6 transporto priemonių parko valdymo strategijos, kurios pakeis jūsų rezultatus

The road transport industry in Europe is undergoing a significant change with the rollout of the second-generation smart tachograph (Smart Tachograph Version 2, or G2V2). These new devices have been introduced under the to improve road safety, to ensure fair competition and to protect drivers' rights.For fleet managers across the EU – and in the UK for those operating internationally – it’s crucial to understand what the new smart tachograph v2 entails, the timelines for its implementation and how it will impact daily operations. This article provides a practical overview of G2V2 features, regulatory deadlines and the operational implications for fleets. The second-generation smart tachograph is an upgraded digital tachograph unit with enhanced capabilities, designed to boost compliance with driving rules and streamline enforcement. Building on the first smart tachographs introduced in 2019, the new smart tachograph adds several important features: G2V2 devices use satellite positioning (Galileo GNSS) to record a vehicle’s position when crossing national borders. This helps enforce rules on cabotage and driver posting by providing precise records of when a truck enters a new country. The new tachograph enables enforcement officers to retrieve data wirelessly via Dedicated Short-Range Communication (DSRC). Roadside inspectors can remotely receive recent driving time, last stop or potential violations as a truck approaches. In essence, enforcers can access key tachograph data from G2V2 without stopping the vehicle, which facilitates smarter and more unified enforcement of driver-hours rules.This ‘remote check’ capability allows authorities to pre-select vehicles that may need a closer inspection, reducing unnecessary stops for compliant drivers. G2V2 includes a mandatory ITS interface with Bluetooth connectivity for secure data exchange with third-party systems. This means fleet telematics platforms can pair with the tachograph to access data, such as vehicle location, speed, driver activity and even vehicle events (for example, brake usage) in real time. For fleet managers, this integration offers the possibility of richer data streams for compliance monitoring and route management, seamlessly connecting tachograph information to their existing fleet management software. The new G2V2 tachographs record more information and retain it for longer. Driver activity logs now cover 56 days instead of 28, extending the control period for enforcement and helping operators with data retention and audits. In addition, new data fields provide a fuller picture of each journey. The devices log loading and unloading locations, record whether the vehicle is carrying passengers or goods, and capture configuration and calibration events in greater detail. Together, these updates support both compliance and logistics planning. Drivers will, however, need training to make the new manual entries for load and unload points, as these coordinates are stored for later verification. The second-gen units come with improved security to detect and resist tampering. They also have updatable software to allow future enhancements. Additionally, new driver cards (G2V2 driver cards) have been introduced with larger memory to accommodate the extra data. There is no immediate legal requirement for drivers to replace existing digital tachograph cards if they are still valid, but as cards expire, they’ll be replaced with the updated ones to fully use G2V2 features.Most major tachograph deadlines have already passed. All heavy vehicles operating internationally within the EU or entering from the UK are now required to have the second-generation smart tachograph (G2V2) fitted.The only remaining milestone is 1 July 2026, when the rule will be extended to light commercial vehicles between 2.5 and 3.5 tonnes used for international transport. Historically, vans were exempt from EU drivers’ hours and tachograph rules, but from July 2026, operators carrying goods across borders will need to comply.This change aims to close long-standing loopholes and ensure that drivers of smaller commercial vehicles follow the same rest-time rules as HGV operators. Fleet managers running pan-European van fleets should start planning installations now, integrating the upgrade with routine servicing or fleet renewal cycles to minimise disruption.Fleet managers with international operations need to understand that compliance with these tachograph upgrades is now a prerequisite for cross-border road transport in Europe. If your trucks travel between EU countries – or from the UK into the EU – failing to equip the right tachograph can stop your business at the border. Here are key points on how different fleets are affected:As noted above, since August 2025, any heavy goods vehicle conducting international trips within the EU must have the second-gen tachograph. This applies regardless of where in the EU the truck is registered. Enforcement is carried out during roadside checks or at borders. Non-compliant vehicles can be taken off the road until