Susie Jones
Nouvelles et mises à jour • 4 min lire

Quelles sont les implications des limitations de vitesse à 20 miles par heure pour les flottes ?

Créée: 16/04/2025

Mise à jour : 16/04/2025

En 2023, 188 poids lourds ont été impliqués dans des collisions mortelles, ce qui représente une baisse par rapport à 2022, mais constitue néanmoins une statistique préoccupante. Ces accidents peuvent être dus à plusieurs facteurs, tels que la fatigue du conducteur, le mauvais entretien du véhicule, les conditions météorologiques ou les actions d'autres usagers de la route. Cependant, les données de l'organisation caritative Brake, spécialisée dans la sécurité routière, suggèrent que [58 %] (https://www.brake.org.uk/get-involved/take-action/mybrake/knowledge-centre/uk-road-safety) des décès liés à la route étaient dus à la vitesse. Dans ce blog, nous verrons comment la mise en place de limitations de vitesse à 20 miles par heure pourrait avoir un impact sur les opérations des flottes et réduire le nombre de décès.

Où se produisent les accidents de poids lourds ?

Selon [EROS] (https://www.insurancerevolution.co.uk/blog/hgv-driving-safety-statistics/), seuls 10 % des accidents de poids lourds se produisent sur une autoroute, les 90 % restants étant plus susceptibles de se produire sur une route urbaine ou rurale. Sur les routes de campagne, les conducteurs de poids lourds sont confrontés à des espaces étroits, des virages serrés et des interactions avec des usagers de la route vulnérables tels que les cyclistes et les piétons, ce qui augmente le risque d'accident. Les zones urbaines présentent un risque plus élevé pour les conducteurs de camions en raison de la densité plus élevée du trafic, des arrêts fréquents, de l'activité des piétons et de la complexité du tracé des routes, ce qui, combiné à l'imprévisibilité des routes urbaines, les rend plus dangereuses pour les conducteurs de camions.

L'impact des zones limitées à 20mph.

Les chiffres publiés par le [gouvernement gallois] (https://motortransport.co.uk/industry-news/fleetcheck-urges-operators-to-back-calls-for-wider-use-of-20mph-speed-limits/25490.article) font état de 100 victimes de moins sur les routes urbaines en 2024 par rapport à la même période en 2023, avant que la limitation de vitesse à 20mph ne soit appliquée dans les zones urbaines.

Le programme est soutenu par des organisations telles que Brake et Cycling UK, et maintenant les spécialistes de la gestion de flotte [FleetCheck] (https://motortransport.co.uk/industry-news/fleetcheck-urges-operators-to-back-calls-for-wider-use-of-20mph-speed-limits/25490.article) encouragent les entreprises de transport à soutenir le programme. Ils affirment que le passage de 30mph à 20mph aura un impact minimal sur l'efficacité de la flotte et renforcent fortement l'idée qu'il sauvera des vies chaque année.

Que pensent les flottes et les conducteurs de la limitation de vitesse à 20mph ?

Selon FleetCheck, les transporteurs routiers ont des sentiments mitigés à l'égard de cette initiative. Certains considèrent les changements comme une entrave à l'efficacité, arguant que l'abaissement des limites de vitesse pourrait contraindre certaines flottes à réduire le nombre de livraisons qu'elles peuvent effectuer au cours d'une période donnée.

Sur les pages de médias sociaux de SNAP, les conducteurs ont exprimé des sentiments très forts à l'égard de cette suggestion. L'un d'entre eux a fait un commentaire :

"Qui va soutenir l'instauration de nouvelles zones à 20 miles par heure ? Le problème, c'est la qualité de la conduite dans son ensemble. Depuis que nous sommes sortis de l'isolement, les normes de conduite sont diaboliques, qu'il s'agisse des voitures, des camionnettes ou des camions.

Le sentiment est resté le même sur les réseaux sociaux, beaucoup n'étant pas favorables à ce changement.

Les avantages d'un plus grand nombre de zones à 20mph.

Les zones à vitesse réduite présentent plusieurs avantages pour les conducteurs de camions.

