Susie Jones
Nouvelles et mises à jour • 4 min lire

Comment aborder la question de la diversité des conducteurs dans l'industrie

Créée: 21/08/2024

Mise à jour : 21/08/2024

Si nous vous demandions de décrire un chauffeur de camion, votre réponse pourrait donner l'image stéréotypée d'un homme blanc et âgé. Est-ce exact ? Traditionnellement, le secteur du transport routier est dominé par les hommes. Au fil des ans, le secteur s'est diversifié et a ouvert des opportunités aux femmes, aux personnes d'âges et d'horizons différents. La diversité s'accroît, mais des défis extérieurs tels que le Brexit et la pandémie ont stunnélisé cette évolution.

Les femmes dans l'industrie

Malgré une pénurie de [100 000 conducteurs de poids lourds au Royaume-Uni, seuls 1 à 3 %] (https://www.itv.com/news/2021-08-13/how-female-truckers-are-gearing-up-to-stem-shortfalls-in-the-haulage-industry) des camionneurs sont des femmes. Alors, pourquoi les femmes ne sont-elles pas plus nombreuses à s'engager dans la vie sur la route ?

  • La sécurité : On estime que [60%] (https://www.businessinsider.com/female-truckers-describe-how-to-stay-safe-trucker-shortage-2022-2?r=US&IR=T) des camionneuses se sont senties en danger au travail. Nombre d'entre elles ont exprimé le besoin de se garer sous un éclairage, de planifier leurs arrêts et de se munir d'une bombe lacrymogène.

  • Technologie et équipement : D'un point de vue ergonomique, les camions ont été conçus pour les hommes. Dans le passé, les femmes ont trouvé contraignants le fait d'atteindre les commandes, de régler les sièges et les aspects physiques du travail. Toutefois, grâce aux progrès technologiques, l'effort physique n'est plus un problème. La plupart des camions modernes sont équipés d'une direction assistée et d'une boîte de vitesses automatique pour faciliter les choses.

Malgré ces revers, les femmes font entendre leur voix et imposent des changements dans le secteur. Des conductrices comme [Jodi Smith] (https://www.instagram.com/pinktrucker90/?hl=en) sont de précieuses avocates du secteur. Jodi partage son expérience du camionnage en ligne et prouve que ce secteur n'est pas réservé aux hommes.

"La conduite d'un camion n'est pas un travail d'homme - je peux faire ce travail avec un jeu complet d'acryliques ! C'est assez physique mais ce n'est pas dur", déclare Jodi lorsque [nous lui avons parlé en 2021] (https://fleetpoint.org/driver-training-safety/driver-safety-2/are-women-the-future-of-trucking/). Forte de ses sept années d'expérience, Jodi continue de militer pour que davantage de femmes rejoignent la communauté des transporteurs routiers.

Un résultat qui pourrait conduire à des routes plus sûres - Les données de l'[American Transportation Research Institute] (https://truckingresearch.org/) montrent que les femmes sont des conductrices commerciales plus sûres. Les conducteurs masculins sont 20% plus susceptibles d'être impliqués dans un accident que leurs homologues féminines.

La diversité des âges dans le secteur

L'Office des statistiques nationales indique que l'âge moyen d'un conducteur de poids lourd est de 48 ans et que 47 % des conducteurs de camions au Royaume-Uni ont plus de 50 ans et envisagent de prendre bientôt leur retraite. Ces statistiques, qui s'ajoutent à la pénurie actuelle de conducteurs, indiquent que le secteur a besoin de jeunes conducteurs.

C'est plus facile à dire qu'à faire ; de nombreux jeunes conducteurs sont confrontés aux défis suivants :

  • Formation : L'obtention d'un permis de conduire commercial peut coûter jusqu'à 2 000 £.

  • L'assurance : Bien que l'âge minimum pour conduire un poids lourd au Royaume-Uni soit de 18 ans, nombreux sont ceux qui ont du mal à obtenir une assurance.

