Susie Jones
Naujienos ir atnaujinimai • 3 min perskaityti

"Batim International Transport & Spedition" SNAP kelionė

Sukurta: 19-02-2025

Atnaujinta: 19-02-2025

1995 m. įkurta bendrovė "Batim International Transport" teikia transporto ir krovinių ekspedijavimo paslaugas visoje Europoje. Įmonė didžiuojasi puikia kokybe ir moderniu automobilių parku, kurį sudaro SCANIA ir "Mercedes" transporto priemonės.

Bendrovės būstinė yra Stary Sącz mieste, Lenkijoje, tačiau augimas jai nėra svetimas. Savo veiklos pradžioje "Batim" pradėjo nuo dviejų traktorių, o dabar jų turi daugiau kaip 500.

Per šį trumpą laiką įmonė gavo daugybę akreditacijų ir sertifikatų, įskaitant 2014 m. geriausio metų darbdavio titulą ir žurnalo "Forbes" pripažinimą 2015 m. Plėsdama įmonės automobilių parką ir tobulindama paslaugas, įmonė nuolat siekia augimo.

Bendrovė "Batim International" prisijungė prie SNAP pačioje pradžioje ir toliau naudojasi SNAP paskyra, kad rezervuotų automobilių stovėjimo vietas savo dideliam automobilių parkui visoje Europoje. Kalbėjomės su operacijų vadovu Krzysztofu, kuris papasakojo apie įmonės patirtį su SNAP.

SNAP nauda transporto parkams

SNAP suteikia automobilių parkams daugiau nei 450 paslaugų partnerių visoje Europoje, kur jie gali naudotis mūsų mokėjimo už automobilių parkus sprendimu. "Prie SNAP prisijungėme dėl to, kad negalime atlikti operacijų grynaisiais pinigais", - aiškina Krzysztofas.

Tai naudinga daugeliui transporto parkų, nes SNAP yra mokėjimo sprendimas, leidžiantis už sunkvežimių paslaugas mokėti be grynųjų pinigų ar kortelės. Šis mokėjimo sprendimas gali būti naudojamas tokioms paslaugoms kaip sunkvežimių plovimas, Dartfordo pervaža ir sunkvežimių stovėjimo aikštelė. Kšyštofas teigia, kad pastaroji paslauga buvo ypač naudinga.

"SNAP man buvo naudinga, nes suteikė galimybę užsisakyti automobilių stovėjimo aikštelę, kad nereikėtų rūpintis, kur laikyti vairuotoją."

Galimybė ieškoti sunkvežimių sustojimo paslaugų partnerio per SNAP taip pat buvo Kšyštofo privalumas. Jis aiškina, kad "galimybė patikrinti ir rasti visą išsamią informaciją apie daugelį sunkvežimių sustojimo vietų įvairiose šalyse ir įsitikinti, kad ten yra viskas, ko reikia konkrečiam kroviniui ir vairuotojams skirtoms priemonėms", jam buvo viena iš naudingiausių funkcijų.

Be to, SNAP teikia didžiulę naudą "Batim" vairuotojams. Kšyštofo vairuotojų parkas gali būti ramus, žinodamas, kad turi didelį sunkvežimių stovėjimo aikštelių ir aikštelių tinklą, iš kurio gali rinktis. Kšyštofas sako, kad SNAP "didelis sunkvežimių stovėjimo aikštelių tinklas" yra neįkainojamas.

Daugelis įmonių visame žemyne padidino savo pajamas naudodamosi mūsų automobilių stovėjimo aikštelių schema. Pagal šią schemą transporto priemonių parkai gali pasiūlyti savo automobilių stovėjimo aikštelių vietas tinklui ir papildomai užsidirbti pinigų, padėdami vairuotojams išvengti pažeidžiamų stovėjimo aikštelių ir pramoninių rajonų. Prie šios schemos prisijungusi "Batim International" su savo depu Belgijoje padeda mažinti automobilių stovėjimo aikštelių trūkumą Europoje. Ši aikštelė siūlo 20 vietų kitiems vairuotojams, kai jų sunkvežimiai yra kelyje.