  • Des vitesses plus faibles améliorent les temps de réaction et réduisent les distances d'arrêt, ce qui permet d'éviter plus facilement les collisions, en particulier dans les zones urbaines.

  • L'usure des camions est plus faible lorsque les limitations de vitesse sont réduites.

Les obstacles auxquels les entreprises de flotte pourraient être confrontées.

Comme nous l'avons mentionné, certaines entreprises de flottes craignent que l'abaissement des limitations de vitesse ne réduise le nombre de livraisons qu'elles peuvent effectuer au cours d'une période donnée. Les flottes pourraient également être confrontées aux défis suivants :

  • L'allongement de la durée des trajets : il affecte les livraisons sensibles au facteur temps, ce qui a un impact sur la programmation et les attentes des clients.

  • Planification des itinéraires: les entreprises peuvent être amenées à adapter leurs itinéraires pour tenir compte des vitesses réduites.

  • Il sera essentiel d'investir dans une formation supplémentaire des conducteurs afin de garantir le respect des nouvelles limitations de vitesse.

Bien que ces questions puissent poser des défis supplémentaires aux entreprises de flotte, nombre d'entre elles peuvent être gérées de manière proactive. Nombreux sont ceux qui affirment que les avantages en matière de sécurité à long terme l'emportent sur les obstacles.

Les chiffres parlent d'eux-mêmes.

Dans une campagne revisitée intitulée [Hazardous Highways] (https://snapacc.com/hazardous-highways/), SNAP a identifié les endroits les plus dangereux en GB. Nous avons approfondi la question pour découvrir quelles routes pourraient bénéficier d'une réduction de la vitesse maximale autorisée.

Le SNAP a découvert que les routes du Sud-Est étaient les plus dangereuses. Le Kent a les routes les plus dangereuses de Grande-Bretagne et [propose un objectif de zéro décès sur les routes] (https://www.kent.gov.uk/roads-and-travel/road-safety/vision-zero-road-safety-strategy?utm_source=chatgpt.com) sur le réseau routier du Kent d'ici 2050. Quelles sont les routes les plus préoccupantes ?

  • L'A254:** Une route courte de quatre miles seulement, mais qui a été désignée comme l'itinéraire le plus risqué de Grande-Bretagne en 2018. Le rapport a mis en évidence un tronçon de l'A254 entre la jonction de l'A28 à Margate et la jonction avec l'A255 près de Ramsgate. La limitation de vitesse sur ce tronçon varie entre 30mph et 40mph - les zones bâties et le flux de trafic important en provenance du port de Douvres rendent cette route particulièrement dangereuse pour les cyclistes, les piétons et les autres usagers de la route. Ce tronçon de route pourrait-il bénéficier d'une limitation de vitesse plus lente ?

  • L'A252:** Réputée pour son taux d'accidents élevé, l'A252 s'étend sur 8,7 miles. En 2020, des travaux ont été entrepris pour réduire le nombre et la gravité des accidents. Parmi les changements, la vitesse a été ramenée de 60mph à 50mph sur ce tronçon, sauf là où des limites inférieures sont en vigueur. Mais cela suffira-t-il à effacer la réputation de cette route comme l'une des pires de Grande-Bretagne ?

Le Surrey et l'Essex sont également en tête de liste, avec un total combiné de [30 378] (https://www.number1plates.com/blog/britains-worst-areas-for-road-accidents/#:~:text=With%2020%2C473%20recorded%20accidents%20from,as%20some%20of%20the%20worst.) accidents au cours des cinq dernières années. Les taux d'accidents élevés dans le Surrey peuvent être attribués au mélange de villes peuplées et de routes rurales. La proximité de Londres et des grandes autoroutes a entraîné un plus grand nombre de collisions.

  • La M25:** Également connue sous le nom de London Orbital Motorway, la M25 est l'une des routes les plus fréquentées de Grande-Bretagne et le deuxième périphérique le plus long d'Europe. Entre 2007 et 2016, 7 673 accidents et 80 décès ont été signalés. En tant qu'autoroute cruciale, des ajustements de vitesse aussi bas que 20mph seraient ridicules. Cependant, la M25 bénéficierait-elle de zones à vitesse limitée ?