  • L'expérience : Certaines entreprises souhaitent engager des conducteurs expérimentés, ce qui peut constituer un inconvénient

  • Conditions : La vie des camionneurs peut être exigeante - les longues heures de travail et le temps passé loin de ses proches peuvent être dissuasifs. Cependant, la vie sur la route comporte de nombreux avantages, tels que la communauté, les voyages, la rémunération et la stabilité de l'emploi.

Les entreprises à la recherche de chauffeurs peuvent tirer profit de l'embauche de jeunes camionneurs. Ils sont plus susceptibles de s'adapter à un secteur en constante évolution. En outre, ils apprennent rapidement et accueillent favorablement les avancées technologiques. L'augmentation du nombre de jeunes conducteurs dans le secteur se traduira par une baisse des taux de rotation, ce qui réduira les coûts de l'entreprise. Cela permettra également au secteur de répondre à la demande croissante de biens et de services.

Cependant, quels sont les inconvénients pour vous si vous êtes un conducteur âgé ? Certains suggèrent que l'âge affecte les capacités physiques et cognitives, ce qui a un impact sur la capacité à conduire en toute sécurité. Ces capacités sont vitales pour les chauffeurs routiers, qui doivent faire face à de longues heures de travail, à des exigences physiques et à des situations stressantes.

La FMCSA a répondu à ces préoccupations. La réglementation impose aux conducteurs âgés de se soumettre à des examens médicaux fréquents et à des évaluations de conduite. Récemment, il a été rapporté qu'un [conducteur de camion de 90 ans] (https://www.bbc.co.uk/news/uk-england-south-yorkshire-64223431) de Sheffield continuait à conduire après avoir obtenu un certificat de bonne santé. Nombreux sont ceux qui affirment que les conducteurs âgés apportent des décennies d'expérience et de connaissances, suggérant que s'ils sont en bonne santé, il ne devrait pas y avoir d'obstacle à l'emploi.

Comment la diversité peut-elle résoudre la pénurie actuelle de conducteurs ?

En 2022, l'Office for Veterans' Affairs a versé 100 000 livres sterling à l'organisation caritative Veterans into Logistics. Celle-ci offre aux anciens combattants la possibilité de devenir conducteurs de poids lourds. Ce financement a permis à l'association d'augmenter considérablement ses formations annuelles, d'accroître ses effectifs et de tripler le nombre de formations disponibles. XPO, ASDA et Muller Milk & Ingredients sont autant d'entreprises qui recrutent activement des vétérans directement après leur formation.

En outre, ASDA a versé 40 000 livres sterling pour contribuer à la poursuite de la formation. Le soutien apporté à des organisations caritatives telles que Veterans into Logistics permet de créer une culture plus diversifiée au sein de la profession de chauffeur routier, tout en luttant activement contre la pénurie actuelle de chauffeurs.

Que peut-on faire pour attirer davantage de diversité ?

La diversité de la main-d'œuvre ouvre les entreprises à des points de vue et des expériences différents. Que peuvent faire les entreprises pour attirer une main-d'œuvre diversifiée ?

  • Investir dans la formation : Les formations destinées à éduquer les employés sur des sujets tels que les préjugés implicites, l'inclusion sur le lieu de travail, la prévention de la discrimination et la manière de soutenir une main-d'œuvre diversifiée peuvent avoir un effet positif.

  • Investissez dans un processus d'embauche inclusif : L'anonymisation du CV d'un candidat peut réduire les préjugés inconscients.

  • Promouvoir une culture d'intégration : Communiquez aux candidats potentiels la manière dont vous abordez les questions actuelles de diversité et d'inclusion.

  • Tendez la main aux groupes sous-représentés dans ce secteur.

La promotion et l'accueil d'une culture diversifiée dans le secteur de la conduite de camions peuvent être très bénéfiques pour l'industrie. Non seulement cela contribuera à créer un environnement de travail plus inclusif et plus accueillant, mais cela permettra également de faire face à la pénurie actuelle de chauffeurs. Les entreprises de transport routier ont la responsabilité d'accueillir la diversité tout autant que les chauffeurs routiers.

Quel pays est en demande de chauffeurs routiers ?

