Guest
Nieuws en updates • 4 min lezen

De explosieve groei van de Roemeense infrastructuur - Wat betekent dit voor de mobiliteitssector?

Gemaakt: 22-09-2025

Bijgewerkt: 22-09-2025

Roemenië ontwikkelt zich snel tot een strategisch logistiek en vrachtknooppunt in Zuidoost-Europa. Ondersteund door miljarden aan EU- en nationale financiering trekt de renaissance van de infrastructuur in het land wagenparkbeheerders, logistieke investeerders en fabrikanten aan. In dit artikel onderzoeken we wat deze ontwikkelingen betekenen voor wagenparken, chauffeurs en de transportsector in het algemeen.

Het tempo en de omvang van de Roemeense transportinfrastructuur zijn drastisch veranderd. De regering heeft ongeveer 25 miljard lei (4,27 miljard pond) gereserveerd voor wegenprojecten in 2026, wat een ongekende focus op snelwegen en goederencorridors weerspiegelt.

Medio 2025 had Roemenië ongeveer 1.325 km snelwegen in gebruik (1.188 km autosnelwegen en 138 km autowegen), met nog eens 741 km in aanbouw en 669 km in de aanbestedingsfase.

Tegen 2030 wil Roemenië zijn snelwegennet verdubbelen, strategische spoorwegroutes moderniseren, het stedelijk vervoer uitbreiden en regio's verbinden die lange tijd geïsoleerd waren. De uitdaging is enorm, maar het resultaat zou de positie van het land op de Europese transportkaart kunnen veranderen.

Een van de belangrijkste projecten is de A7 noord-zuidas van Ploiești naar Siret, die het vervoer naar de Oekraïense grens zal bevorderen en in 2026 klaar moet zijn. Een ander project is een 11 km lange snelweg die Satu Mare verbindt met de Roemeense grens met Hongarije. De A0 Ringweg rond Boekarest zal het vracht- en passagiersverkeer rond de hoofdstad vergemakkelijken, waarvan de zuidelijke helft al in gebruik is. Andere belangrijke werken zijn de corridors Suceava-Oar en Timișoara-Moravița, evenals de 2,9 km lange Meseș-tunnel, die de langste wegtunnel in Roemenië moet worden.

"Deze corridors verbeteren niet alleen de oost-west- en noord-zuidverbindingen - ze verbinden voorheen geïsoleerde regio's zoals Moldavië en het noordoosten met de rest van het land en de EU", zegt Eduard Ularu, Business Development Manager bij SNAP.

Maar infrastructuur is niet alleen wegen. De Brăila-brug over de Donau, die in juli 2023 wordt geopend voor een bedrag van 500 miljoen euro (363 miljoen euro medegefinancierd door de EU), biedt de eerste oversteek over de maritieme Donau en verbetert de verbindingen met Constanța en Dobruja aanzienlijk.

Andere belangrijke ontwikkelingen zijn de geplande verbetering van de spoorwegen in de haven van Constanța en de €130 miljoen kostende uitbreiding van de container- en roro-capaciteit door DP World Roemenië, waardoor de doorvoer wordt verdubbeld en logistieke verbindingen over de weg en het spoor worden toegevoegd.

Waarom het belangrijk is

De Roemeense vracht- en logistiekmarkt is aanzienlijk. De markt wordt geschat op ongeveer USD 21,11 miljard in 2025 en zal naar verwachting stijgen tot USD 24,27 miljard in 2030. Ondertussen wordt alleen al het wegvrachtsegment geschat op USD 9,07 miljard in 2025 en zal dit stijgen naar USD 10,37 miljard in 2030.

Deze cijfers weerspiegelen de groeiende rol van Roemenië als trans-Europese corridor die routes bedient vanuit Hongarije, Bulgarije, Oekraïne, Moldavië en de havens aan de Zwarte Zee. Oekraïne stuurt nu een groot deel van zijn [graanexport via Constanța] (https://breakbulk.news/romanias-government-approves-railroad-upgrades-for-constanta-port/) aan de Zwarte Zeekust en streeft naar een verdubbeling van 2 miljoen naar 4 miljoen ton per maand via de Roemeense infrastructuur.

