Susie Jones
Hírek és frissítések • 5 min olvasni

Kamionos történetek: történetek a nyílt útról

Létrehozva: 22. 08. 2024

Frissítve: 22. 08. 2024

Szeretnénk rávilágítani a kamionos közösségre, és megismerni a volán mögött ülő embereket.

A teherautójuk előtt landoló helikopterektől kezdve az autópálya rossz oldalán közlekedő autókig, tudjon meg többet az Ön áruját szállító sofőrökről.

Alan

Alan 23 éve vezet, és Ally Thomson kamionos dalainak meghallgatása után döntött úgy, hogy csatlakozik az iparághoz. Amikor megkérdezték, mit szeret a legjobban a munkában, azt válaszolta, hogy "a teherautó-vezetés magányát - teljesen elszakad az otthoni élettől".

A Volvo teherautók nagy kedvencei, mivel az Amazon árukat szállítva járja az Egyesült Királyságot. Elmondása szerint sok érdekes terméket szállított már, "a választék határtalan - gondoljunk csak bármire, amit az Amazon árul".

Az éjszakára parkoló járművezetők számára nehézséget jelent, hogy az állásidőben is jól szórakozzanak. Az olyan tapasztalt sofőrök, mint Alan azonban tökéletes esti rutint alakítottak ki. Azt állítja, hogy "szereti a Sky TV-t nézni az iPaden keresztül", amikor éjszakára leparkol.

Azoknak a járművezetőknek, akiknek nehézséget okoz, hogy a volán mögött szórakoztassák magukat, összeállítottunk egy listát azokról a módszerekről, amelyekkel megelőzhető az unalom.

Bár a hosszú órák az úton sokak számára monotonnak tűnhetnek, Alan elmagyarázza, hogy mindig van valami, ami őt is izgalomban tartja.

"Azt hiszem, a legőrültebb dolog, amit vezetés közben láttam, egy előttem leszálló helikopter volt" - magyarázza -, ami messze áll attól a monoton hírnévtől, amely évtizedek óta beárnyékolja az iparágat.

Az iparágban eltöltött 23 évével a háta mögött Alan néhány olyan tanácsot adott, amelyek segítségével a gyöngyházfényű fogak frissek maradnak az utazások során.

Elmagyarázza: "A tanács, amit bárkinek adnék, aki új az iparágban, hogy mindig emlékezzenek arra, hogy a fogkefét mindig feltöltve tartsák".

Richard

Richard 36 évvel ezelőtt kezdte karrierjét a fuvarozóiparban, és soha nem nézett vissza. Akkor kapta el a vezetés bogarát, amikor csatlakozott két idősebb testvéréhez, hogy segítsen árukat szállítani az Egyesült Királyságban.

"Imádom, hogy felpakolok és elindulok. Én döntöm el, mikor tartok szünetet és hol parkolok. Nagyszerű dolog úton lenni és bejárni az egész Egyesült Királyságot" - magyarázza.

Pályafutása során az élet az utakon az olaszországi Milánóba is elvitte - ez még a legtapasztaltabb sofőrök számára is kimerítő utazás. Amikor arról kérdezték, hogyan szórakoztatja magát utazásai során, így válaszolt: "Szeretek zenét hallgatni és filmeket nézni a szabadidőmben".

A legjobb teherautó ehhez? "Egy Scania Next Generation 450S-nek kell lennie" - mondja.

Richard számára az iparágban eltöltött 30 év nem múlt el őrült történetek és szokatlan szállítmányok nélkül: "Láttam már autót, amelyik rossz irányban haladt felfelé az autópályán, egy felhajtóról lefelé jövet. A legérdekesebb dolog, amit a teherautó hátuljában szállítottam, egy Szent Wilfred-napi felvonulási kocsi volt."

Bár még mindig szereti a nyílt utakat, Richard azt állítja, hogy ennek néha ára van. Nagyszerű betekintést nyújt a szakma valóságába, és tanácsokat ad azoknak, akik az iparágba szeretnének bekapcsolódni.

