Miranda Blake
Notícias do sector • 2 min ler

Dia dos Motoristas de Veículos Pesados 2025: Dar voz aos camionistas

Criado: 22/01/2025

Atualizado: 22/01/2025

No dia 22 de janeiro de 2025, celebra-se o Dia dos Motoristas de Veículos Pesados. Criado pela NN1 Personnel (recrutadores e fornecedores de camionistas no sector da logística), o dia tem como objetivo celebrar os motoristas e tudo o que fazem pela economia e pela sociedade.

Sem os camionistas, que muitas vezes enfrentam várias dificuldades no desempenho da sua função (incluindo estar longe das suas famílias e de casa, longas horas de trabalho e viajar em condições meteorológicas extremas), ficaríamos sem os nossos produtos necessários e sem comodidade. Eles têm sido verdadeiramente heróis ao longo dos últimos anos, bem como antes disso - a pandemia foi apenas um exemplo disso.

A forma como assinala este dia é da sua responsabilidade. O pessoal da NN1 recomenda actos de bondade, por exemplo, oferecendo uma bebida quente aos condutores ou conversando com eles.

Na SNAP, estamos sempre interessados em dar voz aos camionistas. Por isso, neste Dia dos Motoristas de Veículos Pesados, é exatamente isso que estamos a fazer. No seguimento de uma publicação recente na nossa página do Facebook que perguntava sobre a falta de condutores e como garantir que os jovens têm o entusiasmo necessário para se juntarem à indústria, destacamos alguns dos comentários dos camionistas que mostram as suas experiências reais - desde os desafios que enfrentam até ao que adoram no seu trabalho.

Equilíbrio entre vida profissional e pessoal

Um dos principais pontos de discussão para os motoristas é a forma como a função afecta a sua vida pessoal, como não estar presente em momentos importantes da vida, ter de dormir no táxi e o dinheiro não valer os sacrifícios que fazem.

A condução de camiões sempre foi mal paga, com longas horas de trabalho e pouca ou nenhuma vida social. Os jovens de hoje não suportarão os horários absurdos, pois a maioria tem uma vida fora do trabalho. "

Não o recomendo a não ser que esteja no seu sangue. Não é como um emprego normal; é um modo de vida. É preciso compreender no que se está a meter. Não há horários regulares de início e fim, como num trabalho de fábrica. Tudo tem a ver com a natureza do trabalho. Espera-se que faça turnos de 15 horas e noites na cabina, conforme as exigências do trabalho - e que se lixe a sua vida doméstica. "

"70 horas por semana, em média, por 50 mil libras por ano, já não vale a pena. O salário mínimo está a aproximar-se rapidamente do salário médio de um camionista, por isso vou fazer horas extraordinárias numa fábrica por um dinheiro semelhante e poderei ver a minha mulher todas as noites. "

Ter de fazer 60/65 horas por semana, 3/4 noites fora, sem vida social - pelo dinheiro que se ganha, mais valia empilhar prateleiras no Aldi e ter uma vida. Os novos condutores que começam a conduzir não querem tantas horas ou noites fora de casa pela ninharia que ganham. Por isso, quando as empresas começarem a pagar mais aos condutores, começarão a arranjar condutores. "

Quantos que começaram na mesma altura que eu continuaram na indústria? Quantas mulheres se fartaram de não ver os seus maridos? Quantos condutores se fartaram de não ver as suas mulheres e filhos? ".

Porque é que os jovens condutores entrariam neste sector? Longas horas de trabalho, mau salário - podem ganhar mais dinheiro e ter uma vida mais sociável se se formarem noutra área. Infelizmente, agora é demasiado tarde para mim. "

As estatísticas confirmam o feedback. Por exemplo, verificou-se que [os camionistas trabalham, em média, 48 horas por semana] (https://www.gov.uk/government/statistics/road-freight-statistics-2023/overview-of-the-road-freight-sector-2023#:~:text=HGV%20drivers%20worked%20an%20average,(Source%3A%20Department%20for%20Transport)) - em comparação com as 37,5 horas de todos os empregados, este valor é substancialmente superior em 28%. Por isso, não é surpreendente que [apenas um terço dos condutores sinta que os seus empregadores apoiam o equilíbrio entre a sua vida profissional e pessoal] (https://assets.publishing.service.gov.uk/media/651ed5155f7e680014fabe28/hgv-driver-recruitment-retention-rapid-evidence-assess-dft.pdf). Também não é chocante que um número tão significativo de pessoas tenha abandonado o sector, incluindo [67,21% dos condutores com menos de 30 anos que penduraram o seu equipamento de proteção no espaço de um ano após a pandemia] (https://truckstuff.co.uk/blogs/news/does-the-uk-truck-driving-industry-have-an-employee-turnover-issue?srsltid=AfmBOoqunahghhFIsQ3zi8pbriG3HmNJZSmj9SG0dS9rahibXoF73L).

