Miranda Blake
Noticias del sector • 2 min leer

Día del Conductor de Camiones 2025: Dar voz a los camioneros

Creado: 22/01/2025

Actualizado: 22/01/2025

El 22 de enero de 2025 se celebra el Día del Conductor de Vehículos Pesados. Establecido por NN1 Personnel (reclutadores y proveedores de camioneros en la industria logística), el día pretende celebrar a los conductores y todo lo que hacen por la economía y la sociedad.

Sin los camioneros, que a menudo experimentan diversas dificultades en su trabajo (como estar lejos de sus familias y hogares, largas jornadas laborales y viajar en condiciones meteorológicas extremas), nos quedaríamos sin los productos y las comodidades que necesitamos. Han sido auténticos héroes en los últimos años y también antes: la pandemia fue sólo un ejemplo de ello.

La forma de celebrar el día depende de usted. El personal de NN1 recomienda realizar actos de amabilidad, por ejemplo ofrecer a los conductores una bebida caliente o charlar con ellos.

En SNAP siempre queremos dar voz a los camioneros. Y eso es exactamente lo que vamos a hacer en el Día del Conductor de Camiones. A raíz de una publicación reciente en nuestra página de Facebook en la que se preguntaba sobre la escasez de conductores y cómo garantizar que los jóvenes tengan el entusiasmo necesario para unirse al sector, destacamos algunos comentarios de camioneros que muestran sus experiencias reales, desde los retos a los que se enfrentan hasta lo que les gusta de su trabajo.

Equilibrio vida-trabajo

Uno de los principales temas de conversación de los conductores es el impacto de su trabajo en su vida personal: no estar presentes en los momentos importantes de la vida, tener que dormir en el taxi o que el dinero no compense los sacrificios que hacen.

*"La conducción de camiones siempre ha estado mal pagada, con muchas horas de trabajo y poca o ninguna vida social. Los jóvenes de hoy en día no soportan los horarios absurdos, ya que la mayoría tiene una vida fuera del trabajo".

*"No lo recomendaría a menos que lo lleves en la sangre. No es como un trabajo normal; es una forma de vida. Tienes que entender en qué te estás metiendo. No hay horarios fijos como en una fábrica. Todo depende de la naturaleza del trabajo. Se espera que hagas turnos de 15 horas y que pases las noches en la cabina si el trabajo lo requiere, y que te jodan la vida en casa".

*70 horas a la semana de media por 50.000 libras al año ya no merece la pena. El salario mínimo está alcanzando rápidamente el salario medio de un camionero, así que haré horas extra en una fábrica por un sueldo similar y podré ver a mi mujer todas las noches".

*"Tener que hacer 60/65 horas a la semana, 3/4 noches fuera, sin vida social - por el dinero que ganas podrías también apilar estanterías en Aldi y tener una vida. Los nuevos conductores no quieren trabajar tantas horas ni salir tantas noches por la miseria que ganan. Por eso, cuando las empresas empiecen a pagar más a los conductores, empezarán a contratarlos".

*"¿Cuántos de los que empezaron al mismo tiempo que yo continuaron en la industria? ¿Cuántas esposas se hartaron de no ver a sus maridos? ¿Cuántos conductores se hartaron de no ver a sus mujeres e hijos?

*"¿Por qué iban a entrar en el sector los conductores jóvenes? Largas horas, mal pagados. Pueden ganar más dinero y tener una vida más sociable si se forman en otra cosa. Lamentablemente, ya es demasiado tarde para mí".

Las estadísticas respaldan esta afirmación. Por ejemplo, se ha descubierto que los camioneros trabajan una media de 48 horas semanales - en comparación con las 37,5 horas de todos los empleados, lo que supone un considerable 28% más. Así pues, no es de extrañar que sólo un tercio de los conductores considere que su empresa apoya el equilibrio entre su vida profesional y personal (https://assets.publishing.service.gov.uk/media/651ed5155f7e680014fabe28/hgv-driver-recruitment-retention-rapid-evidence-assess-dft.pdf). Tampoco resulta chocante que un número tan significativo haya abandonado el sector, incluido el 67,21% de los menores de 30 años que colgaron el uniforme de alta visibilidad al año de la pandemia.

