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Nouvelles et mises à jour • 4 min lire

Zones à faibles émissions en Espagne : Ce que les opérateurs de flotte doivent savoir

Créée: 03/10/2025

Mise à jour : 08/10/2025

D'ici à la fin de 2025, 149 villes espagnoles - de Madrid et Barcelone à des centres touristiques comme Valence, Alicante et Benidorm - restreindront l'accès des véhicules à fortes émissions. Pour les opérateurs de flottes, cela signifie de nouveaux risques de conformité, des mises à niveau coûteuses et des calendriers de livraison plus serrés.

Les zones à faibles émissions (Zonas de Bajas Emisiones, ou ZBE) espagnoles s'inscrivent dans le cadre d'une initiative européenne plus large visant à améliorer la qualité de l'air et à réduire les émissions dues aux transports. Elles fonctionnent déjà dans les grandes villes du pays et sont sanctionnées par des amendes pouvant aller jusqu'à 200 euros, les règles variant d'une ville à l'autre.

Dans ce guide, nous expliquons comment fonctionnent les ZBE, quelles sont les catégories de véhicules concernées et ce que les opérateurs doivent faire pour maintenir leur flotte sur la route.

Règles ZBE et catégories de véhicules

Les ZBE sont introduites en vertu de la législation espagnole dans les villes de plus de [50 000 habitants] (https://transporteprofesional.es/noticias-actualidad-transporte-logistica/transporte-de-mercancias/zonas-de-bajas-emisiones-impacto-y-desafios-para-el-transporte-profesional) (et dans celles de plus de 20 000 habitants où la qualité de l'air est particulièrement mauvaise), afin d'améliorer la qualité de l'air urbain et de soutenir les objectifs de l'UE en matière de climat.

L'accès à une ZBE est déterminé par le badge environnemental (distintivo ambiental) délivré par la Direction générale du trafic (DGT).

Les catégories sont les suivantes

Zero (badge bleu) :

Accès complet

● Véhicules 100% électriques (BEV)

● Véhicules à pile à combustible à hydrogène (FCEV)

● Hybrides rechargeables avec une autonomie électrique d'au moins 40 km.

Eco (badge vert/bleu) :

Accès généralement illimité

● Hybrides standard (HEV)

● Hybrides rechargeables ayant une autonomie électrique inférieure à 40 km.

● Véhicules fonctionnant au gaz (GNC/GNL/GPL)

C (badge vert) :

Accès avec certaines restrictions de temps/de zone

● Véhicules à essence : Euro 4/5/6 (généralement à partir de 2006)

● Véhicules diesel : Euro 6 (généralement à partir de 2014)

B (badge jaune) :

De plus en plus restreint, souvent interdit aux heures de pointe

● Véhicules à essence : Euro 3 (typiquement 2000-2005)

● Véhicules diesel : Euro 4-5 (généralement 2006-2013)

Pas de badge :

Généralement banni de toutes les ZBE

● Véhicules à essence ne répondant pas aux normes Euro 3

● Véhicules diesel ne répondant pas aux normes Euro 4

Les véhicules à essence inférieurs à la norme Euro 3 et les diesels inférieurs à la norme Euro 4 sont généralement interdits dans les ZBE, bien que les restrictions varient d'une ville à l'autre.

Il est important de noter que les véhicules étrangers doivent être enregistrés auprès des conseils municipaux locaux avant d'entrer dans une ZBE, même s'ils répondent à des normes Euro équivalentes. En l'absence d'immatriculation, les véhicules conformes peuvent se voir infliger des amendes automatiques, ce qui est devenu un problème courant pour les transporteurs internationaux opérant en Espagne.

Zones concernées par les ZBE

Madrid et Barcelone ont mis en place des ZBE depuis plusieurs années, avec des règles très spécifiques et de vastes zones de couverture. D'ici à la fin de 2025, le système s'étendra à 149 villes, y compris des villes plus petites et des destinations touristiques telles que Benidorm, Valence, Séville et Alicante.

Certaines villes sont encore en train de mettre en œuvre ou d'appliquer progressivement leurs zones, avec des périodes de transition en place (par exemple, des avertissements jusqu'à la fin de 2025 à Valence et Benidorm). D'autres, comme [Málaga] (https://cadenaser.com/andalucia/2025/09/18/malaga-sancionara-en-la-zona-de-bajas-emisiones-a-partir-del-uno-de-diciembre-ser-malaga/), commenceront à infliger des amendes aux véhicules non conformes à partir de décembre 2025.