  • L'A3, qui s'étend sur 67 miles, peut être une route difficile à conduire en raison du volume élevé de la circulation, des limitations de vitesse et des tronçons en mauvais état.

Questions fréquemment posées

Quelle est la vitesse maximale autorisée pour les camions ?

Les conducteurs de camions doivent respecter des règles strictes en matière de vitesse. Ces restrictions sont mises en place pour tenir compte de la taille, du poids et de la capacité de freinage d'un camion.

  • Les camions de plus de 7,5 tonnes sont limités à une vitesse maximale de 50 miles par heure.

  • Routes à chaussées séparées: La vitesse maximale autorisée pour un camion de plus de 7,5 tonnes est de 60mph.

  • Autoroutes:** Les chauffeurs de camion ne doivent pas dépasser 60mph sur une autoroute.

Réglementation sur les limiteurs de vitesse au Royaume-Uni Au Royaume-Uni, tout camion doit être équipé d'un limiteur de vitesse afin de limiter la vitesse maximale du véhicule.

  • Exigences légales au Royaume-Uni:** Tous les camions de plus de 3,5 tonnes doivent être équipés d'un limiteur de vitesse réglé sur 56 mph.

  • Comment ils fonctionnent:** Les limiteurs de vitesse limitent la quantité de carburant fournie au moteur lorsque le véhicule atteint une vitesse prédéfinie, afin que le conducteur ne puisse pas dépasser cette limite.

Un camion privé doit-il être équipé d'un limiteur de vitesse ?

Un camion privé n'a pas besoin de limiteur de vitesse, sauf s'il est utilisé à des fins commerciales. Vous devez déclarer si votre véhicule est dispensé de limiteur de vitesse lors du contrôle technique en remplissant un [formulaire de déclaration de limiteur de vitesse] (https://www.gov.uk/government/publications/hgv-speed-limiter-exemption-declaration-form).

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vendredi 26 septembre 2025 • Nouvelles et mises à jour