A vida depois do camião

Para alguns dos que comentaram, deixaram a indústria e passaram a desempenhar outras funções que os fazem mais felizes.

*"Recebo mais numa fábrica a maquinar peças... e sei quando vou e quando volto para casa, por isso é fácil.

*A minha carta de condução e o CAP ficam na minha carteira. Ensinem as pessoas a conduzir carros agora.

*"Não vou perder isto nem um bocadinho. A licença ainda é válida. Deixei o CPC ir. Estou farto dele."

Fui da classe 1 durante anos e não voltaria a sê-lo porque posso ganhar o mesmo dinheiro e ter uma vida familiar numa fábrica. Já não vale a pena!".

Voltei a conduzir autocarros porque, onde vivo, paga-se mais por hora. Depois de 15 anos a conduzir veículos pesados, estou a adorar os turnos de oito horas. Não nos apercebemos do que estamos a perder com o tempo de qualidade fora do trabalho até o experimentarmos novamente. "

Seguir os passos da família

Mas, para outros, reflectiram sobre as boas recordações de andar de camião com os pais quando eram crianças, bem como sobre o valor dessa experiência e a forma como esta os levou a entrar no sector depois de terminarem os estudos.

Penso que a indústria não está a pensar na forma como os jovens de 21 anos foram educados. Antigamente, eles saíam com os pais em camiões. Os rapazes no camião desenvolviam as mesmas capacidades cerebrais, mas olhavam para os números da estrada. "

Quando as crianças deixaram de poder ir no vagão com os pais nas férias, foi aí que os jovens deixaram de se interessar. Sejamos realistas: não há propriamente um incentivo financeiro para aderir, pois não? ".

*"Nunca tive férias escolares sem ir com o meu pai no camião.

*Conheciam o trabalho por dentro e por fora antes de saírem da escola.

Foi ótimo ir à Bélgica com o meu pai. United Carriers para uma agência chamada Protem Ltd de Kent. Depois fui para a Marley Extrusions. Nessa altura, e ainda agora, sou ajudante de motorista sem carta de condução - quem me dera ter, mas a minha visão não é grande coisa, por isso faço o melhor que posso como ajudante de motorista. Adoro estar nos meus camiões. "

Paixão pelo trabalho

Do mesmo modo, muitos discordaram do facto de os camionistas não serem o emprego ideal - quer fosse pelo dinheiro ou apenas pelo gosto de conduzir um camião.

Faço três noites por semana por um salário base de 45 mil libras por ano. Mostrem-me outro emprego que eu possa arranjar com duas semanas de formação e que pague isso!".

Há quase 49 anos que trabalho em camiões-cisterna e continuo a trabalhar aos fins-de-semana aos 74 anos, com uma saída nocturna por semana, e posso garantir-lhe que há falta de bons homens no sector. Muitos homens bons morreram antes do seu tempo. Se pudesse, faria tudo de novo. "

*É uma profissão de que ou se gosta ou não se gosta. Eu gostei de o fazer durante muitos anos e estive fora 4-6 semanas de cada vez. Muito pode depender da empresa em que se entra. Eu estive na minha durante 32 anos.

*Passei o meu HGV aos 19 anos. Estou a fazer tramping há quase três anos - adoro.

50% dos motoristas não queriam estar fora, e ninguém queria estar fora aos fins-de-semana. Mais ou menos toda a gente me dizia: 'Perdeste os melhores anos, filho, procura outro emprego'. A verdade é que o dinheiro não era mau se se trabalhasse horas a fio e, se se estivesse lá pelo dinheiro, podia-se ganhar bem. Se quisesse uma vida fácil nos melhores camiões, muito descanso e ser tratado pela sua empresa, estava no emprego errado. "

Sempre fiz mais de 60 horas por semana e tive uma vida boa e confortável e, acima de tudo, uma mulher muito boa, compreensiva e forte ao meu lado. E sim, faria tudo de novo. "

Reconhecer os camionistas neste Dia dos Motoristas de Veículos Pesados

Todos estes comentários deixam claro que, embora os camionistas enfrentem certamente desafios, ainda há muito para amar e, para alguns, é uma carreira que gostam de fazer para toda a vida - por isso, faz sentido que cerca de [metade dos motoristas se sintam satisfeitos com o trabalho] (https://www.truckingdive.com/news/drive-my-way-2023-job-happiness-report/700293/).

