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Naujienos ir atnaujinimai • 4 min perskaityti

Mažos taršos zonos Ispanijoje: Ką turi žinoti automobilių parkų operatoriai

Sukurta: 03-10-2025

Atnaujinta: 08-10-2025

Iki 2025 m. pabaigos 149 Ispanijos miestai - nuo Madrido ir Barselonos iki tokių turizmo centrų kaip Valensija, Alikantė ir Benidormas - apribos įvažiavimą į juos didelės taršos transporto priemonėmis. Transporto priemonių parkų operatoriams tai reiškia naują atitikties riziką, brangiai kainuojantį atnaujinimą ir griežtėjančius pristatymo grafikus.

Ispanijos mažo išmetamųjų teršalų kiekio zonos (Zonas de Bajas Emisiones arba ZBE) yra platesnio masto Europos pastangų gerinti oro kokybę ir mažinti transporto išmetamųjų teršalų kiekį dalis. Šios zonos jau veikia didžiuosiuose šalies miestuose, o jų vykdymas užtikrinamas skiriant baudas iki 200 eurų, tačiau taisyklės įvairiuose miestuose skiriasi.

Šiame vadove paaiškiname, kaip veikia ZBE, kokioms transporto priemonių kategorijoms taikoma ir ką operatoriai turi daryti, kad jų transporto priemonių parkai galėtų važinėti.

ZBE taisyklės ir transporto priemonių kategorijos

Pagal Ispanijos įstatymus ZBE įvedami miestuose, kuriuose gyvena daugiau nei 50 000 gyventojų (ir miestuose, kuriuose gyvena daugiau nei 20 000 gyventojų ir kuriuose oro kokybė yra ypač prasta), siekiant pagerinti miestų oro kokybę ir paremti ES klimato kaitos tikslus.

Galimybė patekti į ZBE nustatoma pagal transporto priemonės aplinkosaugos ženklelį (distintivo ambiental), kurį išduoda Ispanijos eismo generalinis direktoratas (DGT).

Kategorijos yra šios:

Zero (mėlynasis ženkliukas):

Visiška prieiga

● 100 proc. elektra varomos transporto priemonės (BEV)

● Vandenilio kuro elementų transporto priemonės (FCEV)

● Įkraunami hibridiniai automobiliai, kurių elektrinis nuotolis ne mažesnis kaip 40 km.

"Eco" (žalias/mėlynas ženkliukas):

Iš esmės neribota prieiga

● Standartiniai hibridai (HEV)

● Įkraunami hibridiniai automobiliai, kurių elektrinis nuotolis mažesnis nei 40 km

● Dujomis varomos transporto priemonės (SGD/LNG/LPG)

C (žalias ženkliukas):

Prieiga su tam tikrais laiko ir (arba) teritorijos apribojimais

● Benzininės transporto priemonės: Euro 4/5/6 (paprastai nuo 2006 m.)

● Dyzelinės transporto priemonės: Euro 6 (paprastai nuo 2014 m.)

B (geltonas ženkliukas):

Vis labiau ribojamas, dažnai draudžiama naudotis piko valandomis

● Benzininės transporto priemonės: Euro 3 (paprastai 2000-2005 m.)

● Dyzelinės transporto priemonės: Euro 4-5 (paprastai 2006-2013 m.)

Nėra ženklelio:

Paprastai draudžiama dalyvauti visuose ZBE

● Benzininės transporto priemonės, neatitinkančios "Euro 3" standartų

● Dyzelinės transporto priemonės, neatitinkančios "Euro 4" standartų

Benzininėms transporto priemonėms, kurios neatitinka Euro 3 standartų, ir dyzelinėms transporto priemonėms, kurios neatitinka Euro 4 standartų, paprastai draudžiama važinėti ZBE, nors apribojimai skiriasi priklausomai nuo miesto.

Svarbu pažymėti, kad užsienio transporto priemonės, net jei jos atitinka lygiaverčius Euro standartus, prieš įvažiuodamos į ZBE turi būti užregistruotos vietinėse miestų tarybose. Neregistravus reikalavimus atitinkančių transporto priemonių gali būti automatiškai skiriamos baudos, o tai tapo dažna Ispanijoje dirbančių tarptautinių vežėjų problema.