Life after trucking

Algunos de los que lo comentaron han abandonado el sector para dedicarse a otras tareas que les hacen más felices.

"Cobrar más en una fábrica mecanizando piezas... y saber cuándo me voy y cuándo me voy a casa, así que pan comido ".

Mi carné y mi CAP están en mi cartera. Enseña a la gente a conducir coches ahora ".

*"No te lo pierdas ni un poco. La licencia sigue siendo válida. Deja el CPC. Ya he tenido bastante".

*"He sido Clase 1 durante años, y no volvería a ella porque puedo ganar el mismo dinero y tener una vida familiar en una fábrica. Ya no merece la pena".

*He vuelto a conducir autobuses porque pagan más por hora donde vivo. Después de 15 años conduciendo camiones, me encantan los turnos de ocho horas. No te das cuenta de lo que te pierdes con el tiempo de calidad fuera del trabajo hasta que lo vuelves a experimentar".

Siguiendo los pasos de la familia

Otros, en cambio, reflexionaron sobre los buenos recuerdos que guardaban de pequeños cuando viajaban en camión con sus padres, así como sobre el valor de esta experiencia y cómo les llevó a incorporarse ellos mismos al sector tras finalizar sus estudios.

*"Creo que el sector no está pensando en cómo se ha educado a los jóvenes de 21 años. Antes, salían con sus padres en camiones. Los chicos del camión desarrollaban las mismas habilidades cerebrales, pero mirando los números de la carretera".

"Cuando dejaron de permitir a los niños ir en el vagón con sus padres en vacaciones, fue cuando los jóvenes dejaron de interesarse. Admitámoslo: no hay precisamente incentivos económicos para alistarse, ¿verdad? ".

"Nunca tuve unas vacaciones escolares sin ir con mi padre en el camión ".

"Conocían el trabajo a la perfección antes de salir de la escuela ".

*"Fue genial ir a Bélgica con mi padre. United Carriers para una agencia llamada Protem Ltd de Kent. Luego pasé a Marley Extrusions. Después, y todavía ahora, soy ayudante de conductor sin carné; ojalá lo tuviera, pero mi vista no es muy buena, así que hago lo que puedo como ayudante de conductor. Me encanta estar en mis camiones".

Pasión por el trabajo

En la misma línea, muchos se mostraron en desacuerdo con que el transporte por carretera no sea el trabajo ideal, ya sea por el dinero o simplemente por su afición a conducir un camión.

*"Hago tres noches a la semana por una base de 45.000 libras al año. Muéstrame otro trabajo que pueda conseguir con dos semanas de formación y que pague eso".

*Llevo casi 49 años en el sector de los petroleros y sigo trabajando los fines de semana a los 74, con una salida nocturna a la semana, y puedo asegurarte que hay escasez de hombres buenos en el sector. Muchos hombres buenos han muerto antes de tiempo. Si pudiera, volvería a hacerlo".

"Es una profesión que te gusta o no te gusta. A mí me gustó durante muchos años y estuve fuera entre cuatro y seis semanas seguidas. Depende mucho de la empresa a la que te afilies. Yo estuve 32 años en la mía ".

Pasé mi HGV a los 19 años. Llevo casi tres años viajando, me encanta ".

"El 50% de los conductores no quería estar fuera, y nadie quería estar fuera los fines de semana. Más o menos todo el mundo me decía: 'Te has perdido los mejores años, hijo, búscate otro trabajo'. La verdad es que el dinero no estaba mal si trabajabas las horas necesarias, y si estabas allí por el dinero podías ganarte bien la vida. Si querías una vida fácil en los mejores camiones, mucho descanso y que tu empresa te cuidara, te habías equivocado de trabajo ".

*Siempre he trabajado más de 60 horas a la semana y he tenido una vida cómoda y, sobre todo, una mujer muy buena, comprensiva y fuerte a mi lado. Y sí, lo volvería a hacer".