Un rapport publié en décembre 2022 indique que les pénuries en Europe ont augmenté de 42 % entre 2020 et 2021. Le Royaume-Uni arrive en tête avec 100 000 postes de conducteurs vacants. Le Mexique et la Chine sont également en tête de liste, avec une augmentation de 30 % de la pénurie au Mexique et de 140 % en Chine.

Aurons-nous besoin de chauffeurs routiers à l'avenir ?

L'introduction des camions à conduite autonome a laissé entendre à beaucoup qu'il n'y avait plus d'avenir pour les chauffeurs routiers. Pourtant, c'est loin d'être le cas.

  • Les camions autonomes seront déployés progressivement dans des régions désignées. La probabilité que cela affecte la plupart des conducteurs est faible.

  • Si les camions autonomes étaient mis en œuvre dans le monde entier, les chauffeurs resteraient nécessaires. La demande de chauffeurs de camion ne fera qu'augmenter, car il y a trop de choses qui pourraient se produire s'il n'y avait pas de chauffeur dans la cabine.

Quels sont les stéréotypes sur les chauffeurs routiers ?

Nous connaissons l'importance des chauffeurs routiers, mais aux yeux de certains, des stéréotypes négatifs sont encore associés à ce secteur - cette image peut être due à une mauvaise représentation dans les médias et parfois à quelques chauffeurs inexpérimentés. Mais qu'est-ce que cette image stéréotypée ? Et pourquoi est-elle erronée ?

  • Surpoids - Certains relais routiers proposent de la restauration rapide malsaine, ce qui pourrait vous donner l'impression que les chauffeurs routiers ne consomment que cela. Or, ce n'est certainement pas la norme. Manger sainement sur la route peut être un défi, mais beaucoup s'en tiennent à un régime alimentaire équilibré et font de l'exercice régulièrement. Consultez nos conseils pour [manger sainement sur la route] (https://www.linkedin.com/pulse/how-healthy-truck-driver-snap-account/?trackingId=g91E6xbfIMoJTora4dSipQ%3D%3D).

  • Mauvais conducteurs - Un stéréotype qui ne pourrait être plus éloigné de la vérité. Les chauffeurs routiers professionnels prennent la sécurité très au sérieux. Ils respectent souvent les limitations de vitesse, redoublent de prudence par mauvais temps et laissent beaucoup d'espace entre eux et les autres conducteurs.

  • Faute de goût - Nous sommes tous victimes de la rage au volant et les camionneurs ne font pas exception à la règle. Cependant, il est injuste d'attribuer ce stéréotype aux seuls camionneurs.

  • Tous les camionneurs sont des hommes - Les hommes sont plus nombreux que les femmes dans ce secteur, mais le nombre de femmes conductrices de camions augmente.

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mercredi 18 juin 2025 • Nouvelles et mises à jour

RÉOUVERTURE DE LA FRONTIÈRE POLONO-UKRAINIENNE : CE QUE LES OPÉRATEURS DE FLOTTE DOIVENT SAVOIR

Guest

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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mercredi 04 juin 2025 • Nouvelles et mises à jour