a proper tachograph is installed. British fleets running international journeys into or within the EU are subject to the same tachograph requirements if they are operating goods vehicles. This is because the rules are incorporated into the AETR treaty, which governs road transport between EU and non-EU European countries. The UK Department for Transport has aligned domestic regulations to mirror the EU timeline for international journeys. Failing to upgrade doesn’t just mean a fine – it can mean your truck is stopped at a checkpoint and cannot complete its delivery. Authorities in countries like France have imposed and even jail time for serious tachograph compliance breaches. Other nations like Germany, Spain and Italy have their own stiff penalties. In addition, non-compliance can tarnish a company’s reputation.On the positive side, compliant fleets stand to benefit from smoother enforcement. Trucks with up-to-date devices, for instance, may be stopped less frequently, thanks to remote pre-checks, allowing law-abiding drivers to keep moving.One of the core aims of the new tachograph legislation and the wider EU Mobility Package is to improve working conditions. By automating record-keeping tasks such as border entries and limiting illegal overscheduling, the system helps ensure drivers get proper rest. This is expected to reduce fatigue-related incidents and make enforcement fairer, giving drivers confidence that competitors are following the same rules.Remote enforcement also means compliant drivers face fewer roadside delays, allowing them to complete journeys with less stress.Drivers will need some training to adapt. While the basics remain the same, new features require manual input of load and unload locations and consent for data sharing with connected systems. Understanding these prompts – and how to respond if a fault occurs – will make operation straightforward.From a fleet perspective, G2V2 devices store twice as much data (56 days), so downloads will be larger and contain more history. Operators should check that their tachograph software and storage systems can handle this increased volume.Finally, with Bluetooth and online connectivity, data privacy has become a talking point. Enforcement authorities can access tachograph data for compliance, but when sharing with telematics or management systems, drivers must first give consent. Fleet managers should reassure drivers that all data is handled securely and used only for legitimate, GDPR-compliant purposes.Second-generation smart tachographs touch every part of fleet operations, from compliance and route planning to driver welfare. Taking a proactive approach will help you stay compliant – and make the most of the new technology. Keep up with updates from the European Commission’s Mobility and Transport division, as well as industry bodies. Regulations can be complex, but official summaries and FAQs are a good starting point. Run toolbox talks or refresher sessions for drivers and transport managers, focusing on new functions like remote enforcement and manual entries. Live data can help you monitor remaining driving hours, adjust dispatch plans and identify routes that frequently approach limits. Encourage your teams to view tachograph compliance as part of good fleet management, not just a regulatory obligation. Recognise milestones like zero infringements, invest in driver training, and make sure everyone understands how accurate data benefits safety and efficiency.The rollout of G2V2 brings challenges, but also clear benefits: stronger enforcement, better data and fairer working conditions for drivers. For fleets that embrace the change, the reward is smoother operations, improved safety and a more connected, compliant future on Europe’s roads.At SNAP, we’re supporting fleets across the continent through this next stage of digital transformation. Through the intruck app, drivers can pre-book secure parking along their routes – while the SNAP Portal lets fleet managers plan and reserve rest stops in advance, ensuring compliance and protecting driver welfare.

As temperatures drop, Europe's roads demand more than just skill behind the wheel. They call for preparation, awareness and compliance with a complex patchwork of winter regulations that vary by country. For fleet operators running goods vehicles and HGVs across the UK and EU, understanding these rules is vital to avoiding penalties, downtime, or worse – accidents caused by inadequate preparation.This article outlines the key requirements for winter – from tyres and visibility rules to the latest lighting, windscreen and speed provisions – and explains how fleets can stay compliant and safe wherever the road takes them.Across most of Europe, there has been a shift toward 3PMSF (Three-Peak Mountain Snowflake) tyres as the recognised standard for winter performance. Heavy vehicles over 3.5 tonnes GVW must now fit these tyres on the driving and steering axles in countries including , Switzerland and .While 3PMSF tyres provide reliable grip in cold or moderately snowy conditions, they cannot legally replace snow chains when required by law