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Impacto del apagón de 2025 en la Península Ibérica sobre el transporte de mercancías por carretera

Creado: 04/06/2025

Actualizado: 04/06/2025

El 28 de abril de 2025, un apagón generalizado recorrió la Península Ibérica, dejando sin electricidad a millones de hogares, empresas y servicios públicos de España y Portugal. El apagón, que comenzó a las 12.33 (hora local), afectó a grandes ciudades como Madrid, Barcelona, Lisboa y Oporto, así como a gran parte de las regiones circundantes. En algunas zonas, la electricidad volvió en cuatro o seis horas; en otras, la interrupción duró hasta bien entrada la mañana siguiente.

Aunque todavía se está investigando la causa exacta, los primeros informes sugieren que un fallo en la red de transmisión transfronteriza interrumpió el flujo eléctrico en ambas redes nacionales. El impacto fue rápido y generalizado: paralizó los servicios ferroviarios, dejó en tierra a los aviones, afectó a hospitales y servicios públicos y paralizó la infraestructura digital. Para el sector del transporte y la logística, el reto fue inmediato y afectó a todos los aspectos de las operaciones por carretera, desde el transporte de mercancías y el suministro de combustible hasta el control del tráfico y el bienestar de los conductores.

"Cuando falla el suministro eléctrico, también lo hacen muchos de los sistemas de los que dependemos para mantener la seguridad en las carreteras, desde los semáforos y la señalización hasta las comunicaciones", afirma Raquel Martínez, Directora de Ventas para Europa de SNAP. "Tanto para los conductores como para los operadores de flotas, el apagón de 2025 puso de manifiesto lo rápido que los trayectos rutinarios pueden convertirse en trayectos de alto riesgo y lo importante que es saber dónde pueden parar los conductores para mantener su seguridad y la de sus cargas."

Retrasos en el transporte de mercancías

Para las empresas de transporte, el primer y más acuciante problema fue la suspensión del movimiento de mercancías. En toda la Península Ibérica, las operaciones en almacenes, centros de cumplimiento y centros de cross-docking se ralentizaron o se detuvieron por completo. Los movimientos internacionales también se vieron afectados, con camiones retenidos en las fronteras mientras las autoridades trabajaban para restablecer el control básico del tráfico y garantizar la seguridad vial.

Con el transporte de mercancías por ferrocarril paralizado, algunos operadores intentaron trasladar las cargas a la red de carreteras, pero esto conllevó sus propias limitaciones. La congestión de las rutas, la inoperatividad de los sistemas de tráfico y el acceso irregular al combustible impidieron al transporte por carretera absorber la demanda. Fueron necesarios varios días para eliminar el retraso y restablecer la fiabilidad de la cadena de suministro.

Peajes, tráfico y fallos tecnológicos

Los cortes de electricidad en Iberia también revelaron hasta qué punto las infraestructuras modernas dependen de los sistemas digitales. Los semáforos de las principales ciudades se apagaron, provocando atascos y aumentando el riesgo de accidentes. La señalización electrónica, los sensores de las autopistas y los sistemas inteligentes de enrutamiento fallaron, privando a los conductores de orientación y actualizaciones en tiempo real.

Las cabinas de peaje también se vieron afectadas. Con las barreras automáticas y los sistemas de pago electrónico fuera de servicio, el personal de algunas zonas tuvo que levantar las barreras manualmente o cobrar en efectivo. Esto provocó retrasos en las principales rutas, pérdidas de ingresos para los operadores de peaje y preocupación por la integridad del sistema una vez restablecido el suministro eléctrico.

Escasez de combustible

Uno de los signos más claros de la dependencia del sector de la electricidad se produjo en los surtidores de combustible. Las gasolineras de España y Portugal se vieron obligadas a cerrar por falta de electricidad. Los surtidores y los sistemas de pago dejaron de funcionar, y sólo un pequeño número de gasolineras con generadores de emergencia pudieron atender a los clientes. Rápidamente se vieron desbordados, lo que provocó largas colas y, en muchos casos, conductores varados sin combustible.

La interrupción también se extendió a las zonas del interior, ya que las instalaciones portuarias y las redes de distribución de combustible no pudieron funcionar a su capacidad normal, lo que retrasó el transporte de combustible a las zonas del interior y agravó aún más los problemas de suministro.