Il convient de noter que les villes peuvent avoir des règles différentes, certaines autorisant des véhicules non conformes pour des services essentiels. Il est donc important de connaître les règles d'une ville spécifique avant d'envoyer un véhicule.

L'Espagne n'est pas la seule : plus de 320 villes européennes ont mis en place des LEZ, le système français Crit'Air, le système allemand Umweltzonen et le système britannique ULEZ étant parmi les plus établis. Pour les transporteurs transfrontaliers, cela crée un patchwork de règles, d'autocollants et de sanctions qui augmentent les risques et les coûts de mise en conformité.

Ce que les opérateurs de flotte doivent faire

Vous devez vous assurer que vos véhicules portent le badge DGT approprié ou qu'ils sont immatriculés s'ils sont immatriculés à l'étranger.

Les amendes pour non-conformité sont généralement fixées à [200 € par infraction] (https://www.sertrans.es/zonas-de-bajas-emisiones/), bien qu'elles puissent varier d'une municipalité à l'autre. Des villes comme Madrid et Barcelone ont déjà commencé à infliger ces amendes par l'intermédiaire de systèmes de reconnaissance automatique des plaques d'immatriculation (RAPI).

Questions pour les gestionnaires de flotte

Renouvellement de la flotte et coûts

De nombreuses entreprises de logistique se heurtent à des obstacles parce que les vieux camions diesel sont désormais interdits ou limités dans les villes. En fait, [l'âge moyen du parc de véhicules de transport de marchandises en Espagne est de 14 ans] (https://www.acea.auto/figure/average-age-of-eu-vehicle-fleet-by-country/). Cela signifie qu'un nombre important de véhicules ne sont pas conformes et doivent être remplacés si les transporteurs veulent entrer dans les ZBE.

Le prix des véhicules ajoute à la pression : un [camion lourd électrique peut coûter trois fois plus cher qu'un équivalent diesel] (https://ekoenergetyka.com/blog/electric-vs-traditional-trucks-a-cost-of-ownership-comparison/#:~:text=Economic%20Competitiveness%20of%20Electric%20Trucks,cheaper%20in%20the%20long%20run :), tandis que les [camions à hydrogène] (https://thundersaidenergy.com/downloads/is-natural-gas-a-competitive-truck-fuel/#:~:text=Hydrogen%20trucks%20have%20been%20proposed,and%20Hydrogen%20%E2%80%94%20across%2035%20variables.) sont encore plus onéreux.

CETM-Madrid, la Confédération espagnole du transport de marchandises, estime que les dépenses cumulées pour les entreprises de fret routier basées à Madrid s'élèvent à environ 1,3 milliard d'euros (https://transporteprofesional.es/ultimas-noticias/cetm-madrid-reclama-modificar-el-calendario-de-acceso-a-las-zonas-de-bajas-emisiones-a-los-camiones) et appelle à des ajustements de délais et à un soutien accru.

Compression du temps

Les données montrent que les changements ont un impact sur les délais de livraison. Une enquête récente menée auprès d'entreprises situées dans des zones pilotes a révélé que [36,7 % d'entre elles ont fait état de délais de livraison plus longs et d'une augmentation des frais d'expédition] (https://www.jiem.org/index.php/jiem/article/download/6902/1089).

Les embouteillages sont également fréquents pendant les fenêtres de livraison restreintes (8-10 heures), lorsque de nombreux opérateurs se disputent l'accès. Environ [83% des entreprises interrogées] (https://www.jiem.org/index.php/jiem/article/download/6902/1089) ont également cité le manque d'aires de chargement/déchargement adéquates comme l'un des principaux facteurs de retard.

Cet effet de "compression du temps" - où les livraisons sont effectuées en moins d'heures - crée des goulets d'étranglement aux abords des zones, ce qui augmente la probabilité d'arrivées tardives et de perturbations des chaînes d'approvisionnement.

Pressions sur le personnel

Les perturbations des horaires vont au-delà de l'acheminement des véhicules et s'étendent à la gestion du personnel. L'approche de Barcelone à l'égard des ZBE illustre le défi : la ville offre des [créneaux de livraison de nuit de deux heures] (https://www.rhenus.group/es/en/rhenus-group/rhenus-in-spain/blog/blog-detail/why-does-barcelona-plan-to-multiply-night-time-deliveries-by-seven-by-2030/) (21:00-07:00) pour réduire la congestion diurne, mais les conventions collectives espagnoles stipulent que la rémunération du travail de nuit est assortie de primes d'environ 25 %.

Les opérateurs de flotte sont donc confrontés à un choix difficile : accepter les encombrements et les retards pendant la journée ou absorber les augmentations des coûts de main-d'œuvre pour les opérations nocturnes.

