Susie Jones
Nouvelles de l'industrie • 3 min lire

Tout ce que vous devez savoir sur le système d'entrée/sortie de l'UE

Créée: 14/10/2024

Mise à jour : 14/10/2024

L'UE va introduire le système d'entrée/sortie (EES), dont le lancement était prévu en novembre, mais qui a été retardé en raison de certaines inquiétudes. Ce système modifiera les exigences imposées aux ressortissants britanniques qui se rendent dans l'espace Schengen, en obligeant tous les détenteurs d'un passeport britannique à enregistrer des données biométriques, telles que leurs empreintes digitales ou une photo. Le système EES remplacera l'apposition manuelle de tampons sur les passeports lors de l'entrée dans l'UE. Nous avons rassemblé tout ce qu'il faut savoir avant ce changement.

Que demande-t-on aux voyageurs dans le cadre de la SEE ?

Tout pays utilisant le système EES demandera aux voyageurs de fournir les informations suivantes :

  • Lieu d'entrée et de sortie

  • Date d'entrée et de sortie

  • Documents de voyage.

Quels sont les avantages ?

La SEE présente les avantages suivants :

  • Elle modernise la gestion des frontières extérieures de l'UE et améliore l'expérience des voyageurs.

  • L'EES lutte contre l'usurpation d'identité en collectant des données biométriques.

  • Il permet d'identifier les personnes qui dépassent la durée de séjour autorisée et fournit des données fiables sur les entrées, les sorties et les refus.

  • L'amélioration des contrôles aux frontières, des registres électroniques et des données biométriques renforcera la sécurité au sein de l'UE.

  • Il permet le partage d'informations en temps réel, ce qui permet aux autorités frontalières de l'UE de disposer des bonnes informations au bon moment.

Quelles sont les préoccupations ?

À long terme, le nouveau système simplifiera les opérations et profitera aux voyageurs extracommunautaires. Toutefois, le nouveau système suscite plusieurs inquiétudes :

  • Au moins trois pays de l'UE ne sont pas tout à fait prêts pour le lancement.

  • Plusieurs pays pourraient ne pas être en mesure d'introduire le système biométrique avancé.

  • Le système n'a pas été testé correctement dans le port de Douvres, l'un des points de passage les plus fréquentés du Royaume-Uni.

  • Le lancement initial pourrait entraîner une augmentation des retards aux points de contrôle frontaliers.

De nouveaux retards dans le lancement officiel de la SEE pourraient dissiper plusieurs de ces inquiétudes.

Les transporteurs routiers britanniques ont exprimé leur inquiétude quant à la limite de 90 jours sur 180 pour les déplacements dans l'espace Schengen : maintenir des activités commerciales régulières au sein de l'UE pourrait s'avérer difficile. Les sociétés de flotte dont les conducteurs ne sont pas ressortissants de l'UE pourraient se voir imposer des restrictions de voyage ou des amendes en cas de dépassement de la limite.

Comment les flottes et les conducteurs peuvent-ils se préparer ?

Les flottes et les conducteurs ne peuvent pas faire grand-chose pour se préparer au nouveau système - la plupart des démarches se feront en personne au port. Toutefois, les flottes et les conducteurs peuvent prendre les mesures suivantes pour assurer une transition en douceur :

  • Lorsque vous réservez votre voyage, assurez-vous de disposer de toutes les informations nécessaires avant de vous rendre au port.

  • Sachez à quoi vous attendre à votre arrivée - les différences pratiques font que la procédure varie d'un endroit à l'autre.

  • Prévoyez suffisamment de temps pour accomplir les formalités préalables au voyage, en particulier si vous voyagez peu de temps avant la date de début du voyage.

Quels sont les pays qui utiliseront la SEE ?

Les pays suivants utiliseront l'EES :

Allemagne, Autriche, Belgique, Bulgarie, Croatie, Danemark, Espagne, Estonie, Finlande, France, Grèce, Hongrie, Islande, Italie, Lettonie, Liechtenstein, Lituanie, Luxembourg, Malte, Norvège, Pays-Bas, Pologne, Portugal, République tchèque, Roumanie, Slovaquie, Slovénie, Suède, Suisse.

Quand la SEE ne s'applique-t-elle pas ?

Il existe plusieurs exemptions à la nouvelle SEE :

  • Ressortissants des pays utilisant la SEE (y compris Chypre et l'Irlande).

  • Les ressortissants de pays tiers ayant un lien de parenté direct avec un citoyen de l'UE. Ils doivent être titulaires d'une carte de séjour.