"Gondolja meg nagyon alaposan, hogy ez a megfelelő karrier-e az ön számára. Számítson hosszú munkaidőre és arra, hogy sok mindent kihagy a családi életből."

Sean

Mivel sofőrcsaládban nőtt fel, a teherautózás Sean vérében volt, és 20 évvel ezelőtt beült a volán mögé, és a fuvarozóiparban kezdte meg karrierjét.

A munka számos előnnyel jár, de Sean számára a munka nyújtotta szabadság az, amit a legjobban szeret. Ez a szabadság egészen Skóciáig elvitte őt egy hathetes szolgálatra. Ezeken a hosszú utakon a barátokkal való telefonálás és a tévénézés jelenti számára a szórakozást.

Emellett a kamionmegállók kulcsfontosságú szerepet játszottak Sean számára a vezetés okozta elszigeteltség leküzdésében. A gyakran nyüzsgő kamionmegállók lehetővé teszik Sean számára, hogy útközben találkozzon a barátaival.

Ezek a boxkiállások tökéletes lehetőséget nyújtanak arra, hogy őrült történeteket hallgassunk meg más teherautó-vezetőktől. Richardhoz hasonlóan Sean is a legfurcsább dolog, amit utazásai során látott, "egy autó, amelyik rossz irányba hajtott fel az autópályán a sötétben" - ez a történet túlságosan gyakori a kamionosok körében.

Sean egy DAF XF 530-as teherautót választott az építőanyagok szállításához az Egyesült Királyságban. Azt tanácsolja mindenkinek, aki teherautó-karrierre vágyik, hogy "csak rajta!".

Dave

Dave 30 éve vezet teherautókat, és eljutott Dániáig és Spanyolországig. Amikor éppen nem kedvenc teherautójával, egy Volvo FH-val utazik, akkor a vezetőfülkében kényelmesen nézi a szappanoperákat.

"Néhány autós viselkedése őrült történetekkel ajándékozott meg" - magyarázza. Amikor azonban arról kérdeztük Dave-et, hogy mi volt a legérdekesebb dolog, amit a teherautója hátsó ülésén megélt, továbbra is szűkszavúan nyilatkozik - "ez szigorúan titkos" - állítja.

30 év áruszállítás után Dave megtanult néhány dolgot a fuvarozás világáról. Nagyszerű tanácsot ad azoknak, akik az iparágban akarják elindítani karrierjüket: "győződjenek meg róla, hogy valamire specializálódtak".

Alastair

Alastair viszonylag új az iparágban, és úgy döntött, hogy a teherautó-vezetői karrier mellett dönt, hogy nyugdíjazása után is elfoglalja magát. Öt évnyi tapasztalattal a háta mögött mindennél jobban élvezi a szakma változatosságát.

Ez idő alatt Alastair beutazta az Egyesült Királyságot és Európát: "Jártam Invernessben, Koppenhágában, Lisszabonban, Budapesten és Rómában" - mondja.

Az unalom elűzése érdekében Alastair szívesen hallgatja a "Radio 4-et, az LBC-t és az 5 Live-t".

Európát beutazva tanúja volt a többi közlekedő szokatlan viselkedésének. A legközelebbi eset azonban az volt, amikor teherautóját a "londoni tüntetéseken" kellett átmanővereznie. Valószínűleg ez volt a legőrültebb dolog, amit valaha tapasztaltam" - magyarázza.

A 007-rajongók számára Alastair megosztja, hogy milyen volt, amikor néhány szigorúan titkos tárgyat kellett szállítania.

"A legérdekesebb tárgy, ami a teherautó hátuljában volt, valószínűleg James Bond kiállítási tárgyak voltak" - állítja.

Bár Alastair még nem régóta van ebben az iparágban, van néhány szava azokhoz, akik újak az iparágban.

"Azt tanácsolnám azoknak, akik a fuvarozás világába való belépésen gondolkodnak, hogy maradjanak nyugodtak."