Les avantages environnementaux de l'introduction des ZBE

Malgré les difficultés, les ZBE apportent des avantages évidents en matière de santé publique. Des études sur la LEZ de Madrid Central ont enregistré des réductions significatives du dioxyde d'azote (NO₂) à l'intérieur de la zone. Des études européennes plus larges montrent que les émissions de suie diminuent de [47 % et les particules ultrafines de 56 % après le déploiement des LEZ] (https://urbanaccessregulations.eu/low-emission-zones-main/impact-of-low-emission-zones).

Ces réductions se traduisent directement par une amélioration de la qualité de l'air, une diminution des maladies respiratoires et une réduction des admissions à l'hôpital. Pour les citadins - et les conducteurs qui passent des heures dans les embouteillages - les avantages pour la santé sont tangibles, même s'ils sont gênants.

Soutenir les conducteurs et les opérateurs dans toute l'Europe

"Les zones à faibles émissions sont là pour rester", commente Raqual Martinez, directeur des ventes pour l'Europe chez SNAP. "Le défi pour notre communauté est de s'adapter sans compromettre l'efficacité ou le bien-être des conducteurs. Chez SNAP, nous nous engageons à soutenir les flottes en Espagne et dans toute l'Europe, en les aidant à transformer les changements réglementaires en avantages opérationnels."

Bien que nous ne puissions pas changer les règles de la LEZ, notre application intruck simplifie la vie sur la route. Les conducteurs peuvent l'utiliser pour trouver et réserver des parkings sécurisés pour les camions et des stations de lavage, voir quelles sont les installations disponibles à chaque arrêt et planifier des pauses adaptées à des fenêtres de livraison plus serrées, qu'il s'agisse d'entrer dans Madrid, de contourner Barcelone ou de traverser les frontières sur des itinéraires plus longs.

Téléchargez dès aujourd'hui l'application [intruck app] (https://intruckapp.com/download/) pour faciliter les opérations dans le paysage évolutif du transport en Espagne.

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mardi 28 octobre 2025 • Nouvelles et mises à jour

TACHYGRAPHES INTELLIGENTS DE DEUXIÈME GÉNÉRATION : CE QUE LES GESTIONNAIRES DE FLOTTE DOIVENT SAVOIR

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The road transport industry in Europe is undergoing a significant change with the rollout of the second-generation smart tachograph (Smart Tachograph Version 2, or G2V2). These new devices have been introduced under the to improve road safety, to ensure fair competition and to protect drivers' rights.For fleet managers across the EU – and in the UK for those operating internationally – it’s crucial to understand what the new smart tachograph v2 entails, the timelines for its implementation and how it will impact daily operations. This article provides a practical overview of G2V2 features, regulatory deadlines and the operational implications for fleets. The second-generation smart tachograph is an upgraded digital tachograph unit with enhanced capabilities, designed to boost compliance with driving rules and streamline enforcement. Building on the first smart tachographs introduced in 2019, the new smart tachograph adds several important features: G2V2 devices use satellite positioning (Galileo GNSS) to record a vehicle’s position when crossing national borders. This helps enforce rules on cabotage and driver posting by providing precise records of when a truck enters a new country. The new tachograph enables enforcement officers to retrieve data wirelessly via Dedicated Short-Range Communication (DSRC). Roadside inspectors can remotely receive recent driving time, last stop or potential violations as a truck approaches. In essence, enforcers can access key tachograph data from G2V2 without stopping the vehicle, which facilitates smarter and more unified enforcement of driver-hours rules.This ‘remote check’ capability allows authorities to pre-select vehicles that may need a closer inspection, reducing unnecessary stops for compliant drivers. G2V2 includes a mandatory ITS interface with Bluetooth connectivity for secure data exchange with third-party systems. This means fleet telematics platforms can pair with the tachograph to access data, such as vehicle location, speed, driver activity and even vehicle events (for example, brake usage) in real time. For fleet managers, this integration offers the possibility of richer data streams for compliance monitoring and route management, seamlessly connecting tachograph information to their existing fleet management software. The new G2V2 tachographs record more information and retain it for longer. Driver activity logs now cover 56 days instead of 28, extending the control period for enforcement and helping operators with data retention and audits. In addition, new data fields provide a fuller picture of each journey. The devices log loading and unloading locations, record whether the vehicle is carrying passengers or goods, and capture configuration and calibration events in greater detail. Together, these updates support both compliance and logistics planning. Drivers will, however, need training to make the new manual entries for load and unload points, as these coordinates are stored for later verification. The second-gen units come with improved security to detect and resist tampering. They also have updatable software to allow future enhancements. Additionally, new driver cards (G2V2 driver cards) have been introduced with larger memory to accommodate the extra data. There is no immediate legal requirement for drivers to replace existing digital tachograph cards if they are still valid, but as cards expire, they’ll be replaced with the updated ones to fully use G2V2 features.Most major tachograph deadlines have already passed. All heavy vehicles operating internationally within the EU or entering from the UK are now required to have the second-generation smart tachograph (G2V2) fitted.The only remaining milestone is 1 July 2026, when the rule will be extended to light commercial vehicles between 2.5 and 3.5 tonnes used for international transport. Historically, vans were exempt from EU drivers’ hours and tachograph rules, but from July 2026, operators carrying goods across borders will need to comply.This change aims to close long-standing loopholes and ensure that drivers of smaller commercial vehicles follow the same rest-time rules as HGV operators. Fleet managers running pan-European van fleets should start planning installations now, integrating the upgrade with routine servicing or fleet renewal cycles to minimise disruption.Fleet managers with international operations need to understand that compliance with these tachograph upgrades is now a prerequisite for cross-border road transport in Europe. 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lundi 27 octobre 2025 • Nouvelles et mises à jour