Reconocimiento a los camioneros en este Día del Conductor de Camiones

Todos estos comentarios dejan claro que, si bien es cierto que los camioneros se enfrentan a retos, también es cierto que hay muchas cosas que les gustan y que para algunos es una carrera que están encantados de hacer de por vida, por lo que tiene sentido que alrededor de la mitad de los conductores se sientan satisfechos con el trabajo.

Creemos que es crucial que todo el mundo reconozca todo lo que los camioneros hacen por nosotros. Lamentablemente, algunos conductores señalaron que experimentan una importante falta de respeto. Esto no debería ser así: hay que reconocerles lo que hacen para darnos todo lo que necesitamos en la vida. Como dijo un camionero:

*"Las autopistas pueden ser las venas del país, pero los camiones son nuestra sangre. Sin ellos, no tendríamos alimentos ni mucho menos mercancías".

Por eso, este Día del Conductor de Camiones -y todos los demás días- pedimos a todo el mundo que reconozca a quienes trabajan por nosotros en la carretera. Los camioneros merecen elogios, respeto y mucho más.

Compartir con

Otros también leen...

Header Image

jueves 31 julio 2025 • Noticias del sector

LA OLA DE CALOR AFECTA A LA MOVILIDAD EN EUROPA: CÓMO ANTICIPARSE

Guest

Europe’s roads are baking – and the heat is only rising. Across the continent, July 2025 delivered record-breaking temperatures, infrastructure failures and transport disruption on an unprecedented scale. For fleet operators and professional drivers, the challenge is no longer theoretical. Extreme heat is here and it’s reshaping the mobility landscape in real time.Much has been written about the health impacts and climate signals of this year’s heatwave. But far less attention has been paid to how it’s affecting logistics, freight networks and the people who keep goods moving across borders. This article explores how heatwaves are disrupting Europe’s road transport sector – from melting tarmac and cracked motorways to wildfires, driver safety concerns and delivery delays – and offers practical advice to help fleets stay operational, resilient and one step ahead.According to the , Europe regularly experiences extreme heat, with temperatures well above seasonal norms. In the first week of July 2025, Germany recorded , while Spain and Portugal faced temperatures exceeding 46°C during the month. Europe, as a whole, is warming at roughly .These conditions are not just uncomfortable – they’re operationally disruptive. Research cited by Logistics Business shows that heatwaves are a growing risk factor for freight operations, reducing driver welfare, damaging cargo and delaying deliveries.As a result, temperature-sensitive cargo such as food, pharmaceuticals and electronics are becoming harder to move safely. Operators are seeing rising spoilage rates and late delivery penalties. The situation is especially complex in areas where power grids are stretched by increased cooling demand, reducing cold chain reliability.One of the clearest signs of heat’s toll on mobility came in early July, when parts of Germany’s autobahn network began to crack under the pressure of thermal expansion. Sections of the A1, A9 and A10 motorways, amongst others, were closed for urgent repairs as – a direct consequence of the country’s prolonged heatwave.As ground temperatures rise and vegetation dries out, wildfires are also becoming a regular – and dangerous – feature of European summers. According to Wikipedia’s 2025 European heatwave summary, wildfires have broken out across southern Spain, Germany and Greece, prompting mass evacuations and the temporary closure of major roadways and border crossings.In June 2025, the due to wildfires, while fires closed several in France. These closures don’t just create traffic chaos – they mean that HGVs have to reroute, often through narrow, unsuitable roads that can extend journey times by hours.In addition, smoke reduces visibility for drivers and poses health risks, especially for those spending long hours in-cab with inadequate air filtration. And in many areas, emergency services are stretched, meaning delays in clearing affected roads or managing diversions.The risks to infrastructure are accompanied by risks to people. Professional drivers are particularly vulnerable to heat stress, dehydration and fatigue. SNAP’s for drivers outlines the dangers of overheating cabs, the strain of long hours in high temperatures, and the importance of cooling systems and rest.Many roadside facilities in southern and eastern Europe remain poorly equipped to support driver wellbeing during heatwaves. Air-conditioned rest stops, shaded parking and reliable water access are not guaranteed – making SNAP’s more important than ever.“This summer’s heatwave is a wake-up call,” says Raquel Martinez, European Sales Manager at SNAP. “Europe’s transport systems were designed for a cooler climate. But we’re not going back. Fleets that adapt now – with the right tools, the right rest strategies, and the right technology – will be the ones that thrive.”In response to the heat, several countries have introduced or extended heat-triggered truck bans. As , Bulgaria and Hungary enforced daytime HGV restrictions when temperatures soared in July 2025. Restrictions also applied to heavy vehicles on certain vulnerable roads during specified periods. In addition, national holiday-related truck bans in Germany, France, Poland and Italy are compounding summer congestion. Full details can be found at Trafficban.com, which lists regional and time-based restrictions across the continent.For drivers and planners, these bans create a patchwork of compliance zones and timing limitations that require careful navigation and up-to-date planning tools.With the increasing risks posed by extreme heat, insurers are starting to reassess their exposure. That’s likely to affect premiums across the board. Goods-in-transit cover is under pressure, particularly for temperature-sensitive loads, with more claims arising from spoilage and missed delivery deadlines. Vehicle insurance costs may also rise as claims for heat-related breakdowns and accidents increase. Meanwhile, there’s growing scrutiny around employers’ liability, especially if drivers or staff suffer heat-related health issues due to inadequate welfare provisions. Together, these trends could mean higher premiums and tougher renewal conversations for operators without clear resilience plans in place.At SNAP, we believe the key to navigating Europe’s heatwaves lies in preparation, planning and proactive welfare management. Use real-time weather data to help drivers avoid high-risk routes. Stock vehicles with water, shade equipment and emergency cooling kits. Stay informed of changing truck bans across borders using verified sources like Trafficban.com. Encourage drivers to use apps like to locate well-equipped, air-conditioned facilities across Europe. Pay extra attention to tyres, cooling systems and battery performance during maintenance – especially for electric or hybrid vehicles. Ensure policies account for climate-related delays, cargo spoilage and fire damage.Check out our or download the today. With thousands of trusted partners across Europe, it’s your shortcut to safer stops – whatever the temperature.