ZBE paveiktos sritys

Madride ir Barselonoje jau kelerius metus galioja ZBE, kuriems taikomos labai konkrečios taisyklės ir dideli aprėpties plotai. Iki 2025 m. pabaigos sistema bus išplėsta ir apims 149 miestus, įskaitant mažesnius miestus ir turistų lankomas vietas, tokias kaip Benidormas, Valensija, Sevilija ir Alikantė.

Kai kurie miestai vis dar įgyvendina arba palaipsniui įgyvendina savo zonas, nustatydami pereinamuosius laikotarpius (pvz., Valensijoje ir Benidorme įspėjimai galioja iki 2025 m. pabaigos). Kituose, pavyzdžiui, [Malagoje] (https://cadenaser.com/andalucia/2025/09/18/malaga-sancionara-en-la-zona-de-bajas-emisiones-a-partir-del-uno-de-diciembre-ser-malaga/), baudos už reikalavimų neatitinkančias transporto priemones bus pradėtos taikyti nuo 2025 m. gruodžio mėn.

Reikėtų pažymėti, kad miestuose gali būti taikomos skirtingos taisyklės, o kai kuriuose iš jų svarbiausioms paslaugoms teikti gali būti naudojamos reikalavimų neatitinkančios transporto priemonės, todėl prieš siunčiant transporto priemonę svarbu žinoti konkretaus miesto taisykles.

Ispanija nėra vienintelė: daugiau nei 320 miestų visoje Europoje dabar veikia LEZs, su Prancūzijos Crit'Air sistema, Vokietijos Umweltzonen ir Jungtinės Karalystės ULEZ tarp labiausiai įsitvirtinusių. Tarpvalstybiniams vežėjams tai sukuria daugybę taisyklių, lipdukų ir nuobaudų, kurios didina atitikties riziką ir išlaidas.

Ką turi daryti automobilių parko operatoriai

Privalote užtikrinti, kad jūsų transporto priemonės būtų pažymėtos atitinkamu DGT ženkleliu arba registruotos, jei jos yra užsienyje.

Baudos už reikalavimų nesilaikymą paprastai yra 200 eurų už kiekvieną pažeidimą, nors jos gali skirtis priklausomai nuo savivaldybės. Tokiuose miestuose kaip Madridas ir Barselona šios baudos jau pradėtos skirti naudojant automatinio numerio ženklų atpažinimo (ANPR) sistemas.

Automobilių parkų vadovų klausimai

Parko atnaujinimas ir išlaidos

Daugelis logistikos įmonių susiduria su kliūtimis, nes senesniems dyzeliniams sunkvežimiams dabar draudžiama arba ribojama galimybė įvažiuoti į miestus. Iš tikrųjų vidutinis Ispanijos krovininių automobilių parko amžius yra 14 metų. Tai reiškia, kad nemažai transporto priemonių neatitinka reikalavimų ir turi būti pakeistos, jei vežėjai nori patekti į ZBE.

Transporto priemonių kainos dar labiau didina spaudimą: elektrinis sunkvežimis gali kainuoti tris kartus brangiau nei dyzelinis atitikmuo, o vandeniliniai sunkvežimiai yra dar brangesni.

Ispanijos krovininio transporto konfederacija CETM-Madrid apskaičiavo, kad Madride įsikūrusių krovininio kelių transporto įmonių bendros išlaidos sudaro apie 1,3 mlrd. eurų (https://transporteprofesional.es/ultimas-noticias/cetm-madrid-reclama-modificar-el-calendario-de-acceso-a-las-zonas-de-bajas-emisiones-a-los-camiones), ir ragina koreguoti terminus bei teikti didesnę paramą.

Laiko suspaudimas

Duomenys rodo, kad pokyčiai turi įtakos pristatymo tvarkaraščiams. Neseniai bandomosiose zonose veikiančių įmonių apklausa parodė, kad [36,7 proc. jų pranešė apie ilgesnį pristatymo laiką ir padidėjusias siuntimo išlaidas] (https://www.jiem.org/index.php/jiem/article/download/6902/1089).