Pensamos que é fundamental que todos reconheçam tudo o que os camionistas fazem por nós. Infelizmente, alguns motoristas referiram que sentem uma significativa falta de respeito. Não deveria ser esse o caso - eles deveriam ser reconhecidos pelo que fazem para nos dar todas as necessidades básicas da vida. Como disse um camionista:

"As auto-estradas podem ser as veias do país - mas os camiões são o nosso sangue. Sem eles, não teríamos produtos alimentares, quanto mais mercadorias. "

Por isso, neste Dia dos Motoristas de Veículos Pesados - e em todos os outros dias, de facto - pedimos a todos que reconheçam aqueles que estão na estrada por nós. Os camionistas merecem elogios, respeito e muito mais.

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quinta-feira 31 julho 2025 • Notícias do sector

COMO A VAGA DE CALOR NA EUROPA ESTÁ A AFECTAR A MOBILIDADE: COMO SE ANTECIPAR

Guest

Europe’s roads are baking – and the heat is only rising. Across the continent, July 2025 delivered record-breaking temperatures, infrastructure failures and transport disruption on an unprecedented scale. For fleet operators and professional drivers, the challenge is no longer theoretical. Extreme heat is here and it’s reshaping the mobility landscape in real time.Much has been written about the health impacts and climate signals of this year’s heatwave. But far less attention has been paid to how it’s affecting logistics, freight networks and the people who keep goods moving across borders. This article explores how heatwaves are disrupting Europe’s road transport sector – from melting tarmac and cracked motorways to wildfires, driver safety concerns and delivery delays – and offers practical advice to help fleets stay operational, resilient and one step ahead.According to the , Europe regularly experiences extreme heat, with temperatures well above seasonal norms. In the first week of July 2025, Germany recorded , while Spain and Portugal faced temperatures exceeding 46°C during the month. Europe, as a whole, is warming at roughly .These conditions are not just uncomfortable – they’re operationally disruptive. Research cited by Logistics Business shows that heatwaves are a growing risk factor for freight operations, reducing driver welfare, damaging cargo and delaying deliveries.As a result, temperature-sensitive cargo such as food, pharmaceuticals and electronics are becoming harder to move safely. Operators are seeing rising spoilage rates and late delivery penalties. The situation is especially complex in areas where power grids are stretched by increased cooling demand, reducing cold chain reliability.One of the clearest signs of heat’s toll on mobility came in early July, when parts of Germany’s autobahn network began to crack under the pressure of thermal expansion. Sections of the A1, A9 and A10 motorways, amongst others, were closed for urgent repairs as – a direct consequence of the country’s prolonged heatwave.As ground temperatures rise and vegetation dries out, wildfires are also becoming a regular – and dangerous – feature of European summers. According to Wikipedia’s 2025 European heatwave summary, wildfires have broken out across southern Spain, Germany and Greece, prompting mass evacuations and the temporary closure of major roadways and border crossings.In June 2025, the due to wildfires, while fires closed several in France. These closures don’t just create traffic chaos – they mean that HGVs have to reroute, often through narrow, unsuitable roads that can extend journey times by hours.In addition, smoke reduces visibility for drivers and poses health risks, especially for those spending long hours in-cab with inadequate air filtration. And in many areas, emergency services are stretched, meaning delays in clearing affected roads or managing diversions.The risks to infrastructure are accompanied by risks to people. Professional drivers are particularly vulnerable to heat stress, dehydration and fatigue. SNAP’s for drivers outlines the dangers of overheating cabs, the strain of long hours in high temperatures, and the importance of cooling systems and rest.Many roadside facilities in southern and eastern Europe remain poorly equipped to support driver wellbeing during heatwaves. Air-conditioned rest stops, shaded parking and reliable water access are not guaranteed – making SNAP’s more important than ever.“This summer’s heatwave is a wake-up call,” says Raquel Martinez, European Sales Manager at SNAP. “Europe’s transport systems were designed for a cooler climate. But we’re not going back. Fleets that adapt now – with the right tools, the right rest strategies, and the right technology – will be the ones that thrive.”In response to the heat, several countries have introduced or extended heat-triggered truck bans. As , Bulgaria and Hungary enforced daytime HGV restrictions when temperatures soared in July 2025. Restrictions also applied to heavy vehicles on certain vulnerable roads during specified periods. In addition, national holiday-related truck bans in Germany, France, Poland and Italy are compounding summer congestion. Full details can be found at Trafficban.com, which lists regional and time-based restrictions across the continent.For drivers and planners, these bans create a patchwork of compliance zones and timing limitations that require careful navigation and up-to-date planning tools.With the increasing risks posed by extreme heat, insurers are starting to reassess their exposure. That’s likely to affect premiums across the board. Goods-in-transit cover is under pressure, particularly for temperature-sensitive loads, with more claims arising from spoilage and missed delivery deadlines. Vehicle insurance costs may also rise as claims for heat-related breakdowns and accidents increase. Meanwhile, there’s growing scrutiny around employers’ liability, especially if drivers or staff suffer heat-related health issues due to inadequate welfare provisions. Together, these trends could mean higher premiums and tougher renewal conversations for operators without clear resilience plans in place.At SNAP, we believe the key to navigating Europe’s heatwaves lies in preparation, planning and proactive welfare management. Use real-time weather data to help drivers avoid high-risk routes. Stock vehicles with water, shade equipment and emergency cooling kits. Stay informed of changing truck bans across borders using verified sources like Trafficban.com. Encourage drivers to use apps like to locate well-equipped, air-conditioned facilities across Europe. Pay extra attention to tyres, cooling systems and battery performance during maintenance – especially for electric or hybrid vehicles. Ensure policies account for climate-related delays, cargo spoilage and fire damage.Check out our or download the today. With thousands of trusted partners across Europe, it’s your shortcut to safer stops – whatever the temperature.