or signpost. For fleets operating in mountainous terrain, carrying snow chains remains an essential part of winter readiness.It’s important to note that M+S (Mud and Snow) tyres are being phased out. In Germany, M+S tyres manufactured before 1st January 2018 were accepted until 30th September 2024. As of , only tyres bearing the Alpine (3PMSF) symbol are permitted in winter conditions. M+S tyres remain legally accepted only as transitional equipment in a few southern or eastern states.In Austria, winter tyres are compulsory between 1st November and 15th April, with of 5mm (radial) or 6mm (cross-ply) tread depth for heavy goods vehicles. France's "mountain law" (Loi Montagne II) in Alpine and Pyrenean regions from 1st November to 31st March.In Italy, must be carried between 15th November and 15th April on signposted regional and mountain routes.In some eastern and Balkan regions – such as – vehicles over 3.5t must also carry a shovel and sand for traction and safety.Be sure to visit government websites for the latest rules and regulations.From 1 January 2025, new semi-trailers and heavy trailers require enhanced visibility. Semi-trailers that flashes in sync with the direction indicators to improve side visibility.Vehicles over 6 metres long must have side markers positioned at appropriate intervals, while those over 2.1 metres wide must use contour lighting – continuous white and red outline lights tracing the vehicle's shape at night to make its length and width clear to other road users.Mandatory lighting for HGVs includes:● Headlights (low and high beam)● Rear and brake lights on both sides● Rear fog lights● Reflectors and reversing lights● Daytime running lights have been on trucks since 2012. Usage rules vary by country.Before every journey, drivers must ensure all lights, reflectors and number plates are clean and snow-free; failure to do so can lead to fines or penalty points.Winter-specific speed limits vary across the EU but always err on the side of caution.● Austria vehicles to 80 km/h outside built-up areas and 100 km/h on motorways, and requires a . Studs are not permitted on vehicles over 3.5t.● In Germany, laws mean that even within posted limits, excessive speed on icy roads can constitute an offence under German Road Traffic Regulations.Weather-specific bans can also apply. In several Alpine and eastern regions, lorries may be turned back from mountain passes or exposed bridges when wind speeds exceed 100 km/h, or temporarily banned from routes affected by black ice or avalanche risk.Visibility isn't optional – it's a legal requirement. Drivers must clear all snow and ice from windscreens, mirrors, roofs and lights before setting off. Some countries fine operators when snow or ice slides from roofs into traffic – with penalties applying in Germany, Switzerland, Austria and other jurisdictions.To comply, fleets should:● Maintain operational wipers and demisters.● Use winter-grade washer fluid tested to -20°C.● Check heated mirrors daily.● Ensure snow-clearing tools (shovel, brush and grit) are kept in every cab.While UK law does not explicitly require winter tyres, operators are bound by a duty of care under the Health and Safety at Work Act 1974 and the Road Vehicles (Construction and Use) Regulations. The DVSA advises that tyres must maintain . Failure to ensure tyres are suitable for conditions can result in enforcement action for unsafe operation.For fleets entering the EU, obligations switch to local winter-readiness laws as soon as they cross the border. Non-compliance can lead to roadside immobilisation, fines, or insurance complications in the event of an accident.Fleet managers should use a winter-readiness checklist that goes beyond tyres:● Check the regulations for the countries drivers are travelling through● Install 3PMSF-rated tyres on steering and drive axles● Carry approved snow chains● Clean and check all lights, reflectors and washers● Stock winter emergency kits (first-aid, shovel, reflective jackets)● Revisit route planning for shorter daylight windows● Check batteries and air-brake moisture traps daily● Inspect door seals and wiper blades for wear● Schedule driver refreshers on cold-weather braking, speed management and chain-fitting.SNAP's provides access to bookable, well-lit and secure truck parking – critical for overnight safety during winter disruption. Drivers can locate facilities in advance, ensuring warm rest in line with driving-hour limits.Across the UK and EU, winter brings not only snow but a sharper focus on compliance. From 3PMSF tyres and snow-chain carriage to lighting, speed and visibility standards, fleets must stay alert to local variations that can shift within borders or mountain ranges.By adopting structured fleet checks, monitoring updates from the European Commission and DVSA, and equipping vehicles for every condition, operators can protect their drivers and deliveries through the worst of the season.SNAP works alongside fleets to make this easier – connecting drivers to reliable rest locations, secure parking and compliance tools that keep haulage moving safely right through the winter of 2025.

