Guest
Noticias • 4 min leer

Zonas de bajas emisiones en España: Lo que deben saber los operadores de flotas

Creado: 03/10/2025

Actualizado: 08/10/2025

A finales de 2025, 149 ciudades españolas -desde Madrid y Barcelona hasta centros turísticos como Valencia, Alicante y Benidorm- restringirán el acceso a los vehículos de altas emisiones. Para los operadores de flotas, esto significa nuevos riesgos de cumplimiento, costosas actualizaciones y plazos de entrega más ajustados.

Las Zonas de Bajas Emisiones (ZBE) forman parte de una iniciativa europea más amplia para mejorar la calidad del aire y reducir las emisiones del transporte. Ya funcionan en las principales ciudades del país y se aplican con multas de hasta 200 euros, aunque las normas varían de una ciudad a otra.

En esta guía, explicamos cómo funcionan las ZBE, qué categorías de vehículos se ven afectadas y qué deben hacer los operadores para mantener sus flotas en la carretera.

Normas ZBE y categorías de vehículos

La legislación española introduce las ZBE en las ciudades de más de 50.000 habitantes (y en las de más de 20.000 con una calidad del aire especialmente mala), con el fin de mejorar la calidad del aire urbano y apoyar los objetivos climáticos de la UE.

El acceso a una ZBE viene determinado por el distintivo ambiental del vehículo, expedido por la Dirección General de Tráfico (DGT).

Las categorías son:

Cero (distintivo azul):

Acceso total

● Vehículos 100% eléctricos (BEV)

● Vehículos de pila de combustible de hidrógeno (FCEV)

● Híbridos enchufables con al menos 40 km de autonomía eléctrica

Eco (distintivo verde/azul):

Acceso generalmente libre

● Híbridos estándar (HEV)

● Híbridos enchufables con menos de 40 km de autonomía eléctrica

● Vehículos de gas (GNC/GNL/GLP)

C (Distintivo verde):

Acceso con algunas restricciones de tiempo/área

● Vehículos de gasolina: Euro 4/5/6 (normalmente a partir de 2006).

● Vehículos diésel: Euro 6 (normalmente a partir de 2014)

B (Distintivo amarillo):

Cada vez más restringido, a menudo prohibido durante las horas punta

● Vehículos de gasolina: Euro 3 (normalmente 2000-2005)

● Vehículos diésel: Euro 4-5 (normalmente 2006-2013)

Sin insignia:

Generalmente prohibido en todos los ZBE

● Vehículos de gasolina por debajo de la norma Euro 3

● Vehículos diésel por debajo de la norma Euro 4

Los vehículos de gasolina por debajo de la norma Euro 3 y los diésel por debajo de la Euro 4 suelen estar prohibidos en las ZBE, aunque las restricciones varían según la ciudad.

Es importante tener en cuenta que los vehículos extranjeros deben matricularse en los ayuntamientos locales antes de entrar en una ZBE, aunque cumplan normas Euro equivalentes. Sin matricular, los vehículos que cumplan las normas pueden enfrentarse a multas automáticas, lo que se ha convertido en un problema habitual para los transportistas internacionales que operan en España.

Zonas afectadas por las ZBE

Madrid y Barcelona cuentan con ZBE desde hace varios años, con normas muy específicas y amplias zonas de cobertura. A finales de 2025, el sistema se ampliará para cubrir 149 ciudades, incluidas poblaciones más pequeñas y destinos turísticos como Benidorm, Valencia, Sevilla y Alicante.

Algunas ciudades aún están implantando o aplicando gradualmente sus zonas, con periodos transitorios (por ejemplo, avisos hasta finales de 2025 en Valencia y Benidorm). Otras, como Málaga, empezarán a multar a los vehículos que incumplan la normativa a partir de diciembre de 2025.

Debe tenerse en cuenta que las ciudades pueden tener normas diferentes, y algunas permiten vehículos no conformes para servicios esenciales, por lo que es importante conocer las normas de una ciudad específica antes de enviar un vehículo.

España no está sola: más de 320 ciudades de toda Europa ahora operan LEZ, con el sistema Crit'Air de Francia, Umweltzonen de Alemania y ULEZ del Reino Unido entre los más establecidos. Para los transportistas transfronterizos, esto crea un mosaico de normas, pegatinas y sanciones que aumentan los riesgos de cumplimiento y los costes.

Qué deben hacer los operadores de flotas

Debe asegurarse de que sus vehículos llevan el distintivo o la matrícula de la DGT correspondiente si son extranjeros.

Las multas por incumplimiento suelen fijarse en 200 euros por infracción, aunque pueden variar según el municipio. Ciudades como Madrid y Barcelona ya han empezado a imponer estas sanciones mediante sistemas de reconocimiento automático de matrículas (ANPR).