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segunda-feira 28 julho 2025 • Notícias do sector

COMBUSTÍVEL VS CARGA: A MUDANÇA PARA A ELECTRICIDADE É MAIS BARATA OU APENAS MAIS ECOLÓGICA?

Guest

The growth of electric charging stations across Europe for HGVs has led to a transitional period across the continent's vast road networks. For many fleet operators and drivers, classic diesel-fuelled HGVs are still the transport of choice. However, the shift to electric HGVs is looming, as the industry continues to evolve.To assess the feasibility of switching from diesel to electric, SNAP has authored research into the costs of recharging HGVs vs refuelling them across various European freight routes. We calculated the electricity versus diesel savings in euros per 100 km across .We found that Iceland led the way with an average cost saving of , with fellow Nordic countries Norway and Finland offering the second and third highest cost savings respectively. At the other end of the scale, Croatia offered the least amount of cost savings with , followed by Cyprus and Moldova.In this article, we uncover the cost savings per European country and analyses some of the cost savings per European country and analyses some of the external factors that may be influencing these savings. We also dive into what the future of eHGVs in Europe may look like as well as how eHGVs can help fleet operators and drivers save money, particularly with .Our research found that for every European country investigated, using an eHGV with electric charging saved money when compared to using a traditional HGV with fuel. The primary difference was just how much the cost savings varied. For example, the price for electricity in the most expensive country, (41 euros higher) than the least expensive country, Croatia.We found that on average, a driver with an electric HGV will save when compared with a diesel HGV driver. This translates to an estimated a year for long-haul electric HGV drivers and .To compile our data, we looked at 35 European countries and compared the energy or fuel cost per 100 km for two types of heavy goods vehicles (HGVs). These were a standard diesel HGV, assuming fuel consumption of 35 litres per 100 km at each country's average retail diesel price, and an electric HGV, assuming electricity use of 108 kWh per 100 km based on the average non-household electricity rate. VAT and recoverable taxes were excluded from these calculations. The comparison reflects direct “at-the-pump” or “at-the-plug” costs only, without accounting for factors such as fleet size, negotiated energy contracts, or future changes in fuel and electricity prices.When researching the pricing for diesel and electricity, a number of sources were drawn from, including , and . It is worth noting that some of these sources refer to ‘Great Britain’ while others refer to the ‘UK’. For the purposes of this research, both terms were treated interchangeably., , and are currently the countries where the most can be saved by converting to an electric HGV.This is largely due to these countries ranking among the most expensive in Europe for diesel. Iceland ranks as the most expensive country in Europe for diesel (€2.07 per litre). This steep cost largely comes from its geographical isolation compared with the rest of Europe, leaving the cost of importing diesel much higher than that of other European nations. Iceland, like Norway and Finland, is also known for its high tax rate, which also contributes to its high fuel cost. and also make up the top two countries in the world for electric cars on the road as a share of passenger cars on the road. As a result, both countries have invested significantly in electric charging infrastructure.Iceland’s small size and main ring road also make it easier to install electric charging stations at regular intervals for electric HGV drivers. The same reasoning can be partly used for other countries with smaller networks that have a high rate of cost savings, including Albania, Serbia, and Belgium — although it should be noted that all three also have some of the most expensive diesel prices in Europe, which contributes to the difference in cost savings.The chart below shows the top 10 countries