COMMENT DEVENIR CHAUFFEUR ROUTIER

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Across Europe, demand for professional lorry drivers has never been higher. In the UK, the Road Haulage Association estimates that in the next five years to keep supply chains running. And the situation is the same across most of Europe. According to I data, there were 426,000 unfilled driver positions across Europe in 2024. But this creates an opportunity. As , the haulage industry offers the prospect of steady work for school leavers considering alternatives to university and adults looking to retrain. Becoming a lorry driver is a pathway to secure earnings and a structured career.The question many ask is: how to become a lorry driver? The answer depends not just on training and licences, but on understanding what it means to join a profession that keeps Europe’s economy moving.One of the main attractions of a driving career is its accessibility. You don’t need a university degree or years of specialist training to start; a standard car licence (Category B) is all that’s required before working towards professional qualifications. The minimum age for training is 18 in both the UK and across the EU, which means school leavers can move directly from a car licence to professional HGV driver training. That said, many firms prefer international drivers to be at least 21, given the extra responsibility that comes with long-distance haulage.Medical fitness is also important. Every applicant has to pass a medical before they can hold an HGV licence. In the UK, this involves a range of tests, eyesight checks, blood pressure readings and screening for conditions such as epilepsy, heart disease or sleep apnoea.European nations apply the same EU-wide medical standards, with regular renewals ensuring drivers remain healthy throughout their careers.For many people considering the move into professional driving, a key concern is: how much do lorry drivers earn? The answer varies depending on location, experience and the type of work undertaken, but across Europe, the profession offers competitive pay compared to other entry-level jobs.● A new driver in the UK on around £27,000 a year. Those who move into long-haul work, especially on international routes, can see their pay rise towards £45,000 – sometimes more if they’re hauling specialist or hazardous loads. those handling specialist loads, hazardous goods or operating across borders. ● In , salaries tend to be lower than in the UK, typically around €36,600, although large logistics firms in major cities may offer more. ● has seen strong demand for drivers in recent years, but wages remain modest, averaging around 92,400 PLN (approximately €21,690).● sits at the lower end of the scale, with drivers generally earning 80,550 RON (€16,000), although international haulage contracts can significantly boost take-home pay.Of course, salary isn’t the whole story. Many companies offer overtime pay, meal allowances or bonuses for hitting delivery targets. And with demand for drivers showing no sign of slowing, the job also brings a level of security that few other entry-level careers can match.Before you can get behind the wheel of a lorry, you’ll need the right licence. In the UK, this means progressing beyond a standard car licence to what’s officially known as a Large Goods Vehicle (LGV) or Heavy Goods Vehicle (HGV) licence. The terms are often used interchangeably, but both cover the same categories of professional driving.Some people begin with a Category C1 licence, which covers medium-sized vehicles between 3.5 and 7.5 tonnes – often used for smaller delivery trucks. However, most aspiring lorry drivers go straight to the Category C licence, sometimes called a Class 2 HGV licence. This allows you to drive rigid vehicles over 7.5 tonnes. For those who want to progress to articulated lorries – the larger vehicles commonly used on long-distance and international routes – the Category CE licence (Class 1) is required.Alongside these qualifications sits the Driver Certificate of Professional Competence (CPC), a legal requirement across both the UK and EU. This certificate involves a mix of initial training and periodic refreshers, designed to keep drivers up to date on safety, regulation and road skills.This system mirrors the EU-wide licensing framework. The main differences between countries lie in the training providers, the costs involved and, in some places, the availability of test slots.Securing your HGV licence is the first step into professional driving. In the UK, you can start the process once you hold a standard Category B car licence. From there, you apply for a provisional lorry licence, which allows you to begin training in large goods vehicles. The training itself combines theory and practical elements: classroom sessions on road safety and regulations, followed by supervised driving in heavy vehicles. Candidates must also complete modules for the Driver Certificate of Professional Competence (CPC), which ensures that drivers are equipped not just to operate vehicles safely but also to manage the day-to-day demands of haulage.One of the most common questions for anyone considering this career is how much lorry driver training costs. In the UK, prices vary depending on the provider, location and whether you’re training for a Category C or the more advanced Category CE licence. On average, new drivers can expect to spend between £2,000 and £3,500 to cover medical checks, provisional licence fees, theory tests, practical training, CPC modules and the final driving test. Some companies, particularly larger logistics firms, offer schemes to subsidise or fully fund training in exchange for a work commitment, making the route more accessible.Elsewhere in Europe, the numbers aren’t too different. In Spain, training generally costs between €2,000 and €3,000 for full training and certification. In Poland, the figure is lower, averaging €1,500 to €2,500. Romania has some of the lowest training costs in Europe, with many candidates paying around €1,000 to €1,800 to qualify, although entry-level wages tend to reflect this lower barrier to entry.The time it takes to qualify as a lorry driver depends on where you train, the type of licence you’re aiming for, and how quickly you can secure test dates. In the UK, most people complete their training and pass their tests within two to four months. Some intensive courses compress the process into a matter of weeks, though many drivers find that spacing out lessons helps them absorb the skills more effectively.In Spain and Poland, the process is similar, although longer waiting lists for exam slots can extend the timeline. In Poland, high demand for professional drivers has created bottlenecks at training centres, meaning some candidates wait several months before sitting their practical test. Romania has one of the fastest pathways, with training and testing often completed within eight to twelve weeks.And the learning doesn’t stop once you’ve got your licence. Every professional driver must complete 35 hours of CPC training every five years, keeping their skills up to date and making sure they’re ready for the latest regulations and safety standards.Once you’re qualified, the job comes with strict limits on how long you can spend behind the wheel. These limits are designed to protect both drivers and other road users by reducing fatigue.Across the UK and EU, the rules are the same. Drivers can spend a each day, which can be extended to ten hours twice a week. Weekly limits cap driving at 56 hours, with no more than 90 hours over two consecutive weeks. A driver must also take a break of at least 45 minutes after 4.5 hours of driving. They are also entitled to daily and weekly rest periods to recover before returning to work.These rules are closely monitored, with tachographs fitted in vehicles to record hours and ensure compliance. For those working long-distance routes, such as Spanish drivers covering the Iberian Peninsula or Polish hauliers moving goods across the EU’s eastern borders, these limits shape the rhythm of the job. They determine when and where drivers stop, making access to safe and secure rest areas a vital part of the working day. Becoming a lorry driver isn’t just about passing tests. It’s about stepping into a role that carries real responsibility, but also brings long-term opportunity. With the right licence, the right training and the determination to take on life on the road, it’s a career that can provide both stability and progression.At SNAP, we know what those journeys look like. That’s why we work with fleets and drivers across Europe to make them safer, simpler and more comfortable – from secure parking and better welfare facilities to smart digital tools that save time and stress. Whether you’re just starting out or you’ve been driving for years, we’re here to back you every mile of the way.Download the today to find trusted parking, facilities and services, wherever your route takes you.