Sean V

Sean szeretete az utak iránt az apjával töltött nyári szünetekre nyúlik vissza, amikor az apja teherautóján utazott. 30 évnyi vezetés után a vezetés iránti szeretete továbbra is erősödik.

"A munkámban azt szeretem, hogy az Egyesült Királyság és Európa minden szép helyét láthatom" - magyarázza. Ez a munka számos helyre elvitte már - Róma a legtávolabbi, ahová eljutott.

Amikor éppen nem a városokat fedezi fel, Sean tévénézéssel, iPad használatával, és egészen mostanáig a saját kabinja kényelmében játszva szereti szórakoztatni magát.

A legőrültebb dolog, aminek tanúja volt az úton?

Sajnos Sean egy másik, hogy szemtanúja legyen egy olyan látványnak, amely túlságosan is gyakori a teherautó-vezetők körében - "egy autó, amelyik rossz irányba halad az autópályán" - magyarázza.

Sean 30 éves pályafutása során azt állítja, hogy a DAF teherautókat vezette a legszívesebben, és a legérdekesebb tétel, amit szállított, a "speciális orvosi felszerelés" volt.

Sean szeretete az iparág iránt felülmúlja a munka néhány negatív aspektusát. Azoknak azonban, akik a fuvarozói karrierjüket a fuvarozóiparban szeretnék beindítani, ezeket a bölcs szavakat ajánlja:

"Ha azon gondolkodik, hogy csatlakozik az iparághoz, számoljon azzal, hogy hosszú órákat fog dolgozni."

Iratkozzon fel a SNAP-ra még ma

A SNAP megkönnyíti az Ön életét azzal, hogy összekapcsolja Önt a közúti fuvarozási szolgáltatások széles hálózatával. Regisztráljon még ma.

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szerda 18 június 2025 • Hírek és frissítések