SNAP paslaugų partnerių poveikis vairuotojų gerovei

Vairuotojų gerovė yra karšta diskusijų tema sunkvežimių bendruomenėje. Kadangi profesija reikalauja daug pastangų, nesunku suprasti, kaip ilgos darbo valandos, socialinė izoliacija ir nejudrus gyvenimo būdas gali paveikti psichinę sveikatą.

Transporto parkai privalo rūpintis savo vairuotojų gerove. Tačiau sunkvežimių stotelės taip pat gali turėti didelį poveikį. Automobilių stovėjimo aikštelės ir sunkvežimių sustojimo aikštelės su pagrindiniais patogumais gali gerokai pagerinti vairuotojų savijautą. Kšyštofas ir komanda mano, kad tai yra labai svarbu daugiau nei 800 vairuotojų turinčiam jų transporto parkui.

Paklaustas, ką sunkvežimių stotelės gali padaryti, kad padėtų vairuotojams užtikrinti gerą savijautą, Kšyštofas teigia: "Vairuotojams daugiausia reikia švaraus dušo ir tualeto." Daugeliui atrodo, kad tai paprastas sprendimas, tačiau jo poveikis vairuotojo patirčiai yra didelis.

Klientų aptarnavimas su SNAP

SNAP didžiuojasi tuo, kad teikia pagalbą automobilių parkams ir vairuotojams, kurios reikia, kad jie galėtų dirbti efektyviai ir veiksmingai. Mūsų patyrusi klientų aptarnavimo ir sąskaitų valdymo komanda padeda automobilių parkams ir vairuotojams spręsti visus klausimus. Kažkas, ką Krzysztofas ir komanda laiko naudingu.

"Kreipėmės į SNAP klientų aptarnavimo komandą - tiek el. paštu, tiek telefonu. Visada sulaukdavome individualaus požiūrio į atskirą atvejį, supratimo ir geranoriškumo iš SNAP darbuotojų, kurie stengėsi padėti kiek įmanoma", - pasakoja Krzysztofas.

Užregistruokite savo transporto priemonių parką SNAP šiandien

Mūsų parko mokėjimo sprendimas kas 13 sekundžių naudojamas visame žemyne atsiskaitant už sunkvežimių paslaugas. Apsilankykite svetainėje snapacc.com ir prisijunkite prie daugiau nei 7 000 automobilių parkų, naudojančių SNAP sąskaitą kaip "viskas viename" automobilių parko mokėjimo sprendimą.

Dalytis su

Kiti taip pat skaito...

Header Image

trečiadienis 04 birželio 2025 • Naujienos ir atnaujinimai

2025 M. IBERIJOS PUSIASALIO UŽTEMIMO POVEIKIS KROVINIŲ VEŽIMUI KELIAIS

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.

Header Image

penktadienis 16 gegužės 2025 • Naujienos ir atnaujinimai

AUTONOMINIAI SUNKVEŽIMIAI: KAIP IŠAIŠKINTI BŪSIMĄ KELIĄ

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.

Header Image

trečiadienis 16 balandžio 2025 • Naujienos ir atnaujinimai

KOKIAS PASEKMES AUTOMOBILIŲ PARKAMS TURĖS 20 MYLIŲ PER VALANDĄ GREIČIO APRIBOJIMAI?