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lundi 22 septembre 2025 • Nouvelles et mises à jour

LE BOOM DES INFRASTRUCTURES EN ROUMANIE - CE QUE CELA SIGNIFIE POUR LE SECTEUR DE LA MOBILITE

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Romania is fast emerging as a strategic logistics and freight hub in Southeastern Europe. Supported by billions in EU and national funding, the country’s infrastructure renaissance is attracting fleet operators, logistics investors and manufacturers. In this article, we explore what these developments mean for fleets, drivers and the wider transportation sector.Romania's transport infrastructure has seen a dramatic shift in pace and scale. The government has earmarked around 25 billion lei (£4.27 billion) for road projects in 2026, reflecting an unprecedented focus on highways and freight corridors. In mid‑2025, Romania had around 1,325km of highways in service (1,188 km motorways and 138 km expressways), with another 741km under construction and 669km in tendering stages.By 2030, Romania plans to double its highway network, modernise strategic railway routes, expand urban transport and connect regions that have long been isolated. The challenge is immense, but the outcome could transform the country’s position on Europe’s transport map.Key projects include the A7 north-south axis running from Ploiești to Siret, which will aid transport to the Ukrainian border, due for completion by 2026. Another is an 11km expressway connecting Satu Mare to Romania’s border with Hungary. The A0 Bucharest Ring Road will ease freight and passenger traffic around the capital, with the southern half already in use. Other major works include the Suceava-Oar and Timișoara-Moravița corridors, as well as the 2.9 km Meseș Tunnel, set to become the longest road tunnel in Romania.“These corridors won’t just improve east-west and north-south links – they will connect previously isolated regions like Moldavia and the North-East to the rest of the country and the EU,” comments Eduard Ularu, Business Development Manager at SNAP.But infrastructure isn’t just roads. over the Danube, opened in July 2023 at a cost of €500 million (€363 million co‑funded by the EU), delivers the first crossing over the maritime Danube and significantly improves connectivity to Constanța and Dobruja.Other vital developments include planned rail upgrades at Constanța port and DP World Romania’s €130 million expansion of container and ro-ro capacity, doubling throughput and adding logistics links by road and rail.Romania’s freight and logistics market is sizable. USD 21.11 billion in 2025, it is forecast to rise to USD 24.27 billion by 2030. Meanwhile, the road freight segment alone is projected at USD 9.07 billion in 2025, climbing to USD 10.37 billion by 2030.These figures reflect Romania’s growing role as a trans-European corridor, serving routes from Hungary, Bulgaria, Ukraine, Moldova and the Black Sea ports. Ukraine now directs much of its on the Black Sea coast, eyeing a doubling from 2 million to 4 million tons per month through Romanian infrastructure.“These investments will help Romania compete more strongly with major logistics hubs like those in Poland and Greece,” comments Eduard Ularu. “Constanța has huge potential, and with the right infrastructure in place, it can finally become the gateway for European trade it was meant to be.”Improved warehousing, lower labour costs, and friend‑shoring trends are further encouraging manufacturers and retailers to locate logistics centres in Romania, increasing demand on roads and pushing growth across the network. The infrastructure upgrades aren’t just physical – they’re digital too. As the country expands its highways and freight corridors, it’s embedding smart systems designed to support faster, safer and more efficient journeys.Across the network, are being installed, including weigh-in-motion sensors, inductive traffic loops and roadside cameras. These systems will feed into real-time traffic control centres in cities like Bucharest, Brașov and Timișoara, helping authorities—and fleet operators—respond to incidents and congestion faster.Bucharest is also , using AI and smart detectors to optimise