"Deze investeringen zullen Roemenië helpen om sterker te concurreren met grote logistieke knooppunten zoals die in Polen en Griekenland," zegt Eduard Ularu. "Constanța heeft een enorm potentieel en met de juiste infrastructuur kan het eindelijk de toegangspoort voor de Europese handel worden die het had moeten zijn."

Verbeterde opslag, lagere arbeidskosten en trends op het gebied van friend-shoring moedigen fabrikanten en detailhandelaars aan om logistieke centra in Roemenië te vestigen, waardoor de vraag op de wegen toeneemt en de groei in het hele netwerk wordt gestimuleerd.

Digitale ontwikkelingen

De infrastructuurupgrades zijn niet alleen fysiek - ze zijn ook digitaal. Terwijl het land zijn snelwegen en vrachtcorridors uitbreidt, worden er slimme systemen ingebouwd die ontworpen zijn om sneller, veiliger en efficiënter te reizen.

In het hele netwerk worden [intelligente verkeersmonitoringinstrumenten] (https://www.itf-oecd.org/sites/default/files/docs/smart-use-roads_1.pdf) geïnstalleerd, waaronder sensoren voor het wegen in beweging, inductieve verkeerslussen en camera's langs de weg. Deze systemen zullen worden ingevoerd in real-time verkeerscontrolecentra in steden als Boekarest, Brașov en Timișoara, waardoor autoriteiten en wagenparkbeheerders sneller kunnen reageren op incidenten en files.

Boekarest is ook bezig met het upgraden van de verkeerslichtinfrastructuur, waarbij AI en slimme detectoren worden gebruikt om de voertuigstromen te optimaliseren en knelpunten te verminderen. Dit heeft grote gevolgen voor vrachtvervoerders die door dichtbevolkte stedelijke gebieden navigeren, de betrouwbaarheid van reistijden verbeteren en stationair draaien verminderen.

Op nationaal niveau verschuift Roemenië naar [digitaal rekeningrijden] (hhttps://business-review.eu/business/transport-and-logistics/eltra-logis-the-new-tollro-road-charging-system-can-be-a-catalyst-for-fleet-renewal-285636). Het nieuwe TollRO-systeem - dat in 2026 van start moet gaan - zal het huidige e-vignet vervangen door een afstandsgebaseerd, emissiegevoelig tolmodel, in lijn met EU-richtlijnen. Deze verandering zou schonere wagenparken kunnen aanmoedigen en eerlijkere prijzen kunnen bieden aan logistieke bedrijven die investeren in voertuigen met een lage uitstoot.

Voor bestuurders betekent dit minder vertragingen, duidelijkere realtime informatie en beter reagerende wegomstandigheden. Voor exploitanten is het een kans om de planning van het wagenpark, het routebeheer en de duurzaamheidsstrategieën op de toekomst af te stemmen.

Gevolgen voor vloten en bestuurders

Voor vloten en bestuurders brengt de modernisering van Roemenië zowel voordelen als nadelen met zich mee. Het belangrijkste is misschien wel dat de efficiëntie van het netwerk zal verbeteren. Met vlottere routes en snellere corridors zullen de investeringen waarschijnlijk leiden tot kortere reistijden en minder stationair draaien. Gevaarlijke enkelbaans nationale wegen zullen geleidelijk worden vervangen door veiligere, snellere snelwegen. Dit zal de productiviteit verhogen en ook de tijd die bestuurders achter het stuur doorbrengen verminderen.

Het is echter niet allemaal positief. Lopende werkzaamheden aan snelwegen zoals de A7 en A8 kunnen leiden tot vertragingen en routewijzigingen tijdens de werkzaamheden. Het kan ook leiden tot grotere vrachtvolumes (vooral bij Constanța en grensovergangen), waardoor de bestaande infrastructuur onder druk kan komen te staan.