Vehículos eléctricos e infraestructura de recarga

Para los operadores de vehículos eléctricos, el apagón supuso un reto especial. La recarga de vehículos eléctricos en España y Portugal quedó fuera de servicio, inutilizando los vehículos a menos que tuvieran carga suficiente para completar su ruta. Sin acceso a la recarga, se suspendieron algunas entregas y se retiraron temporalmente de la circulación los vehículos eléctricos.

Para las empresas de logística que se plantean la transición a flotas eléctricas, los cortes de electricidad en Iberia subrayaron la importancia de los planes de contingencia y de las infraestructuras de reserva para mantener las operaciones durante los fallos de la red.

Bienestar de los conductores

Quizás las preocupaciones más acuciantes se centraron en el bienestar de los conductores. Las áreas de descanso y las estaciones de servicio quedaron sumidas en la oscuridad, muchas de ellas sin luz, calefacción, comida caliente o aseos en funcionamiento. Algunos conductores se quedaron sin un lugar seguro para descansar durante los retrasos forzosos.

La comunicación fue otro problema importante. Con las redes móviles interrumpidas, los conductores tuvieron dificultades para ponerse en contacto con los depósitos, solicitar ayuda o acceder a las actualizaciones del tráfico. Para muchos, la radio local se convirtió en la única fuente fiable de información. La situación sirvió para recordar lo expuesto que puede estar el sector cuando fallan las infraestructuras críticas.

Lecciones para el futuro

Aunque el apagón de España-Portugal duró menos de 24 horas en la mayoría de los lugares, la interrupción del transporte por carretera y del transporte de mercancías fue significativa. Los efectos del apagón en la logística abarcaron desde el suministro de combustible y la resistencia de las infraestructuras hasta la preparación para emergencias y el bienestar de los conductores. Sin embargo, también suscitó un renovado debate sobre cómo los operadores de flotas pueden mejorar la continuidad de su negocio y proteger a su personal ante acontecimientos similares.

Establecer y poner a prueba un sólido plan de continuidad de la actividad es un primer paso importante. Debe incluir protocolos de comunicación, acceso al combustible, rutas alternativas y despliegue de vehículos. En la medida de lo posible, deben identificarse de antemano horarios y socios de reparto alternativos, especialmente para cargas críticas o sensibles al tiempo.

Apoyar el bienestar del conductor es crucial en situaciones como ésta. Los kits de emergencia -con tentempiés, agua, linternas, baterías y ropa reflectante- pueden tranquilizar y ayudar en la práctica.

"Es posible que los operadores también deseen revisar las instalaciones de los depósitos para asegurarse de que los conductores disponen de lugares seguros para descansar, especialmente durante los retrasos más prolongados", afirma Raquel. "Saber que hay una red de paradas de camiones en la región, como nuestra red de socios, puede dar la seguridad de que hay algún lugar donde parar hasta que vuelva la electricidad".

"Puede que los apagones de esta magnitud sean poco frecuentes, pero el riesgo es real. Los operadores deben plantearse cómo aumentar su resistencia y adaptarse a las situaciones para seguir avanzando: desde garantizar el acceso al combustible hasta reevaluar la planificación de las rutas y la provisión de descanso durante las emergencias."

Servicios de Movilidad SNAP en España

Disponemos de una amplia red de paradas de camiones y áreas de servicio en toda España y Europa. Visite nuestro mapa interactivo para ver dónde puede encontrar a nuestros socios en la actualidad

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miércoles 18 junio 2025 • Noticias