Susie Jones

In 2023, HGVs were involved in collisions that resulted in fatalities, a decline from 2022 but a concerning statistic nonetheless. These accidents could have resulted from several factors, such as driver fatigue, poor vehicle maintenance, weather conditions, or the actions of other road users. However, data from road safety charity Brake suggests that of road-related deaths had speed reported as a road safety factor. In this blog, we'll explore how the implementation of 20mph speed limits could impact fleet operations and lower fatality numbers. According to , only 10% of HGV collisions occurred on a motorway the other 90% were more likely to happen on an urban or rural road. Rural roads present truck drivers with narrow spaces, sharp turns, and interactions with vulnerable road users like cyclists and pedestrians, increasing the likelihood of accidents. Urban areas pose a greater risk for truck drivers due to higher-density traffic, frequent stops, pedestrian activity, and complex road layouts combined with the unpredictability of urban roads makes them more of a hazard for truck drivers. Figures published by the have shown 100 fewer casualties on urban roads in 2024 compared to the same period in 2023 before the 20mph speed limit was enforced in urban areas.The scheme is supported by organisations such as Brake and Cycling UK, and now fleet management specialists are encouraging haulage companies to get behind the scheme. They argue that the shift from 30mph to 20mph will have minimal impact on fleet efficiency and strongly reinforce the idea that it would save lives each year. According to FleetCheck, haulage operators had mixed feelings towards the initiative. Some saw the changes as a hindrance to efficiency arguing that lower speed limits may force some fleets into reducing the number of deliveries they can make in any given period. Drivers on SNAP's social media pages had strong feelings toward the suggestion. One driver commented:"Who is going to back more 20mph zones? The whole standard of driving is the problem. Ever since we came out of lockdown, the standard of driving has been diabolical, that's including cars, vans, and trucks."The sentiment remained the same on socials, with many not supporting the change. Reduced speed zones offer several benefits for truck drivers. • Lower speeds improve reaction times and reduce stopping distances, making it easier to avoid collisions particularly in urban areas.• Trucks are more likely to have less vehicle wear and tear with reduced speed limits. As mentioned, some fleet companies are concerned that lower speed limits could reduce the number of deliveries they could make in any given period. Fleets could also face the following challenges:• affecting time-sensitive deliveries, impacting scheduling and customer expectations.• companies may have to adjust routes to account for slower speeds.• investing in additional driver training to ensure compliance with new speed limits will be crucial. Although these issues can pose additional challenges for fleet companies, many can be managed proactively. Many would argue the long-term safety benefits outweigh the obstacles. In a revisited campaign titled , SNAP identified the most hazardous GB locations. We delve deeper to discover which roads could benefit from a reduced speed limit. SNAP discovered the South East had the most hazardous roads. Kent has the most dangerous roads in Britain and is on the Kent Highway Network by 2050. Which roads are the most concerning?• A short road running for just four miles but was named Britain's highest-risk route in 2018. The report singled out a stretch of the A254 between the junction of the A28 at Margate and the junction with the A255 near Ramsgate. The speed limit on this stretch varies between 30mph and 40mph built-up areas and a heavy traffic flow from the port of Dover make this road particularly dangerous for cyclists, pedestrians, and other road users. Could this stretch of road benefit from slower speed limits?• Notorious for its high accident rates, the A252 runs for 8.7 miles. In 2020, work commenced to reduce the number and severity of accidents, among the changes, a decrease from 60mph to 50mph on this stretch, except where lower limits are in force. However, is this enough to shake off the road's reputation as one of Britain's worst?Surrey and Essex were also at the top of the list and had a combined total of accidents over the last five years. High accident rates in Surrey can be attributed to its mix of populated towns and rural roads. Its closeness to London and major motorways has resulted in more collisions.• Also known as the London Orbital Motorway, the M25 is one of Britain's busiest roads while also being the second-longest ring road in Europe. Between 2007 and 2016, 7,673 accidents and 80 fatalities were reported. As a crucial motorway, speed adjustments as low as 20mph would be ludicrous. However, would the M25 benefit from restricted speed zones?• Running for 67 miles, the A3 can be a challenging road to drive on due to its high traffic volume, speed limits, and sections with poor road conditions. Truck drivers must adhere to strict speed regulations. These restrictions are in place to account for the size, weight, and braking capacity of a truck. • A truck over 7.5 tonnes is limited to a maximum speed of 50mph.• 60mph is the maximum speed limit for a truck over 7.5 tonnes. • Truck drivers must not exceed 60mph on a motorway. In the UK, speed limiter devices must be installed into any truck to cap the maximum speed the vehicle can travel. • All trucks over 3.5 tonnes must have a speed limiter set to 56 mph. • Speed limiters limit the fuel supplied to the engine once the vehicle reaches a preset speed ensuring drivers cannot exceed the limit.A private truck does not require a speed limiter unless it is being used for commercial purposes. You must declare if your vehicle is exempt from needing a speed limiter when you take it for its MOT by filling in a