Susie Jones
Notícias e actualizações • 4 min ler

Os condutores estão a preferir as áreas de paragem em vez das estações de serviço

Criado: 19/08/2024

Atualizado: 19/08/2024

Em 2022, o Reino Unido registou mais de 5.000 denúncias de crimes contra o transporte de mercadorias, o que representa uma perda de cerca de 66 milhões de libras. O aumento da criminalidade no transporte de mercadorias representa uma ameaça crítica para as cadeias de abastecimento, empresas e consumidores - causando uma preocupação significativa para os profissionais do sector dos transportes.

Um relatório publicado pela polícia de Cambridgeshire mostra que 46% de todos os roubos de carga ocorrem em ruas e parques de estacionamento e 27% em estações de serviço. Apesar disso, a escuta social mostra que muitos condutores continuam a estacionar em parques de estacionamento por várias razões.

Os problemas com o estacionamento em parques de estacionamento

Para os condutores, estacionar durante a noite num parque de estacionamento é muitas vezes a opção mais simples e económica. No entanto, apresenta várias desvantagens que podem ter um impacto negativo na saúde mental e na segurança do condutor.

  • Instalações - Os condutores precisam de mais instalações, como casas de banho, chuveiros e comida. A falta de instalações limpas pode aumentar o desconforto e afetar negativamente o sono, a concentração e a saúde mental.

  • Segurança dos condutores - O estacionamento em áreas de paragem de emergência representa um risco acrescido para a segurança dos condutores. Um estudo realizado pela [AA] (https://www.transport-network.co.uk/Highways-AA-warns-of-danger-lurking-in-lay-bys/7695#:~:text=The%20Too%20close%20for%20comfort,the%20vehicles%20that%20are%20hit.) concluiu que dois terços dos acidentes mortais envolvendo veículos parados numa estrada com duas faixas de rodagem ocorreram em áreas de estacionamento - mais de metade dos veículos atingidos eram veículos pesados de mercadorias.

  • Roubo de carga - O sector registou um aumento de 380% no roubo de carga entre junho e julho de 2023, realçando a necessidade de estacionamento seguro e protegido. Com ladrões oportunistas a visar os parques de estacionamento, os condutores arriscam-se a perder a sua carga e as frotas arriscam-se a perder milhões de libras.

Porque é que os condutores estão a estacionar em parques de estacionamento

Apesar dos riscos, a auscultação social realizada através do Facebook sugeriu que 70% dos condutores estavam menos inclinados a escolher um parque de camiões em vez de um parque de estacionamento por várias razões:

Segurança

As reacções nas redes sociais sugerem que 43% dos condutores de camiões optam por não estacionar numa paragem de camiões ou numa estação de serviço devido à falta de medidas de segurança.

"Só estaciono em parques de estacionamento ou em zonas industriais. Quando estacionei em serviços/paragens de camiões, cortaram-me as cortinas", afirma o camionista Luke.

A segurança das paragens de camiões em todo o Reino Unido tem sido um tema de discussão no sector dos transportes - com os condutores a solicitarem mais apoio ao Governo para fornecer instalações de segurança adicionais. De acordo com as reacções anteriores, os condutores gostariam que a [taxa HGV] (https://motortransport.co.uk/industry-news/drivers-want-hgv-levy-funds-spent-on-truck-stops/17658.article) fosse investida em estacionamento mais seguro, higiénico e acessível.

A partir das redes sociais, 59% dos condutores de camiões afirmaram que o Reino Unido não dispunha de suficientes parques de estacionamento seguros e protegidos em comparação com a Europa. Uma opinião corroborada pelo feedback do [SNAP's Truck Park Tour] (https://snapacc.com/truckpark-tour-2023/), em que 31% dos condutores europeus afirmaram ter beneficiado mais do acesso a locais SNAP exclusivos e seguros. A organização de segurança TAPA é amplamente reconhecida na Europa - com muitos locais a possuírem certificações de nível 1, 2 ou 3.

Em contrapartida, o Reino Unido tem apenas dois locais com certificação TAPA - com auditores autorizados com formação SNAP PSR de nível 3 a acreditarem os locais. A Formula Services e o The Red Lion possuem ambos uma certificação de Nível 3 - com uma infração registada no The Red Lion e nenhuma no Formula Services, apesar da sua localização numa zona de elevada criminalidade.

Markus Prinz, Diretor Sénior de Normas, Formação e Certificação da TAPA, explica: "Apoiamos plenamente todas as actividades que visam garantir infra-estruturas de estacionamento eficientes e seguras para camiões e melhorar a segurança dos condutores de camiões, dos veículos e da carga. Ao proporcionar um ecossistema aberto para a otimização técnica e económica do estacionamento seguro de camiões, acreditamos que a transição para o estacionamento seguro de camiões pode ser impulsionada."

Relutância da empresa

30% dos condutores afirmaram que as suas empresas de frotas não estavam dispostas a pagar as paragens de camiões ou estações de serviço. Um motorista explicou:

"Infelizmente, cada vez menos empresas pagam o estacionamento noturno, os estabelecimentos mantêm-se abertos por um triz, cortam pessoal para pagar as contas e há menos estacionamento a chegar."

