L'impact de la panne d'électricité dans la péninsule ibérique en 2025 sur le transport routier de marchandises

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 .

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.

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. Urban areas pose a greater risk for truck drivers due to higher-density traffic, frequent stops, pedestrian activity, and complex road layouts combined with the unpredictability of urban roads makes them more of a hazard for truck drivers. Figures published by the have shown 100 fewer casualties on urban roads in 2024 compared to the same period in 2023 before the 20mph speed limit was enforced in urban areas.The scheme is supported by organisations such as Brake and Cycling UK, and now fleet management specialists are encouraging haulage companies to get behind the scheme. They argue that the shift from 30mph to 20mph will have minimal impact on fleet efficiency and strongly reinforce the idea that it would save lives each year. According to FleetCheck, haulage operators had mixed feelings towards the initiative. 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