Spūstys taip pat būdingos riboto pristatymo metu (8-10 val. ryto), kai daug vežėjų konkuruoja dėl prieigos. Maždaug 83 % apklaustų įmonių taip pat nurodė, kad prie vėlavimo labiausiai prisideda tinkamų pakrovimo ir (arba) iškrovimo vietų trūkumas.

Dėl šio "laiko suspaudimo" efekto, kai pristatymai yra priversti vykti mažiau valandų, zonų perimetruose susidaro kliūčių, todėl padidėja pavėluoto pristatymo ir tiekimo grandinių sutrikimų tikimybė.

Personalo spaudimas

Tvarkaraščio trikdžiai apima ne tik transporto priemonių maršrutų sudarymą, bet ir darbo jėgos valdymą. Barselonos požiūris į ZBE iliustruoja šį iššūkį: miestas siūlo dviejų valandų naktinio pristatymo laiko tarpsnius (21:00-07:00), kad sumažintų dienos spūstis, tačiau Ispanijos darbo sutartyse nustatyta, kad už naktinį darbą mokami maždaug 25 % priedai.

Dėl to transporto priemonių parko operatoriams tenka rinktis: ar susitaikyti su dienos metu susidarančiomis spūstimis ir vėlavimais, ar prisiimti padidėjusias darbo sąnaudas, susijusias su naktinėmis operacijomis.

ZBE diegimo nauda aplinkai

Nepaisant iššūkių, ZBE duoda akivaizdžią naudą visuomenės sveikatai. Atlikus Madrido centrinės LEZ tyrimus užfiksuotas reikšmingas azoto dioksido (NO₂) sumažėjimas zonoje. Platesni Europos tyrimai rodo, kad, įdiegus LEZ, suodžių emisijos sumažėjo iki 47 %, o itin smulkių dalelių - 56 %.

Šis sumažinimas tiesiogiai reiškia geresnę oro kokybę, mažesnį kvėpavimo takų ligų skaičių ir mažesnį hospitalizacijų skaičių. Miestų gyventojams ir vairuotojams, valandų valandas praleidžiantiems transporto spūstyse, nauda sveikatai yra apčiuopiama, nors ir nepatogi.

Pagalba vairuotojams ir operatoriams visoje Europoje

"Mažos taršos zonos yra čia ir toliau", - komentuoja SNAP Europos pardavimų vadovas Raqual Martinez. "Mūsų bendruomenės iššūkis - prisitaikyti, nesumažinant efektyvumo ir vairuotojų gerovės. SNAP yra įsipareigojusi remti Ispanijos ir visos Europos transporto priemonių parkus, padėdama jiems reguliavimo pokyčius paversti veiklos privalumais."

Nors mes negalime pakeisti LEZ taisyklių, mūsų intruck programėlė palengvina gyvenimą kelyje. Vairuotojai gali naudoti ją rasti ir užsisakyti saugią sunkvežimių stovėjimo aikštelę ir plovyklą, pamatyti, kokie patogumai yra kiekvienoje stotelėje, ir suplanuoti poilsio pertraukas, kad atitiktų trumpesnius pristatymo langus - nesvarbu, ar jie važiuoja į Madridą, aplenkdami Barseloną, ar kirsdami sienas ilgesniais maršrutais.

Atsisiųskite intruck programėlę dar šiandien, kad sklandžiau dirbtumėte besikeičiančioje Ispanijos transporto srityje.

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penktadienis 26 rugsėjo 2025 • Naujienos ir atnaujinimai

KAIP TAPTI SUNKVEŽIMIO VAIRUOTOJU

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

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pirmadienis 22 rugsėjo 2025 • Naujienos ir atnaujinimai

RUMUNIJOS INFRASTRUKTŪROS BUMAS - KĄ JIS REIŠKIA JUDUMO SEKTORIUI

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

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trečiadienis 03 rugsėjo 2025 • Naujienos ir atnaujinimai

AR LOGISTIKA YRA NAUJA ALTERNATYVA TOLESNIAM MOKYMOSI TĘSTINUMUI MOKYKLĄ BAIGUSIEMS ASMENIMS?

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