ÚJRA MEGNYITJÁK A LENGYEL-UKRÁN HATÁRT: MIT KELL TUDNIUK A FLOTTAÜZEMELTETŐKNEK

Guest

After months of disruption, freight traffic between Poland and Ukraine is moving freely again. But with tensions still simmering and the threat of renewed blockades on everyone’s minds, fleet operators must remain alert to the risks – and prepared to protect driver welfare on both sides of the border.This article explains what caused the disruption, how it affected drivers, and the steps you can take to reduce the impact if industrial action returns.The situation began in late 2023 when Polish truck drivers began protesting at major border crossings. They claimed that the EU’s decision to waive permit requirements for Ukrainian hauliers – introduced as a temporary wartime measure – led to an influx of lower-cost operators undercutting Polish firms.The protests escalated, blocking key freight routes into Ukraine and trapping thousands of vehicles in queues stretching for miles. At its peak, the blockade left at the border, some waiting more than a week to cross. Non-Ukrainian EU drivers, too, suffered long delays, strained schedules and poor conditions. What began as a logistical dispute evolved into a broader protest by Polish truckers over Ukrainian imports, market access, and the impact of emergency EU transport measures. Polish farmers soon joined in, frustrated by the effect of Ukrainian agricultural products on domestic prices.Polish drivers also for border crossings – known as eCherha – arguing that it put EU hauliers at a disadvantage. While the system was designed to streamline freight movement by allowing carriers to pre-book crossing slots, Polish operators claimed it gave Ukrainian firms greater flexibility and faster access. Issues such as language barriers, limited integration with EU logistics systems and inconsistent implementation left many EU drivers waiting longer at the border, further fuelling the perception of unfair treatment and contributing to the broader unrest. Protests begin at Dorohusk, Hrebenne and Korczowa crossings. More crossings are blocked, including Medyka; three Ukrainian drivers die waiting in queues. The Polish government comes to an agreement to pause the blockade until March. Sporadic blockades resume at smaller crossings. A new four-month blockade began at Yahodyn-Dorohusk but was overturned in court. All major border crossings remain open, but the risk of future disruption remains.In response to the disruption and its wider implications, the Polish government has taken a proactive stance. Border crossings with Ukraine have been designated as critical infrastructure, giving them greater protection from future blockades and helping to ensure the continued flow of freight, humanitarian aid and military support. A new Council for Cooperation with Ukraine has also been established to generally strengthen ties between the two countries. Part of its remit is to improve coordination across trade and transportation. In parallel, Poland is investing in eastern border infrastructure and engaging with EU officials to press for fairer terms for Polish hauliers. While these actions may not resolve the situation overnight, they signal a longer-term commitment to stability and structured dialogue.The blockade created unacceptable conditions for professional drivers. Many spent days or weeks in their cabs with no access to toilets, food or running water. Some were stuck in freezing temperatures with no heating or shelter. during the blockade period, with exhaustion and untreated medical conditions believed to be contributing factors. The disruption also caused significant mental and emotional strain, particularly for Ukrainian drivers trying to reach or return from home during wartime. Delays affected not only trade but also the movement of fuel, aid and military goods critical to Ukraine’s national defence.While Polish protesters insisted that humanitarian and military aid vehicles were permitted through the border, indicate that this wasn’t always the case.These conditions weren’t just traumatic for drivers – they also exposed gaps in fleet risk management and emergency planning. Operators must now treat border disruption as an ongoing threat.Although the situation has stabilised, underlying tensions between Polish hauliers, Ukrainian operators and EU policy remain unresolved. Fleet managers operating in or near the region should be alert to the possibility of further industrial action – especially during seasonal pressure points or EU policy reviews.Here are the SNAP team’s recommendations for managing the situation effectively:Stay up-to-date with news from Polish and Ukrainian logistics associations and government sources. Subscribe to border traffic alerts and follow trusted logistics partners for real-time updates.Have contingency plans that redirect vehicles through Hungary, Slovakia or Romania if crossings between Poland and Ukraine become blocked again.Ensure your trucks are stocked with essentials: food, water, power banks and medical kits. During periods of unrest, access to secure truck parking in Poland is essential, so that your drivers are safe, rested and off the roadside. Equip drivers with up-to-date information on secure truck parking and rest areas along their route.Our has an interactive map of truck parking, with 11,000 HGV service providers across Europe, including Poland, Hungary and Slovakia. It’s an easy-to-use tool for finding secure truck rest areas in Poland, making it especially valuable during periods of industrial action. Although the app does not currently offer bookable truck parking in Ukraine, Ukrainian operators and drivers can use intruck to locate reliable rest stops within the EU during long-distance journeys or times of disruption.With increased demand during periods of disruption, advanced booking is critical. Drivers can also use intruck to find and book trusted truck parking in Poland in advance. Whether your vehicles are travelling deep into Eastern Europe or returning westward, it allows your drivers to access parking for trucks near Warsaw and other high-traffic areas.Establish check-in schedules, especially if long waits or diversions are expected. Reassure drivers that their wellbeing is a priority and provide support if they face unexpected delays. If possible, suggest secure lorry parking locations in Ukraine in advance, so they know where to take a break.The reopening of the Poland-Ukraine border is welcome news for fleets operating in Eastern Europe. But with political tensions unresolved, it’s essential to stay prepared.“The situation is rapidly changing,” says Nick Renton, Head of European Strategy and Business Development at SNAP. “With the potential for further disruption at the Poland-Ukraine border, we recommend that fleet operators put robust plans in place to prioritise driver wellbeing and minimise operational risks. That includes building flexibility into delivery schedules, providing essential supplies in vehicles and ensuring drivers have access to secure truck parking. “Our network of bookable truck stops across Europe and Poland gives you the tools to stay agile – offering peace of mind to both operators and drivers when conditions on the ground become unpredictable.”View our interactive map of .

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szerda 04 június 2025 • Hírek és frissítések

A 2025-ÖS IBÉRIAI-FÉLSZIGETI ÁRAMSZÜNET HATÁSA A KÖZÚTI ÁRUFUVAROZÁSRA

Guest

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

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péntek 16 május 2025 • Hírek és frissítések

AUTONÓM TEHERAUTÓK: AZ ELŐTTÜNK ÁLLÓ ÚT KIBOGOZÁSA

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.