Paragens de camiões na capacidade máxima

"É possível saber quais as paragens que têm segurança, pois estão cheias às 18 horas".

70% dos condutores expressaram as suas frustrações relativamente ao facto de as paragens de camiões seguras estarem na sua capacidade máxima, não lhes deixando outra alternativa senão estacionar num parque de estacionamento. As reacções ao Truck Park Tour foram semelhantes - muitos manifestaram a sua preocupação com o facto de os locais do Reino Unido estarem cheios antes da chegada.

Os dados do inquérito [da TfL] (https://assets.publishing.service.gov.uk/media/6454ab292f62220013a6a572/national-survey-of-lorry-parking-2022-part-one.pdf) sobre o estacionamento de camiões em 2022 indicam que, apesar de um aumento de 12% da capacidade no local entre 2017 e 2022, esta não é suficiente para suportar o aumento de 21% de veículos no mesmo período.

Reduzir o estacionamento noturno nas bermas

Financiamento governamental

18% dos condutores gostariam de ver mais financiamento do Governo para apoiar as instalações de segurança. Em setembro de 2023, o Departamento de Transportes concedeu [8 milhões de libras a 39 instalações de beira de estrada] (https://www.gov.uk/government/news/better-facilities-for-lorry-drivers-as-winners-of-8-million-funding-revealed) em toda a Inglaterra para melhorar as instalações e a segurança. A equipa de Acesso e Segurança da SNAP está a começar a apoiar as empresas que obtiveram financiamento, pondo em prática as suas melhorias. Estão disponíveis mais fundos até 100 milhões de libras até 2025 ao abrigo do esquema de financiamento do Governo.

Instalações de segurança

Para proporcionar uma área segura aos condutores de camiões, as paragens de camiões podem investir em instalações de segurança robustas - produtos como CCTV, ANPR, intercomunicadores, barreiras e quiosques reforçam a segurança do local e impedem a atividade criminosa. A [SNAP Access & Security] (https://snapaccessandsecurity.com/) combina produtos de segurança personalizados e experiência de mercado para proteger as pessoas, os veículos e os conteúdos das paragens de camiões.

Os condutores de camiões podem dormir na berma da estrada no Reino Unido?

Desde 1 de novembro de 2017, a DVSA implementou [novas regras] (https://www.rha.uk.net/news/news-blogs-and-press-releases/press-releases/detail/rha-warning-over-ban-on-drivers-sleeping-in-lorry-cabs) e regulamentos relativos ao descanso dos condutores em locais como zonas residenciais e bermas. Os condutores podem ser multados até £300 se passarem a sua pausa num parque de estacionamento ou na berma da estrada.

Como é que os condutores de camiões se mantêm acordados enquanto conduzem?

Os condutores de camiões têm de cumprir as regras de interrupção do tacógrafo para sua segurança e de todos os outros na estrada. O objetivo de um tacógrafo é evitar a fadiga do condutor e garantir que os condutores e os empregadores cumprem as regras.

Apesar disso, [evitar o tédio e a fadiga na estrada] (https://www.linkedin.com/pulse/you-bored-road-snap-account%3FtrackingId=aJQJX0v5Sj%252BTVlKI%252FgRkbA%253D%253D/?trackingId=aJQJX0v5Sj%2BTVlKI%2FgRkbA%3D%3D) é um desafio para muitos condutores e pode afetar o seu bem-estar. A maioria dos condutores prefere ouvir música e podcasts enquanto está na estrada e prospera com a interação social com outros condutores em paragens de camiões e estações de serviço.

Os condutores de camiões estão autorizados a ter passageiros no Reino Unido?

O condutor de camião médio passa cerca de 12 horas por dia ao volante. Para combater a solidão e o tédio, os condutores podem transportar passageiros se seguirem os regulamentos específicos delineados pela FMSCA. Os condutores devem obter uma autorização escrita da sua empresa, apresentando um pedido de passageiros - este pedido deve indicar a duração da viagem e as datas.

Os requisitos comuns são os seguintes: - As passageiras não podem estar grávidas

  • Não devem sofrer de problemas de saúde graves ou crónicos

  • Devem ter dez anos ou mais

  • É necessário um seguro de saúde.

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quarta-feira 18 junho 2025 • Notícias e actualizações

REABERTURA DA FRONTEIRA ENTRE A POLÓNIA E A UCRÂNIA: O QUE OS OPERADORES DE FROTAS DEVEM SABER

Guest

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

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quarta-feira 04 junho 2025 • Notícias e actualizações

IMPACTO DO APAGÃO DA PENÍNSULA IBÉRICA EM 2025 NO TRANSPORTE RODOVIÁRIO DE MERCADORIAS

Guest

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

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sexta-feira 16 maio 2025 • Notícias e actualizações

CAMIÕES AUTÓNOMOS: DESVENDAR O CAMINHO A PERCORRER

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.