Header Image

lunes 28 julio 2025 • Noticias del sector

COMBUSTIBLE FRENTE A CARGA: ¿EL CAMBIO A LA ELECTRICIDAD ES MÁS BARATO O SIMPLEMENTE MÁS ECOLÓGICO?

Guest

The growth of electric charging stations across Europe for HGVs has led to a transitional period across the continent's vast road networks. For many fleet operators and drivers, classic diesel-fuelled HGVs are still the transport of choice. However, the shift to electric HGVs is looming, as the industry continues to evolve.To assess the feasibility of switching from diesel to electric, SNAP has authored research into the costs of recharging HGVs vs refuelling them across various European freight routes. We calculated the electricity versus diesel savings in euros per 100 km across .We found that Iceland led the way with an average cost saving of , with fellow Nordic countries Norway and Finland offering the second and third highest cost savings respectively. At the other end of the scale, Croatia offered the least amount of cost savings with , followed by Cyprus and Moldova.In this article, we uncover the cost savings per European country and analyses some of the cost savings per European country and analyses some of the external factors that may be influencing these savings. We also dive into what the future of eHGVs in Europe may look like as well as how eHGVs can help fleet operators and drivers save money, particularly with .Our research found that for every European country investigated, using an eHGV with electric charging saved money when compared to using a traditional HGV with fuel. The primary difference was just how much the cost savings varied. For example, the price for electricity in the most expensive country, (41 euros higher) than the least expensive country, Croatia.We found that on average, a driver with an electric HGV will save when compared with a diesel HGV driver. This translates to an estimated a year for long-haul electric HGV drivers and .To compile our data, we looked at 35 European countries and compared the energy or fuel cost per 100 km for two types of heavy goods vehicles (HGVs). These were a standard diesel HGV, assuming fuel consumption of 35 litres per 100 km at each country's average retail diesel price, and an electric HGV, assuming electricity use of 108 kWh per 100 km based on the average non-household electricity rate. VAT and recoverable taxes were excluded from these calculations. The comparison reflects direct “at-the-pump” or “at-the-plug” costs only, without accounting for factors such as fleet size, negotiated energy contracts, or future changes in fuel and electricity prices.When researching the pricing for diesel and electricity, a number of sources were drawn from, including , and . It is worth noting that some of these sources refer to ‘Great Britain’ while others refer to the ‘UK’. For the purposes of this research, both terms were treated interchangeably., , and are currently the countries where the most can be saved by converting to an electric HGV.This is largely due to these countries ranking among the most expensive in Europe for diesel. Iceland ranks as the most expensive country in Europe for diesel (€2.07 per litre). This steep cost largely comes from its geographical isolation compared with the rest of Europe, leaving the cost of importing diesel much higher than that of other European nations. Iceland, like Norway and Finland, is also known for its high tax rate, which also contributes to its high fuel cost. and also make up the top two countries in the world for electric cars on the road as a share of passenger cars on the road. As a result, both countries have invested significantly in electric charging infrastructure.Iceland’s small size and main ring road also make it easier to install electric charging stations at regular intervals for electric HGV drivers. The same reasoning can be partly used for other countries with smaller networks that have a high rate of cost savings, including Albania, Serbia, and Belgium — although it should be noted that all three also have some of the most expensive diesel prices in Europe, which contributes to the difference in cost savings.The chart below shows the top 10 countries that have the largest cost savings when using an electric HGV:Matthew Bellamy Croatia , Cyprus , and Moldova are currently the three countries with the lowest cost savings in Europe.Croatia has the in the EU after Poland. This is partly because of Croatia's poor EV charging infrastructure, such as charging stations that require ringing customer service or use multiple different apps to start the charging process, poor directions for charging stations outside major highways, and potentially high wait times during peak tourist season. Additionally, Croatia lacks ultra-high-speed charging stations (180 kW and above), which can prove a problem for electric HGVs that require more power than the average EV.Both Cyprus and Moldova have internal geopolitical issues that make infrastructure planning for EV charging (as well as national planning in general) difficult. For Cyprus, the northern half of the island — including half of its capital, Nicosia — has been -backed Turkish Republic