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As temperatures drop, Europe's roads demand more than just skill behind the wheel. They call for preparation, awareness and compliance with a complex patchwork of winter regulations that vary by country. For fleet operators running goods vehicles and HGVs across the UK and EU, understanding these rules is vital to avoiding penalties, downtime, or worse – accidents caused by inadequate preparation.This article outlines the key requirements for winter – from tyres and visibility rules to the latest lighting, windscreen and speed provisions – and explains how fleets can stay compliant and safe wherever the road takes them.Across most of Europe, there has been a shift toward 3PMSF (Three-Peak Mountain Snowflake) tyres as the recognised standard for winter performance. 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jeudi 16 octobre 2025 • Nouvelles et mises à jour

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Fleet managers in the United Kingdom face financial challenges on many fronts. Escalating operational costs due to volatile fuel prices, intensifying sustainability transformation pressures, capital-intensive vehicle procurement, chronic talent shortage and unscheduled and extended downtime hurt the bottom line.If you have already invested in basic solutions to optimise routes, improve driver performance, minimise fuel consumption, monitor asset health and schedule preventive maintenance, but you haven’t seen significant gains, then consider adopting these six practical strategies to record positive net income consistently.Many fleet professionals view assets as unavoidable money pits and have come to terms with their tendency to drain resources. This notion normalises inefficient fuel consumption, unreasonably high maintenance costs and frequent downtime due to sudden breakdowns. 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Local governments fill millions of potholes yearly, so it can be challenging to plan routes ahead of time to avoid them. Integrating autonomous features into fleet vehicles — like deep learning-powered object detection and adaptive suspension — should help, but real-time pothole avoidance remains an ongoing challenge.Prudent fleet managers anticipate breakdowns regardless of how properly maintained their assets are and focus on readiness. They work with preapproved local mobile mechanics and independent auto repair shops to fix broken vehicles, minimise downtime and promote driver productivity and safety.Vet freelance automotive technicians by verifying their credentials, understanding their specialisation and checking their tools. Thirty-party mechanics should be the option of last resort, so train your drivers in basic troubleshooting and equip them with proper gear.Leaving last-mile delivery to self-driving systems can make this critical aspect of logistics more efficient and less costly. Big-name companies like Amazon, FedEx and UPS have used their deep pockets to pilot autonomous last-mile delivery, proving that driverless vans and drones could feasibly reduce the operational costs of urban logistics and increase customer satisfaction.Successful autonomous vehicle integration pilots should inspire organisations with smaller fleets to innovate. However, the perceived high up-front investment is only one of the obstacles many fleet managers face. Infrastructure, regulations and consumer acceptance are also significant considerations.Fortunately, the British Parliament has passed the Automated Vehicles Act 2024 to lay the regulatory foundation for autonomous last-mile operations. In June 2025, Member of Parliament Lilian Greenwood shared an update that the government , which indicated that the policymakers weren’t cutting corners to inspire stakeholders once the law is implemented.Overhauling your fleet operations is crucial for improving your bottom line, but any change comes with opportunities and risks. Managers can try various strategies, from detailed life-cycle plans to autonomous vehicle integration. With foresight, innovation, creativity, collaboration, pragmatism and resourcefulness, you can resolve pressing pain points and overcome new challenges to be in the black.