fahrzeuge mit der entsprechenden DGT-Plakette oder - bei ausländischen Fahrzeugen - mit dem entsprechenden Kennzeichen versehen sind.

Die Bußgelder für Verstöße liegen in der Regel bei [200 € pro Verstoß] (https://www.sertrans.es/zonas-de-bajas-emisiones/), können aber je nach Gemeinde variieren. Städte wie Madrid und Barcelona haben bereits damit begonnen, diese Strafen über automatische Kennzeichenerfassungssysteme (ANPR) zu verhängen.

Themen für Flottenmanager

Flottenerneuerung und Kosten

Viele Logistikunternehmen sehen sich mit Hürden konfrontiert, weil ältere Diesel-Lkw inzwischen in den Städten verboten oder eingeschränkt sind. Das Durchschnittsalter der spanischen Frachtflotte beträgt 14 Jahre (https://www.acea.auto/figure/average-age-of-eu-vehicle-fleet-by-country/). Das bedeutet, dass eine beträchtliche Anzahl von Fahrzeugen nicht den Vorschriften entspricht und ersetzt werden muss, wenn die Spediteure in die ZBE eintreten wollen.

Die Fahrzeugpreise verstärken den Druck: Ein [Elektro-Lkw kann dreimal so viel kosten wie ein Dieselfahrzeug] (https://ekoenergetyka.com/blog/electric-vs-traditional-trucks-a-cost-of-ownership-comparison/#:~:text=Economic%20Competitiveness%20of%20Electric%20Trucks,cheaper%20in%20the%20long%20run:), während [Wasserstoff-Lkw] (https://thundersaidenergy.com/downloads/is-natural-gas-a-competitive-truck-fuel/#:~:text=Hydrogen%20trucks%20have%20been%20proposed,and%20Hydrogen%20%E2%80%94%20across%2035%20variables.) noch teurer sind.

CETM-Madrid, der spanische Verband für Güterverkehr, schätzt die kumulierten Kosten für die Madrider Güterkraftverkehrsunternehmen auf rund 1,3 Mrd. Euro (https://transporteprofesional.es/ultimas-noticias/cetm-madrid-reclama-modificar-el-calendario-de-acceso-a-las-zonas-de-bajas-emisiones-a-los-camiones) und fordert eine Anpassung der Fristen und mehr Unterstützung.

Zeitverdichtung

Die Daten zeigen, dass sich die Änderungen auf die Lieferfristen auswirken. Eine kürzlich durchgeführte Umfrage unter Unternehmen in Pilotzonen ergab, dass [36,7 % über längere Lieferzeiten und höhere Versandkosten berichteten] (https://www.jiem.org/index.php/jiem/article/download/6902/1089)

Staus sind auch während der eingeschränkten Lieferzeiten (8-10 Uhr) üblich, wenn viele Unternehmen um den Zugang konkurrieren. Rund [83 % der befragten Unternehmen] (https://www.jiem.org/index.php/jiem/article/download/6902/1089) gaben auch an, dass das Fehlen geeigneter Be- und Entladebereiche ein Hauptgrund für Verzögerungen ist.

Dieser "Zeitkomprimierungseffekt" - bei dem Lieferungen in weniger Stunden erfolgen müssen - führt zu Engpässen an den Zonengrenzen, was die Wahrscheinlichkeit von Verspätungen und unterbrochenen Lieferketten erhöht.

Druck auf das Personal

Die Störung des Fahrplans erstreckt sich nicht nur auf die Routenplanung der Fahrzeuge, sondern auch auf die Verwaltung des Personals. Barcelonas Ansatz für ZBEs veranschaulicht die Herausforderung: Die Stadt bietet zweistündige Nachtzustellungen (21:00-07:00) an, um die Überlastung am Tag zu verringern, aber die spanischen Tarifverträge sehen vor, dass Nachtarbeit mit einem Aufschlag von etwa 25 % bezahlt wird.

Dies stellt die Flottenbetreiber vor die schwierige Wahl, entweder tagsüber Staus und Verspätungen in Kauf zu nehmen oder aber die höheren Arbeitskosten für den Nachtbetrieb zu akzeptieren.

Die Umweltvorteile der Einführung von ZBEs

Trotz der Herausforderungen bieten ZBEs klare Vorteile für die öffentliche Gesundheit. Studien der Madrid Central LEZ aufgezeichnet signifikante Reduktionen in Stickstoffdioxid (NO₂) innerhalb der Zone. Breitere europäische Untersuchungen zeigen, dass Rußemissionen um bis zu 47 % und ultrafeine Partikel um 56 % nach der Einführung von Umweltzonen zurückgehen.

Diese Verringerung führt unmittelbar zu einer besseren Luftqualität, weniger Atemwegserkrankungen und weniger Krankenhauseinweisungen. Für Stadtbewohner - und Autofahrer, die stundenlang im Stau stehen - sind die gesundheitlichen Vorteile greifbar, auch wenn sie unbequem sind.

Unterstützung für Fahrer und Betreiber in ganz Europa

"Umweltzonen werden sich durchsetzen", sagt Raqual Martinez, European Sales Manager bei SNAP. "Die Herausforderung für unsere Gemeinschaft besteht darin, sich anzupassen, ohne die Effizienz oder das Wohlbefinden der Fahrer zu beeinträchtigen. Wir bei SNAP haben uns verpflichtet, Flotten in Spanien und ganz Europa zu unterstützen und ihnen dabei zu helfen, regulatorische Änderungen in betriebliche Vorteile umzuwandeln."

Wir können die LEZ-Vorschriften zwar nicht ändern, aber unsere intruck-App macht das Leben auf der Straße einfacher. Fahrer können damit sichere Lkw-Parkplätze und Waschanlagen finden und buchen, sehen, welche Einrichtungen an den einzelnen Haltestellen zur Verfügung stehen, und Ruhepausen planen, die in engere Zeitfenster für die Lieferung passen - egal, ob sie nach Madrid fahren, Barcelona umfahren oder auf längeren Strecken die Grenzen überqueren.

Laden Sie noch heute die intruck app herunter und sorgen Sie für reibungslosere Abläufe in der sich wandelnden spanischen Transportlandschaft.

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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.

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Mittwoch 03 September 2025 • Nachrichten und Updates

IST LOGISTIK EINE NEUE ALTERNATIVE ZUR WEITERFÜHRENDEN BILDUNG FÜR SCHULABSOLVENTEN?

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For years, the conventional wisdom has been that school leavers should continue into further education. Whether that meant college, university or vocational training, the message was the same: study first, then work. But that narrative is beginning to shift. Faced with rising tuition fees, increasing debt and uncertainty about the value of a degree, many young people are re-evaluating their choices.At the same time, the logistics industry is crying out for new talent. It offers immediate earnings, structured development and long-term career prospects – all without the cost of higher education. The question is no longer whether logistics could be a stopgap option for school leavers but whether it represents a genuine alternative to university.The need for fresh entrants to logistics is pressing. (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.