REAPERTURA DE LA FRONTERA ENTRE POLONIA Y UCRANIA: LO QUE LOS OPERADORES DE FLOTAS DEBEN SABER

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After months of disruption, freight traffic between Poland and Ukraine is moving freely again. But with tensions still simmering and the threat of renewed blockades on everyone’s minds, fleet operators must remain alert to the risks – and prepared to protect driver welfare on both sides of the border.This article explains what caused the disruption, how it affected drivers, and the steps you can take to reduce the impact if industrial action returns.The situation began in late 2023 when Polish truck drivers began protesting at major border crossings. They claimed that the EU’s decision to waive permit requirements for Ukrainian hauliers – introduced as a temporary wartime measure – led to an influx of lower-cost operators undercutting Polish firms.The protests escalated, blocking key freight routes into Ukraine and trapping thousands of vehicles in queues stretching for miles. At its peak, the blockade left at the border, some waiting more than a week to cross. Non-Ukrainian EU drivers, too, suffered long delays, strained schedules and poor conditions. What began as a logistical dispute evolved into a broader protest by Polish truckers over Ukrainian imports, market access, and the impact of emergency EU transport measures. Polish farmers soon joined in, frustrated by the effect of Ukrainian agricultural products on domestic prices.Polish drivers also for border crossings – known as eCherha – arguing that it put EU hauliers at a disadvantage. While the system was designed to streamline freight movement by allowing carriers to pre-book crossing slots, Polish operators claimed it gave Ukrainian firms greater flexibility and faster access. Issues such as language barriers, limited integration with EU logistics systems and inconsistent implementation left many EU drivers waiting longer at the border, further fuelling the perception of unfair treatment and contributing to the broader unrest. Protests begin at Dorohusk, Hrebenne and Korczowa crossings. More crossings are blocked, including Medyka; three Ukrainian drivers die waiting in queues. The Polish government comes to an agreement to pause the blockade until March. Sporadic blockades resume at smaller crossings. A new four-month blockade began at Yahodyn-Dorohusk but was overturned in court. All major border crossings remain open, but the risk of future disruption remains.In response to the disruption and its wider implications, the Polish government has taken a proactive stance. Border crossings with Ukraine have been designated as critical infrastructure, giving them greater protection from future blockades and helping to ensure the continued flow of freight, humanitarian aid and military support. A new Council for Cooperation with Ukraine has also been established to generally strengthen ties between the two countries. Part of its remit is to improve coordination across trade and transportation. In parallel, Poland is investing in eastern border infrastructure and engaging with EU officials to press for fairer terms for Polish hauliers. While these actions may not resolve the situation overnight, they signal a longer-term commitment to stability and structured dialogue.The blockade created unacceptable conditions for professional drivers. Many spent days or weeks in their cabs with no access to toilets, food or running water. Some were stuck in freezing temperatures with no heating or shelter. during the blockade period, with exhaustion and untreated medical conditions believed to be contributing factors. The disruption also caused significant mental and emotional strain, particularly for Ukrainian drivers trying to reach or return from home during wartime. Delays affected not only trade but also the movement of fuel, aid and military goods critical to Ukraine’s national defence.While Polish protesters insisted that humanitarian and military aid vehicles were permitted through the border, indicate that this wasn’t always the case.These conditions weren’t just traumatic for drivers – they also exposed gaps in fleet risk management and emergency planning. Operators must now treat border disruption as an ongoing threat.Although the situation has stabilised, underlying tensions between Polish hauliers, Ukrainian operators and EU policy remain unresolved. Fleet managers operating in or near the region should be alert to the possibility of further industrial action – especially during seasonal pressure points or EU policy reviews.Here are the SNAP team’s recommendations for managing the situation effectively:Stay up-to-date with news from Polish and Ukrainian logistics associations and government sources. Subscribe to border traffic alerts and follow trusted logistics partners for real-time updates.Have contingency plans that redirect vehicles through Hungary, Slovakia or Romania if crossings between Poland and Ukraine become blocked again.Ensure your trucks are stocked with essentials: food, water, power banks and medical kits. During periods of unrest, access to secure truck parking in Poland is essential, so that your drivers are safe, rested and off the roadside. Equip drivers with up-to-date information on secure truck parking and rest areas along their route.Our has an interactive map of truck parking, with 11,000 HGV service providers across Europe, including Poland, Hungary and Slovakia. It’s an easy-to-use tool for finding secure truck rest areas in Poland, making it especially valuable during periods of industrial action. Although the app does not currently offer bookable truck parking in Ukraine, Ukrainian operators and drivers can use intruck to locate reliable rest stops within the EU during long-distance journeys or times of disruption.With increased demand during periods of disruption, advanced booking is critical. Drivers can also use intruck to find and book trusted truck parking in Poland in advance. Whether your vehicles are travelling deep into Eastern Europe or returning westward, it allows your drivers to access parking for trucks near Warsaw and other high-traffic areas.Establish check-in schedules, especially if long waits or diversions are expected. Reassure drivers that their wellbeing is a priority and provide support if they face unexpected delays. If possible, suggest secure lorry parking locations in Ukraine in advance, so they know where to take a break.The reopening of the Poland-Ukraine border is welcome news for fleets operating in Eastern Europe. But with political tensions unresolved, it’s essential to stay prepared.“The situation is rapidly changing,” says Nick Renton, Head of European Strategy and Business Development at SNAP. “With the potential for further disruption at the Poland-Ukraine border, we recommend that fleet operators put robust plans in place to prioritise driver wellbeing and minimise operational risks. That includes building flexibility into delivery schedules, providing essential supplies in vehicles and ensuring drivers have access to secure truck parking. “Our network of bookable truck stops across Europe and Poland gives you the tools to stay agile – offering peace of mind to both operators and drivers when conditions on the ground become unpredictable.”View our interactive map of .