of Northern Cyprus since 1974. For Moldova, the eastern province of Transnistria acts as a de facto state with its own government. This means that both countries are unable to implement EV infrastructure in a consistent way across the territory they consider their own.The issues in Cyprus are also compounded by high electricity costs, while Moldova has the fifth cheapest diesel prices in Europe. Moldova is also the , making investment in EV infrastructure a challenge. All these factors contribute to an overall low cost saving for electric HGVs.Poland is also low on the list with a cost saving of . Despite its impressive economic growth and growing investment in EV charging infrastructure, its large size means that coverage is still an issue in certain areas of the country — although this looks likely to .Countries such as Spain , Romania , and Ireland occupy the middle of the road when it comes to cost saving for electric HGVs. This is likely due to these countries have growing EV charging infrastructure, and mid-priced electricity and diesel costs.The chart below shows the top 10 countries that have the lowest cost savings when using an electric HGV:The , which places it 11th overall for cost savings from recharging per 100 km. This is largely due to how expensive UK fuel prices are, with . Although the savings from high diesel costs certainly contribute to the UK’s high eHGV costs savings, it would likely be far higher if the electricity in the UK were not also amongst the in Europe.The UK is also expecting improvements to its EV charging infrastructure. The UK motorway service company, Moto is actively planning to build . These superhubs can better accommodate EV charging for eHGVs more efficiently than a standard EV charger. There are currently . With like BP Pulse and Aegis Energy also looking to invest, it looks likely that the UK will have a much-improved HGV charging network in the near future.There are several factors currently impacting HGV electrification, including a lack of charging infrastructure, long charge times, the high initial costs of eHGV conversion, and their limited range. Additionally, the comparatively low cost and accessibility of diesel fuel and vehicles make traditional HGVs an attractive option for However, all these impacts can vary depending on the country of operation. For example, if your fleet only runs domestically in a country such as Norway or Iceland, then it is likely to be less affected than a fleet operating across Europe or in regions with poorer eHGV infrastructure, such as the Balkans.The main obstacle to HGV electrification is insufficient eHGV charging infrastructure. This is because eHGVs require megawatt-scale charging, which most existing EV charging points for passenger vehicles (standard electric cars and vans) do not support.There are many countries in Europe that severely lack such infrastructure, especially on major freight routes and at truck stops. These tend to be poorer states in southern and eastern Europe such as Moldova, Georgia, and Bulgaria. It is no coincidence that these states rank in the bottom 10 for eHGV cost savings.It can also be the case that eHGV charging stations do exist, but they are in areas that simply can’t accommodate multiple eHGVs charging overnight due to a weak local power grid. This is often a problem in more rural and remote parts of Europe.Although many European countries are planning to improve eHGV infrastructure, it is still a time-consuming and expensive process, with numerous bureaucratic, logistical, and technical obstacles to overcome — not to mention the surrounding infrastructure upgrades, such as local grid connections, that will also be needed.Electric HGVs take far longer to charge than standard EVs. This means that charging must often take place overnight. Even if rapid eHGV chargers can be acquired, the process still takes at , rather than a few minutes, as is the case with petrol vehicles.This long charging time can have a knock-on effect for fleet operators in terms of turnaround times. In an industry with tight delivery schedules and deadlines, this can be potentially detrimental to business performance.Electric HGVs are also constricted by their relatively limited range compared to the mileage afforded by traditional HGVs. According to Safety Shield, a typical electric HGV has a range of around on a single charge (roughly the distance from London to Rotterdam). A typical diesel-powered HGV, however, can travel up to on a single tank of fuel (roughly the distance from London to Warsaw).Electric HGV mileage can also be more affected by external factors such as load, , and terrain. This can lead to range anxiety for drivers, who may conduct more frequent charges to ensure they have enough power to reach their destination. This, in turn, can lead to delivery delays, especially when driving through countries with poor eHGV charging infrastructure.All of this makes it vital for fleet operators planning journeys for their eHGVs. It should be noted that battery technology is constantly evolving, and capacity — and therefore mileage — will continue to improve in the near future.The initial cost of an eHGV is high (typically between , compared to between £80,000-£100,000 for a diesel HGV) which can potentially deter independent drivers and smaller fleet operators from owing one. This is largely due to the expense of the battery technology involved. This means that it will be costly to purchase a new electric HGV outright as the technology inside is more expensive than that of a diesel HGV.High initial eHGV purchasing costs also means that fleet operators in countries with cheaper electricity rates for eHGV charging such as Norway, Sweden, or Finland are more likely to convert since they will recoup their investment quicker than those in countries with expensive electricity, such as Ireland and Croatia.Electricity prices can also fluctuate in relation to various events. For example, over the past five years, electricity prices have fluctuated in response to economies opening up after the COVID-19 pandemic and then Russia's invasion of Ukraine in 2022 (the latter in particular had major effects on European energy supply). As a result, there was a spike in electricity prices of almost 30%, from for the average EU capital in the post-invasion period. With the EU average now, however, , it appears that electric charging for HGVs is set to continue its ascendency.Across Europe, the average cost of running an electric HGV over 100 km is €20.51 — significantly cheaper than the €51.10 it costs for a diesel HGV over the same distance.As efficiency improves and battery technology becomes more widespread and less expensive to produce, eHGVs will also become more affordable to acquire.Diesel fuel still plays a dominant role in the HGV industry. This is because diesel infrastructure has been well established in Europe for decades, especially in comparison to electric chargers for HGVs. Diesel's compatibility with , and its relatively cheapness also keep it popular with truck fleet managers.As with electricity, however, the value of diesel fluctuates across the continent. This is why it can appear more advantageous to stick with diesel HGVs in countries like Moldova, Georgia, and Malta, where diesel remains cheap. Conversely, for nations like Iceland and the Netherlands, where diesel is relatively expensive, there is greater incentive to switch to an electric HGV.A country with low-cost fuel may also be more hesitant to invest heavily in eHGV infrastructure for fear of alienating traditional HGV fleets, who may choose alternative routes as a result.Electric HGVs are the long-term future of road haulage. Not only are they cheaper to run over time, but with new infrastructure being invested in and built at a strong rate, they will also become much more financially and strategically viable.Beyond the economic benefits, electric HGVs are also important for their contribution to environmental goals such as Net Zero. With traditional HGVs being large-scale polluters, the by eHGVs will be felt in cleaner air across Europe.The look set to impact electric HGVs in the future:: will evolve to better accommodate eHGVs alongside other smart technological advancements. These truck parks may include up-to-date ultra-fast charging stations, diagnostic machines, battery swap stations, and automated cleaning services, among other features. : Low Emission Zones (LEZs) already exist in a number of cities (e.g. Paris, Berlin, and Milan) with more European cities likely to follow suit with more stringent. Fleet operators may opt for eHGVs to meet EU regulations or retrofit their HGVs with cleaner technologies, like . : has already had a across road haulage — with applications in route optimisation, predictive maintenance, and . Electric vehicles will likely incorporate AI to help drive sustainability in the haulage industry over the coming decades. : The shift to eHGVs is part of a wider global push toward sustainable living. The effects of extreme weather, including heatwaves and floods across Europe, show no sign of slowing due to climate change. Moving to electric HGVs is one way the world is reducing its dependence on fossil fuels. : During the transition to cleaner fuel sources, there will be a variety of HGV types on the road throughout the 2030s. Many will be older diesel models, some will be electric, and others will be powered by alternative fuels such as biofuel made from renewable biomass sources.Electric HGVs are the future, of that there is little doubt. The economic and environmental benefits will see more fleet operators and drivers switch to eHGVs in the coming years. How long this transitional period lasts will depend on how quickly Europe can develop its eHGV charging infrastructure.There are currently large swathes of the continent where eHGVs lack viability and require extensive route optimisation due to their shorter range. Additionally, the upfront costs involved can deter independent drivers and smaller fleet operators.The technology and infrastructure will continue to improve, and there are already services, like those found on the SNAP portal, designed to make managing eHGV fleets and related costs as simple as possible. From route optimisation and fleet management to maps for parking and truck washes, SNAP makes trucking simple.