  • Tout ressortissant d'un pays tiers titulaire d'une carte de séjour ou d'un permis de séjour ayant un lien de parenté direct avec un ressortissant d'un pays tiers peut voyager en Europe comme un citoyen de l'UE.

  • Les citoyens titulaires d'un permis de séjour ou d'un visa de long séjour.

  • Ressortissants d'Andorre, de Monaco et de Saint-Marin.

  • Les personnes titulaires d'un passeport délivré par l'État de la Cité du Vatican ou le Saint-Siège.

  • Toute personne exemptée des vérifications aux frontières (comme les chefs d'État ou les travailleurs frontaliers)

  • Les citoyens titulaires d'un permis de franchissement local de la frontière en cours de validité.

  • Équipage de trains de passagers et de marchandises sur des trajets internationaux en correspondance.

  • Toute personne non tenue de franchir les frontières extérieures se présente uniquement aux points de passage frontaliers pendant les heures d'ouverture fixées.

Que se passe-t-il si je ne fournis pas mes données ?

Si vous ne fournissez pas les informations personnelles requises, l'entrée dans les pays de l'UE utilisant le système EES vous sera refusée. Pour les sociétés de flotte, cela peut se traduire par une perte de revenus si leurs conducteurs ne fournissent pas les informations requises.

Ai-je besoin d'un passeport biométrique avec le nouveau système européen d'évaluation de l'impact sur l'environnement ?

Les passeports biométriques et non biométriques sont tous deux acceptés dans le cadre du nouveau système européen de sécurité. Les systèmes automatisés de franchissement de la frontière nécessitent un passeport biométrique.

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lundi 28 juillet 2025 • Nouvelles de l'industrie

CARBURANT OU CHARGE : LE PASSAGE À L'ÉLECTRICITÉ EST-IL MOINS COÛTEUX OU SIMPLEMENT PLUS ÉCOLOGIQUE ?

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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.

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lundi 07 juillet 2025 • Nouvelles de l'industrie

QUE SIGNIFIE L'EXTENSION DU RÉSEAU FERROVIAIRE D'INVERNESS POUR L'INDUSTRIE DE LA MOBILITÉ ?

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.

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mardi 25 mars 2025 • Nouvelles de l'industrie

LA CROISSANCE DES MOTEURS EST À VENIR : TOUT CE QU'IL FAUT SAVOIR SUR LES CHANGEMENTS EN MATIÈRE D'APPRENTISSAGE

Susie Jones

Apprenticeships in the logistics sector have long provided a pathway for young people and career changers to gain experience in the industry while still earning a wage. However, for a long time, the industry has been calling for urgent reform after it had seen a decline in apprenticeships since the rollout of the Apprenticeship Levy and other challenging factors. A concerning trend is that, according to the RHA, the industry will require new truck drivers over the next five years to meet demand and support growth.In February 2025, the Government announced it would enforce changes to the apprenticeship scheme, allowing up to more apprentices to qualify yearly. We look at the key changes and what it means for the industry.• Businesses will be able to decide whether adult learners over 19 will need to complete level 2 English and maths qualification (equivalent to GCSE) to pass their apprenticeship (Effective immediately).• The duration of an apprenticeship has been reduced from 12 months to eight months (Effective from August 2025).• With a shorter apprenticeship duration, fleet companies can quickly train new drivers and logistics staff improving workforce availability. • Companies now have more say in determining whether English and Maths qualifications are necessary A change benefitting the haulage industry, where practical skills are more relevant. • By changing the educational requirements, a barrier has been removed for many potential apprentices looking to get into the industry. • Skills England, a new government body, will give businesses a stronger voice in shaping apprenticeship standards and funding. Fleet operators will benefit from more tailored training programs that meet industry needs. • A shorter apprenticeship duration combined with more employer flexibility will result in a more attractive process for everyone involved.There are several steps employers must take to employ an apprentice, and the steps vary depending on the country. This guidance is for employers in England guidance for other UK countries can be found • for your business.• for this apprenticeship.• Check to see what • to manage funding and recruit apprentices.• • Make an with your chosen apprentice.Employing apprentices provides fleet companies with a cost-effective way to train skilled workers. Government funding for apprenticeship schemes can reduce training costs, making it a viable long-term investment for fleet operators. Companies can benefit from new employees who bring fresh energy into the workplace and who are keen to learn. Apprenticeships in the haulage industry offer the opportunity to earn while gaining valuable skills in logistics, vehicle operations, and safety regulations. Currently, the industry is in demand for skilled drivers, and apprentices will benefit from good opportunities for career advancement.