vehicle flows and reduce bottlenecks. This has major implications for freight operators navigating dense urban areas, improving travel time reliability and reducing idling.At a national level, Romania is shifting towards . The new TollRO system – planned for launch in 2026 – will replace the current e-vignette with a distance-based, emissions-sensitive tolling model, in line with EU directives. This change could encourage cleaner fleets and offer fairer pricing for logistics operators who invest in low-emission vehicles.For drivers, this means fewer delays, clearer real-time information, and more responsive road conditions. For operators, it’s a chance to futureproof fleet planning, route management and sustainability strategies.For fleets and drivers, Romania’s modernisation brings both benefits and trade‑offs. Perhaps most importantly, it’s likely to result in improved network efficiency. With smoother routes and faster corridors, the investments are likely to reduce travel times and idling. Dangerous single-lane national roads will gradually be replaced by safer, faster highways. This will increase productivity and also reduce the time drivers spend behind the wheel. However, it’s not all positive. Ongoing works on motorways like A7 and A8 may cause delays and route changes while the works are undertaken. It could also mean higher freight volumes (especially at Constanța and border crossings), which may strain existing infrastructure.“Right now, construction zones like DN2 and parts of the A0 Bucharest Ring Road are causing detours and bottlenecks,” Ularu explains. “Trucks are losing hours on routes that should take minutes – and that impacts everything from fuel budgets to delivery reliability.”In addition, new corridors, tighter safety rules, and shifting road-use charges require greater compliance attention.Despite infrastructure gains, secure rest parking and welfare facilities remain patchy in some freight corridors, especially near border areas and major hubs. Construction zones often lack formal lay-by zones, leaving drivers exposed and with nowhere to rest.“We’re still seeing dangerous stopovers and overcrowded lay-bys on key freight routes,” says Eduard. “Modern highways will bring dedicated service and rest areas every 30–50 kilometres, complete with fuel stations, shops, and food courts. For drivers, this means safer places to park, with proper lighting, CCTV surveillance and secure rest zones that reduce the risk of theft. Sanitary facilities such as showers and clean toilets – a rarity on national roads – will finally become the norm.”SNAP is addressing this gap through its interactive parking map across Romania. Drivers can easily locate trusted, secure truck parking, book spots in advance where available, and plan safer routes via the SNAP map.Planning a journey through Romania? Use the SNAP map to find secure, driver‑friendly parking along key freight routes.This infrastructure modernisation process also plays a key role in enabling greener logistics. With a better flow of traffic, there will be lower levels of emissions caused by idle vehicles and stop-start driving.There will also be transport corridor upgrades to support emerging EV and hydrogen refuelling infrastructure, reducing reliance on fossil fuels. Romania’s infrastructure investment marks a pivotal change for freight and mobility across Southeastern Europe. For fleets, this translates into faster corridors, deeper logistics capacity, and higher volumes of trade but also closer scrutiny of welfare, compliance and resilience.As a forward-thinking industry leader, SNAP advocates for well-informed operations, flexible route planning, and driver-focused tools that support both safety and efficiency. Romania is not only modernising – it's reshaping how goods move across the region.“This isn’t just about roads – it’s about resilience, sustainability and building a smarter freight future across Europe. Romania is right at the heart of that shift,” Eduard states.

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mercredi 03 septembre 2025 • Nouvelles et mises à jour

LA LOGISTIQUE EST-ELLE UNE NOUVELLE ALTERNATIVE À LA FORMATION CONTINUE POUR LES JEUNES QUI QUITTENT L'ÉCOLE ?

