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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mercredi 18 juin 2025 • Nouvelles et mises à jour

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

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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

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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.