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viernes 16 mayo 2025 • Noticias

CAMIONES AUTÓNOMOS: DESENTRAÑANDO EL CAMINO A SEGUIR

Susie Jones

Autonomous trucks a daunting idea for some, but seemingly, the future of the logistics industry. As technology advances within the sector, the prospect of having partially or fully autonomous vehicles delivering your goods is high. In fact, it could be as close as 2026, according to the UK government, as in May 2024, the Automated Vehicles (AV) Act became law.However, what happens when an autonomous truck gets into an accident? Who is liable? In this blog, we'll delve into the world of autonomy, how it could impact the mobility sector, who is liable when accidents occur, and what drivers think of the change.There are six levels of driving automation:• Level 0 No automation. The human performs all driving tasks.• Level 1 Driver assistance. The vehicle features a single automated system. • Level 2 Partial automation. The vehicle can perform steering and acceleration. However, a human still monitors all tasks and can take control at all times.• Level 3 Conditional automation. The vehicle can perform most driving tasks. However, human override is still required.• Level 4 High automation. Geofencing is required, and the vehicle can perform all driving tasks under specific circumstances. Human override is an option. • Level 5 Full automation. The vehicle performs all driving tasks in all conditions. No human attention or interaction is required. Sensors, cameras, and artificial intelligence enable autonomous trucks to drive independently. Advanced programs make decisions instead of human drivers. • Legalities Who is liable when accidents occur? Is it the driver, their employer, or the maintenance company? We delve into this below. • Infrastructure Our existing roads are built for a world of petrol engines. Therefore, infrastructure must be upgraded or replaced to support self-driving vehicle fleets, requiring money and a substantial amount of political will. • Societal shifts An evolution in public attitudes will need to occur, too. The prospect of AI vehicles is daunting to many, with concerns regarding safety, journey tracking, and the legal grey areas regarding road accidents. • Security A system relying on digital networks becomes more vulnerable to cyber threats. The safety of autonomous trucks has been a hot topic of discussion within the sector, with many debating whether the technology is at a reliable standard to deal with unpredictable weather and recognise obstacles something that is of concern for truck drivers on SNAP's social media pages:"In the slightest bit of rain, my truck loses all automatic capabilities, AEBS, and cruise control. There is no way trucks will be allowed to drive themselves without a driver anytime soon."“This will kill more people on the roads and cause more queues. Just think how reliable your electronics are on your Euro 6 vehicle. The same people are making autonomous trucks.”In the event of an accident, responsibility may shift between the driver and the manufacturer. The court must determine whether an accident was caused by a technical fault, inadequate maintenance, or driver error. A manufacturer will become liable in the following instances: • Sensor malfunction• Software glitches• Inadequate cybersecurity measures• Inadequate testingA driver of an autonomous truck may be liable for an accident if they neglect the necessary service or maintenance required for the vehicle to operate properly one could argue that this liability could fall on fleet managers, too. Despite this, there is still some confusion among those in the mobility sector. We asked truck drivers on our who they believe would be held liable in the event of an accident with an autonomous vehicle. 51% of drivers thought the driver would be responsible, 37% suggested automated truck manufacturers, and 12% believed software developers. It's evident that more clarification is needed among those in the sector before autonomous trucks are a permanent fixture on our roads. In their revisited campaign, SNAP looks at the future of the mobility sector. As technology advances, autonomous vehicles will play a significant role in the industry, with a 50% chance that machines could take over all human jobs in the next 120 years.However, how will they deal with some of Europe's most hazardous highways? Truck driving is more than just sitting behind the wheel it's often about navigating ever-changing and unpredictable road conditions. It poses the question of whether autonomous trucks could deal with some of the poorest roads in Europe. From their most recent campaign, , SNAP identified Europe's most dangerous roads, with results showing Bulgaria, Lithuania, and Czechia as the most concerning.One could argue that autonomous trucks will face challenges while trying to navigate some of these roads without human interaction. Limited GPS accuracy, sensor interference, and a lack of consistent infrastructure could complicate things.