L'IMPACT DE LA PANNE DE LA PENINSULE IBERIQUE DE 2025 SUR LE TRANSPORT ROUTIER DE MARCHANDISES

Guest

On 28 April 2025, a widespread power outage swept across the Iberian Peninsula, leaving millions of homes, businesses and public services in Spain and Portugal without electricity. The Spain-Portugal blackout, which began at 12:33pm local time, affected major cities including Madrid, Barcelona, Lisbon and Porto, as well as large parts of the surrounding regions. In some areas, power returned within four to six hours; in others, the disruption lasted well into the following morning.Although the precise cause is still under investigation, early reports suggest a failure in the cross-border transmission network disrupted electricity flow across both national grids. The impact was swift and widespread, halting train services, grounding aircraft, affecting hospitals and public services and paralysing digital infrastructure. For the transport and logistics sector, the challenge was immediate, touching every aspect of road-based operations, from freight and fuel supply to traffic control and driver welfare.“When power fails, so do many of the systems we rely on to keep roads safe – from traffic lights and signage to communications,” says Raquel Martinez, European Sales Manager at SNAP. “For both drivers and fleet operators, the 2025 blackout highlighted just how quickly routine journeys can become high-risk and how important it is to be aware of where drivers can stop to maintain the security of themselves and their loads.”For transport firms, the first and most pressing issue was the suspension of freight movement. Across the Iberian Peninsula, operations at warehouses, fulfilment centres and cross-docking hubs slowed or stopped entirely. International movements were also affected, with trucks held at borders as authorities worked to restore basic traffic control and ensure road safety.With rail freight at a standstill, some operators attempted to shift loads onto the road network, but this brought its own limitations. Congested routes, inoperative traffic systems and patchy fuel access meant that road transport couldn’t absorb the demand. It took several days to clear the backlog and restore supply chain reliability.The Iberian power cuts also revealed the extent to which modern infrastructure depends on digital systems. Traffic lights in major cities went dark, causing congestion and increasing the risk of accidents. Electronic signage, motorway sensors and smart routing systems all failed, depriving drivers of real-time guidance and updates.Toll booths were similarly affected. With automatic barriers and electronic payment systems out of action, staff in some areas had to lift gates manually or collect cash. This led to delays on major routes, lost revenue for toll operators, and concerns about system integrity once power was restored.One of the clearest signs of the sector’s reliance on electricity came at the fuel pumps. As power failed, petrol stations across Spain and Portugal were forced to close. Pumps and payment systems stopped working, leaving only a small number of forecourts with emergency generators able to serve customers. These were quickly overwhelmed, leading to long queues and, in many cases, drivers stranded without fuel.The disruption also extended upstream, with port facilities and fuel distribution networks unable to operate at normal capacity, delaying the movement of fuel to inland areas and further compounding supply issues.For operators of electric vehicles, the outage posed a particular challenge. EV charging across Spain and Portugal were out of service, rendering EVs unusable unless they already had enough charge to complete their route. With no access to recharging, some deliveries were suspended and electric vehicles temporarily taken off the road.For logistics businesses considering the transition to electric fleets, the Iberian power cuts underlined the importance of contingency planning and backup infrastructure to maintain operations during grid failures.Perhaps the most pressing concerns centred around driver welfare. Rest areas and service stations were plunged into darkness – many without lighting, heating, hot food or functioning toilets. Some drivers were left without a safe or secure place to rest during enforced delays.Communication was another major issue. With mobile networks disrupted, drivers struggled to contact depots, request support or access traffic updates. For many, local radio became the only reliable source of information. The situation served as a stark reminder of how exposed the industry can be when critical infrastructure fails.Although the Spain-Portugal blackout lasted less than 24 hours in most places, the disruption to road transport and haulage was significant. The power outage effects on logistics covered everything from fuel supply and infrastructure resilience to emergency preparedness and driver wellbeing. However, it also prompted renewed discussion around how fleet operators can improve business continuity and safeguard their people in the face of similar events.Establishing and testing a robust business continuity plan is an important first step. This should cover communications protocols, fuel access, routing alternatives and vehicle deployment. Where possible, alternative schedules and delivery partners should be identified in advance – particularly for time-sensitive or critical loads.Supporting driver wellbeing is crucial in situations like this. Emergency kits – containing snacks, water, torches, power banks and reflective clothing – can offer reassurance and practical help. “Operators may also wish to review facilities at depots to ensure drivers have safe places to rest, especially during longer delays,” says Raquel. “Knowing that there is a network of truck stops in the region, such as our partner network, can provide reassurance that there is somewhere to stop until the power returns. “Blackouts of this scale may be rare, but the risk is real. Operators must consider how they build resilience and adapt to situations to keep moving – from securing fuel access to re-evaluating route planning and rest provision during emergencies.”We have an extensive network of truck stops and service areas across Spain and Europe.

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vendredi 16 mai 2025 • Nouvelles et mises à jour

CAMIONS AUTONOMES : DÉMÊLER LA ROUTE À VENIR

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.