Header Image

lunes 07 julio 2025 • Noticias del sector

¿QUÉ SIGNIFICA LA AMPLIACIÓN DEL FERROCARRIL DE INVERNESS PARA EL SECTOR DE LA MOVILIDAD?

Susie Jones

In June, plans to ease HGV traffic in favour of rail freight at the 'cloud factory' (West Fraser wood panel manufacturing) near Inverness were given the green light. The expansion will remove from the A96 each year. We examine the impact this will have on the haulage industry. The plans will come in two phases, both of which will expand rail freight services to create a sustainable operational future. to be completed by next year and will see 20,000 HGVs removed from the roads yearly. aims to remove 40,000 HGVs, the equivalent of 60% of their current HGV traffic each year. This phase will be completed by 2028. Further expansion of phase two will allow other companies around Inverness to use their rail facilities for freight.Due to the rail freight expansion, the industry will no doubt see a reduction in road haulage to that area. The changes equate to roughly , alleviating the pressure on the A96.Although haulage firms will see a decline in demand for long-distance timber trucking, they will see a rise in shorter, last-mile HGV movements such as, collecting timber to transport to the railyard. The sector may also see growth in rail logistics roles, such as coordinating loading between trucks and trains. In 2022, were transported by HGVs within the UK, involving approximately 156 million HGV journeys. The mobility sector has long been one of the largest sources of greenhouse gas emissions in the European Union. In 2022, it emitted of Europe's transport GHG emissions. Despite this high figure, the industry has shown slow progress in reducing its emissions. The shift to rail at the 'Cloud Factory' is expected to cut around . A small albeit important step in the right direction in aiding the sector's transition to net zero by 2050. Although many may see this change as a negative, the haulage industry could still benefit. Goods will still need to be transported from the road to the rail network this poses a new opportunity for hauliers to offer this specialist service. In the area, transport companies could handle inbound timber deliveries and intermodal freight.West Fraser themselves have estimated that the change will likely see an increase in HGVs to and from the site.As the industry moves toward more rail integration, haulage firms must adapt quickly and invest more. • Fleets will transition from long-haul logging trucks to specialised short-haul journeys. • Investment in specialised equipment may be essential for loading containers. • Partnerships with rail operators and railyard managers could have a positive impact on haulage companies. SNAP provides parking across the UK and Europe. Use the or download to find your space today.