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miércoles 16 abril 2025 • Noticias

¿QUÉ IMPLICACIONES TIENEN LOS LÍMITES DE VELOCIDAD DE 20 MPH PARA LAS FLOTAS?

Susie Jones

In 2023, HGVs were involved in collisions that resulted in fatalities, a decline from 2022 but a concerning statistic nonetheless. These accidents could have resulted from several factors, such as driver fatigue, poor vehicle maintenance, weather conditions, or the actions of other road users. However, data from road safety charity Brake suggests that of road-related deaths had speed reported as a road safety factor. In this blog, we'll explore how the implementation of 20mph speed limits could impact fleet operations and lower fatality numbers. According to , only 10% of HGV collisions occurred on a motorway the other 90% were more likely to happen on an urban or rural road. Rural roads present truck drivers with narrow spaces, sharp turns, and interactions with vulnerable road users like cyclists and pedestrians, increasing the likelihood of accidents. 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Some saw the changes as a hindrance to efficiency arguing that lower speed limits may force some fleets into reducing the number of deliveries they can make in any given period. Drivers on SNAP's social media pages had strong feelings toward the suggestion. One driver commented:"Who is going to back more 20mph zones? The whole standard of driving is the problem. Ever since we came out of lockdown, the standard of driving has been diabolical, that's including cars, vans, and trucks."The sentiment remained the same on socials, with many not supporting the change. Reduced speed zones offer several benefits for truck drivers. • Lower speeds improve reaction times and reduce stopping distances, making it easier to avoid collisions particularly in urban areas.• Trucks are more likely to have less vehicle wear and tear with reduced speed limits. As mentioned, some fleet companies are concerned that lower speed limits could reduce the number of deliveries they could make in any given period. Fleets could also face the following challenges:• affecting time-sensitive deliveries, impacting scheduling and customer expectations.• companies may have to adjust routes to account for slower speeds.• investing in additional driver training to ensure compliance with new speed limits will be crucial. Although these issues can pose additional challenges for fleet companies, many can be managed proactively. Many would argue the long-term safety benefits outweigh the obstacles. In a revisited campaign titled , SNAP identified the most hazardous GB locations. We delve deeper to discover which roads could benefit from a reduced speed limit. SNAP discovered the South East had the most hazardous roads. Kent has the most dangerous roads in Britain and is on the Kent Highway Network by 2050. Which roads are the most concerning?• A short road running for just four miles but was named Britain's highest-risk route in 2018. The report singled out a stretch of the A254 between the junction of the A28 at Margate and the junction with the A255 near Ramsgate. The speed limit on this stretch varies between 30mph and 40mph built-up areas and a heavy traffic flow from the port of Dover make this road particularly dangerous for cyclists, pedestrians, and other road users. Could this stretch of road benefit from slower speed limits?• Notorious for its high accident rates, the A252 runs for 8.7 miles. In 2020, work commenced to reduce the number and severity of accidents, among the changes, a decrease from 60mph to 50mph on this stretch, except where lower limits are in force. However, is this enough to shake off the road's reputation as one of Britain's worst?Surrey and Essex were also at the top of the list and had a combined total of accidents over the last five years. High accident rates in Surrey can be attributed to its mix of populated towns and rural roads. Its closeness to London and major motorways has resulted in more collisions.• Also known as the London Orbital Motorway, the M25 is one of Britain's busiest roads while also being the second-longest ring road in Europe. Between 2007 and 2016, 7,673 accidents and 80 fatalities were reported. As a crucial motorway, speed adjustments as low as 20mph would be ludicrous. However, would the M25 benefit from restricted speed zones?• Running for 67 miles, the A3 can be a challenging road to drive on due to its high traffic volume, speed limits, and sections with poor road conditions. Truck drivers must adhere to strict speed regulations. These restrictions are in place to account for the size, weight, and braking capacity of a truck. • A truck over 7.5 tonnes is limited to a maximum speed of 50mph.• 60mph is the maximum speed limit for a truck over 7.5 tonnes. • Truck drivers must not exceed 60mph on a motorway. In the UK, speed limiter devices must be installed into any truck to cap the maximum speed the vehicle can travel. • All trucks over 3.5 tonnes must have a speed limiter set to 56 mph. • Speed limiters limit the fuel supplied to the engine once the vehicle reaches a preset speed ensuring drivers cannot exceed the limit.A private truck does not require a speed limiter unless it is being used for commercial purposes. You must declare if your vehicle is exempt from needing a speed limiter when you take it for its MOT by filling in a