"Op dit moment zorgen bouwzones zoals de DN2 en delen van de ringweg A0 Boekarest voor omleidingen en knelpunten", legt Ularu uit. "Vrachtwagens verliezen uren op routes die slechts enkele minuten zouden moeten duren - en dat heeft gevolgen voor alles, van brandstofbudgetten tot leveringsbetrouwbaarheid."

Daarnaast vereisen nieuwe corridors, strengere veiligheidsregels en verschuivende heffingen voor weggebruik meer aandacht voor naleving.

Het welzijn van chauffeurs ondersteunen tijdens de overgang

Ondanks de verbeterde infrastructuur zijn er in sommige vrachtcorridors nog steeds weinig veilige parkeer- en welzijnsfaciliteiten, vooral in de buurt van grensgebieden en grote hubs. In bouwzones zijn er vaak geen formele rustzones, waardoor chauffeurs worden blootgesteld en nergens kunnen rusten.

"We zien nog steeds gevaarlijke tussenstops en overvolle parkeerplaatsen op belangrijke vrachtroutes," zegt Eduard. "Moderne snelwegen zorgen voor speciale service- en rustplaatsen om de 30-50 kilometer, compleet met tankstations, winkels en eetzalen. Voor chauffeurs betekent dit veiliger parkeerplaatsen, met goede verlichting, camerabewaking en veilige rustzones die het risico op diefstal verkleinen. Sanitaire voorzieningen zoals douches en schone toiletten - een zeldzaamheid op nationale wegen - zullen eindelijk de norm worden."

SNAP pakt deze leemte aan met zijn interactieve parkeerkaart in heel Roemenië. Chauffeurs kunnen via de SNAP-kaart gemakkelijk betrouwbare en beveiligde vrachtwagenparkeerplaatsen vinden, waar beschikbaar van tevoren plaatsen reserveren en veiligere routes plannen.

Plan je een reis door Roemenië? Gebruik de SNAP-kaart om veilige, chauffeursvriendelijke parkeerplaatsen te vinden langs de belangrijkste vrachtroutes.

De duurzaamheid

Dit moderniseringsproces van de infrastructuur speelt ook een sleutelrol bij het mogelijk maken van een groenere logistiek. Met een betere doorstroming van het verkeer zal er minder uitstoot zijn door stationair draaiende voertuigen en stoppen-met-rijden.

Er zullen ook verbeteringen worden aangebracht aan de transportcorridors om de opkomende infrastructuur voor EV en het tanken van waterstof te ondersteunen, waardoor de afhankelijkheid van fossiele brandstoffen afneemt.

Een regio in beweging

De Roemeense investeringen in infrastructuur betekenen een cruciale verandering voor het vrachtvervoer en de mobiliteit in Zuidoost-Europa. Voor vloten betekent dit snellere corridors, een grotere logistieke capaciteit en grotere handelsvolumes, maar ook een strenger toezicht op welzijn, naleving en veerkracht.

Als vooruitdenkende leider in de sector pleit SNAP voor goed geïnformeerde operaties, flexibele routeplanning en chauffeursgerichte tools die zowel de veiligheid als de efficiëntie ondersteunen. Roemenië moderniseert niet alleen - het hervormt ook de manier waarop goederen door de regio worden vervoerd.

"Dit gaat niet alleen over wegen - het gaat over veerkracht, duurzaamheid en het bouwen aan een slimmere toekomst voor het vrachtvervoer in heel Europa. Roemenië bevindt zich in het hart van die verschuiving," aldus Eduard.

Deel naar

Anderen lezen ook...

Header Image

vrijdag 03 oktober 2025 • Nieuws en updates

LAGE-EMISSIEZONES IN SPANJE: WAT WAGENPARKBEHEERDERS MOETEN WETEN

Guest

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.

Header Image

vrijdag 26 september 2025 • Nieuws en updates

HOE WORD IK VRACHTWAGENCHAUFFEUR?

Guest

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.

Header Image

woensdag 03 september 2025 • Nieuws en updates

IS LOGISTIEK EEN NIEUW ALTERNATIEF VOOR VERVOLGONDERWIJS VOOR SCHOOLVERLATERS?

Guest

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.