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For years, the conventional wisdom has been that school leavers should continue into further education. Whether that meant college, university or vocational training, the message was the same: study first, then work. But that narrative is beginning to shift. Faced with rising tuition fees, increasing debt and uncertainty about the value of a degree, many young people are re-evaluating their choices.At the same time, the logistics industry is crying out for new talent. It offers immediate earnings, structured development and long-term career prospects – all without the cost of higher education. The question is no longer whether logistics could be a stopgap option for school leavers but whether it represents a genuine alternative to university.The need for fresh entrants to logistics is pressing. (RHA) has warned that the UK must recruit 200,000 new lorry drivers in the next five years – the equivalent of 40,000 drivers annually – to keep supply chains moving and prevent a repeat of the shortages experienced in 2021.Zooming out to the European level, the challenge is even starker. In 2023, Europe faced a – a figure forecast to climb to 745,000 by 2028 if left unaddressed. The average driver is 47 years old, with nearly 30% aged over 55, underscoring an approaching retirement wave. Yet only 5% of drivers are under 25. Without younger entrants, the industry risks grinding to a halt.This is not simply about filling cabs. It’s about safeguarding the smooth functioning of economies. The shortage of drivers has ripple effects that touch everything from supermarket shelves to construction projects. In : “If we’re to future-proof the industry for the long term, we need to recruit, train and retain tens of thousands of drivers annually to meet demand. With an ageing workforce, we also need to attract more young people into the industry. To get there, we must prioritise flexible, funded training options.”Meanwhile, data shows that in June 2025, youth unemployment across the EU was 14.7%, with 2.857 million young people out of work, which has remained steady month-on-month. These figures reveal a significant opportunity gap for school leavers. At a time when many face bleak prospects, logistics presents a path of clarity, training, and financial independence.The perception of logistics as a last-resort job is giving way to recognition of its tangible benefits. A recent highlights factors such as job security, reliable pay, flexible working patterns and the chance to travel. For many, it is precisely this combination of benefits that makes logistics stand out. In addition, apprenticeships and graduate-style schemes allow young recruits to build qualifications while gaining hands-on experience. As Matthew Bellamy, Managing Director at SNAP comments: “For school leavers, logistics isn’t just an alternative. It’s a fast track to a skilled, future-ready career. You begin building experience and independence straightaway, without the costs or delays of university.”While driving is the most visible role, logistics encompasses far more. School leavers can move into warehousing, planning, technology, or customer service, before progressing into leadership. The digitalisation of logistics has also created demand for new skills – data analysis, route optimisation, and sustainability management – that appeal to a generation of digital natives.SNAP, for example, works with fleets across Europe to provide digital tools that support drivers’ wellbeing, help them find safe parking, and streamline daily operations. These investments are not just about efficiency – they are about making logistics a credible and attractive career path.“The industry needs fresh faces with digital skills, resilience and a modern outlook,” Bellamy continues. “School leavers bring exactly that – and attracting more women will help us adapt even faster.”Diversity is one of the greatest untapped opportunities in logistics. According to , women account for just 23% of employees in transport and storage across Europe and Central Asia. The European data is even more concerning when it comes to drivers specifically: .Encouraging more young women into logistics careers – whether as drivers, planners, or managers – is essential. It not only broadens the talent pool but also changes the culture of the industry, making it more representative and resilient. Highlighting female role models, creating inclusive training environments, and improving welfare facilities are practical steps that can make logistics more appealing to all.Too often, it is portrayed as a male-dominated and physically demanding industry. And while those stereotypes may once have held some truth, they are increasingly outdated. Today’s logistics sector relies as much on technology and teamwork as it does on physical labour.For logistics to compete with further education, the industry must deliver on three fronts:● Training pathways – offering apprenticeships, certifications and mentorship to give recruits a sense of progression.● Welfare and facilities – ensuring that drivers, particularly younger and more diverse entrants, have access to safe parking, clean rest stops and supportive environments.● Career storytelling – showcasing the variety of roles and long-term potential within the sector.For operators, the business case is clear. already report that they cannot expand because of driver shortages. Nearly half cite falling productivity, and 39% say revenues are declining. Without change, shortages will not just limit growth – they will erode the bottom line.The debate over further education versus work will never be one-size-fits-all. Some young people will continue to thrive in universities and colleges. But logistics is a viable, forward-looking option.For school leavers, it means immediate pay, independence and scope for progression. For the industry, it means tapping into a pool of talent that is urgently needed. For society, it means strengthening the resilience of an essential sector.The challenge now lies with the industry to match its demand with vision: to provide training, welfare, and opportunities that rival those offered by further education. If it succeeds, logistics will not just be an alternative to university – it will be an advantage.