By the end of 2025, 149 Spanish cities – from Madrid and Barcelona to tourist hubs like Valencia, Alicante and Benidorm – will restrict access for high-emission vehicles. For fleet operators, that means new compliance risks, costly upgrades and tighter delivery schedules.Spain’s low-emission zones (Zonas de Bajas Emisiones, or ZBEs) are part of a wider European push to improve air quality and cut transport emissions. They already operate in major cities across the country and are enforced with fines of up to €200, with rules varying from city to city.In this guide, we explain how ZBEs work, what vehicle categories are affected and what operators need to do to keep their fleets on the road.ZBEs are being introduced under Spanish law in cities with more than (and those over 20,000 with particularly poor air quality), in order to improve urban air quality and support EU climate goals. Access to a ZBE is determined by a vehicle's environmental badge (distintivo ambiental), as issued by the Spanish Directorate-General for Traffic (DGT).The categories are:Full access● 100% electric vehicles (BEV)● Hydrogen fuel cell vehicles (FCEV)● Plug-in hybrids with at least 40km electric rangeGenerally unrestricted access● Standard hybrids (HEV)● Plug-in hybrids with less than 40km electric range● Gas-fuelled vehicles (CNG/LNG/LPG)Access with some time/area restrictions● Petrol vehicles: Euro 4/5/6 (typically 2006 onwards)● Diesel vehicles: Euro 6 (typically 2014 onwards)Increasingly restricted, often barred during peak hours● Petrol vehicles: Euro 3 (typically 2000-2005)● Diesel vehicles: Euro 4-5 (typically 2006-2013)Generally banned from all ZBEs● Petrol vehicles below Euro 3 standards● Diesel vehicles below Euro 4 standardsPetrol vehicles below Euro 3, and diesels below Euro 4 standards, are typically banned from ZBEs, although restrictions vary by city.It’s important to note that foreign vehicles must register with local city councils before entering a ZBE, even if they meet equivalent Euro standards. Without registration, compliant vehicles may face automatic fines, which has become a common issue for international hauliers operating in Spain.Madrid and Barcelona have had ZBEs in place for several years, with highly specific rules and large coverage areas. By the end of 2025, the system will expand to cover 149 cities, including smaller towns and tourist destinations such as Benidorm, Valencia, Seville and Alicante.Some cities are still implementing or gradually enforcing their zones, with transitional periods in place (e.g., warnings until late 2025 in Valencia and Benidorm). Others, such as , will start to fine non-compliant vehicles from December 2025.It should be noted that cities may have differing rules, with some allowing non-compliant vehicles for essential services, so it is important to be aware of a specific city’s rules before dispatching a vehicle. Spain is not alone: more than 320 cities across Europe now operate LEZs, with France’s Crit’Air system, Germany’s Umweltzonen and the UK’s ULEZ among the most established. For cross-border hauliers, this creates a patchwork of rules, stickers and penalties that raise compliance risks and costs.You must ensure that your vehicles display the appropriate DGT badge or register if foreign-plated. Fines for non-compliance are typically set at , although they can vary by municipality. Cities like Madrid and Barcelona have already begun issuing these penalties via automatic number plate recognition (ANPR) systems.Many logistics companies face hurdles because older diesel trucks are now banned or restricted from cities. In fact, . This means a significant number of vehicles are non-compliant and must be replaced if hauliers want to enter ZBEs.Vehicle prices are adding to the pressure: an , while are even pricier.CETM-Madrid, the Spanish Confederation of Freight Transport, estimates that cumulative outlays for Madrid-based road-freight and calls for deadline adjustments and more support.Data shows that the changes are having an impact on delivery schedules. A recent survey of businesses in pilot zones found that Congestion is also common during restricted delivery windows (8-10am), when many operators compete for access. Around also cited a lack of adequate loading/unloading areas as a major contributor to delays.This “time compression” effect – where deliveries are forced into fewer hours – creates bottlenecks at zone perimeters, raising the likelihood of late arrivals and disrupted supply chains.Schedule disruption extends beyond vehicle routing to workforce management. Barcelona's approach to ZBEs illustrates the challenge: the city offers (21:00-07:00) to reduce daytime congestion, but Spanish labour agreements state that night-work pay has premiums of approximately 25%.This creates a difficult choice for fleet operators: accept daytime congestion and delays, or absorb increases in labour costs for night operations.Despite the challenges, ZBEs deliver clear public health gains. Studies of the Madrid Central LEZ recorded (NO₂) within the zone. Broader European research shows soot emissions dropping by up to .These reductions translate directly into improved air quality, fewer respiratory illnesses and reduced hospital admissions. For urban residents – and drivers spending hours in congested traffic – the health benefits are tangible if inconvenient. “Low emission zones are here to stay,” comments Raqual Martinez, European Sales Manager at SNAP. “The challenge for our community is adapting without compromising efficiency or driver welfare. At SNAP, we’re committed to supporting fleets in Spain and across Europe, helping them turn regulatory change into operational advantage.”While we can’t change the LEZ rules, our intruck app makes life on the road simpler. Drivers can use it to find and book secure truck parking and washing, see what facilities are available at each stop, and plan rest breaks that fit tighter delivery windows – whether they’re running into Madrid, skirting Barcelona, or crossing borders on longer routes. Download the today for smoother operations across Spain's evolving transport landscape.