Problemas para los gestores de flotas

Renovación y costes de la flota

Muchas empresas de logística se enfrentan a obstáculos porque los camiones diésel más antiguos están ahora prohibidos o restringidos en las ciudades. De hecho, la edad media de la flota española de transporte de mercancías es de 14 años. Esto significa que un número significativo de vehículos no cumplen la normativa y deben ser sustituidos si los transportistas quieren entrar en las ZBE.

Los precios de los vehículos aumentan la presión: un camión pesado eléctrico puede costar tres veces más que su equivalente diésel, mientras que los camiones de hidrógeno son aún más caros.

CETM-Madrid, la Confederación Española de Transporte de Mercancías, estima que los desembolsos acumulados por las [empresas] madrileñas de transporte de mercancías por carretera rondan los 1.300 millones de euros (https://transporteprofesional.es/ultimas-noticias/cetm-madrid-reclama-modificar-el-calendario-de-acceso-a-las-zonas-de-bajas-emisiones-a-los-camiones) y reclama ajustes de plazos y más ayudas.

Compresión del tiempo

Los datos muestran que los cambios están repercutiendo en los plazos de entrega. Una encuesta reciente entre empresas situadas en zonas piloto reveló que [el 36,7% informaba de plazos de entrega más largos y de un aumento de los gastos de envío] (https://www.jiem.org/index.php/jiem/article/download/6902/1089).

La congestión también es habitual durante las horas de reparto restringido (8-10 de la mañana), cuando muchos operadores compiten por el acceso. Alrededor del 83% de las empresas encuestadas también mencionaron la falta de zonas de carga y descarga adecuadas como uno de los principales motivos de los retrasos.

Este efecto de "compresión del tiempo" -en el que las entregas se ven forzadas a realizarse en menos horas- crea cuellos de botella en los perímetros de las zonas, lo que aumenta la probabilidad de que se produzcan retrasos en las llegadas y se interrumpan las cadenas de suministro.

Presiones de personal

La alteración de los horarios va más allá de la ruta de los vehículos y afecta a la gestión del personal. El planteamiento de Barcelona respecto a las ZBE ilustra el reto: la ciudad ofrece franjas horarias de reparto nocturno de dos horas (21:00-07:00) para reducir la congestión diurna, pero los convenios laborales españoles establecen que la remuneración del trabajo nocturno tiene primas de aproximadamente el 25%.

Esto plantea una difícil elección a los operadores de flotas: aceptar la congestión y los retrasos diurnos, o absorber el aumento de los costes laborales de las operaciones nocturnas.

Las ventajas medioambientales de introducir ZBE

A pesar de los retos, las ZBE aportan claros beneficios para la salud pública. Los estudios de la LEZ Madrid Central registraron reducciones significativas de dióxido de nitrógeno (NO₂) dentro de la zona. Estudios europeos más amplios muestran que las emisiones de hollín disminuyen hasta en un 47% y las partículas ultrafinas en un 56% tras la implantación de ZBE.

Estas reducciones se traducen directamente en una mejor calidad del aire, menos enfermedades respiratorias y menos ingresos hospitalarios. Para los residentes urbanos - y los conductores que pasan horas en el tráfico congestionado - los beneficios para la salud son tangibles aunque incómodos.

Apoyo a conductores y operadores de toda Europa

"Las zonas de bajas emisiones están aquí para quedarse", comenta Raqual Martínez, Director de Ventas para Europa de SNAP. "El reto para nuestra comunidad es adaptarse sin comprometer la eficiencia ni el bienestar de los conductores. En SNAP, estamos comprometidos a apoyar a las flotas en España y en toda Europa, ayudándoles a convertir el cambio normativo en una ventaja operativa."

Aunque no podemos cambiar las normas de la LEZ, nuestra aplicación intruck simplifica la vida en la carretera. Los conductores pueden utilizarla para encontrar y reservar aparcamiento y lavado seguros para camiones, ver qué instalaciones hay disponibles en cada parada y planificar descansos que se ajusten a plazos de entrega más ajustados, tanto si se dirigen a Madrid, bordean Barcelona o cruzan fronteras en rutas más largas.

Descargue hoy mismo la aplicación intruck app para realizar operaciones más fluidas en el cambiante panorama del transporte en España.

Compartir con

Otros también leen...

Header Image

viernes 26 septiembre 2025 • Noticias

CÓMO SER CAMIONERO

Guest

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.

Header Image

lunes 22 septiembre 2025 • Noticias

EL AUGE DE LAS INFRAESTRUCTURAS EN RUMANIA: QUÉ SIGNIFICA PARA EL SECTOR DE LA MOVILIDAD

Guest

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.

Header Image

miércoles 03 septiembre 2025 • Noticias

¿ES LA LOGÍSTICA UNA NUEVA ALTERNATIVA A LA FORMACIÓN CONTINUA PARA LOS JÓVENES QUE ABANDONAN LA ESCUELA?

Guest

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.