that have the largest cost savings when using an electric HGV:Matthew Bellamy Croatia , Cyprus , and Moldova are currently the three countries with the lowest cost savings in Europe.Croatia has the in the EU after Poland. This is partly because of Croatia's poor EV charging infrastructure, such as charging stations that require ringing customer service or use multiple different apps to start the charging process, poor directions for charging stations outside major highways, and potentially high wait times during peak tourist season. Additionally, Croatia lacks ultra-high-speed charging stations (180 kW and above), which can prove a problem for electric HGVs that require more power than the average EV.Both Cyprus and Moldova have internal geopolitical issues that make infrastructure planning for EV charging (as well as national planning in general) difficult. For Cyprus, the northern half of the island — including half of its capital, Nicosia — has been -backed Turkish Republic of Northern Cyprus since 1974. For Moldova, the eastern province of Transnistria acts as a de facto state with its own government. This means that both countries are unable to implement EV infrastructure in a consistent way across the territory they consider their own.The issues in Cyprus are also compounded by high electricity costs, while Moldova has the fifth cheapest diesel prices in Europe. Moldova is also the , making investment in EV infrastructure a challenge. All these factors contribute to an overall low cost saving for electric HGVs.Poland is also low on the list with a cost saving of . Despite its impressive economic growth and growing investment in EV charging infrastructure, its large size means that coverage is still an issue in certain areas of the country — although this looks likely to .Countries such as Spain , Romania , and Ireland occupy the middle of the road when it comes to cost saving for electric HGVs. This is likely due to these countries have growing EV charging infrastructure, and mid-priced electricity and diesel costs.The chart below shows the top 10 countries that have the lowest cost savings when using an electric HGV:The , which places it 11th overall for cost savings from recharging per 100 km. This is largely due to how expensive UK fuel prices are, with . Although the savings from high diesel costs certainly contribute to the UK’s high eHGV costs savings, it would likely be far higher if the electricity in the UK were not also amongst the in Europe.The UK is also expecting improvements to its EV charging infrastructure. The UK motorway service company, Moto is actively planning to build . These superhubs can better accommodate EV charging for eHGVs more efficiently than a standard EV charger. There are currently . With like BP Pulse and Aegis Energy also looking to invest, it looks likely that the UK will have a much-improved HGV charging network in the near future.There are several factors currently impacting HGV electrification, including a lack of charging infrastructure, long charge times, the high initial costs of eHGV conversion, and their limited range. Additionally, the comparatively low cost and accessibility of diesel fuel and vehicles make traditional HGVs an attractive option for However, all these impacts can vary depending on the country of operation. For example, if your fleet only runs domestically in a country such as Norway or Iceland, then it is likely to be less affected than a fleet operating across Europe or in regions with poorer eHGV infrastructure, such as the Balkans.The main obstacle to HGV electrification is insufficient eHGV charging infrastructure. This is because eHGVs require megawatt-scale charging, which most existing EV charging points for passenger vehicles (standard electric cars and vans) do not support.There are many countries in Europe that severely lack such infrastructure, especially on major freight routes and at truck stops. These tend to be poorer states in southern and eastern Europe such as Moldova, Georgia, and Bulgaria. It is no coincidence that these states rank in the bottom 10 for eHGV cost savings.It can also be the case that eHGV charging stations do exist, but they are in areas that simply can’t accommodate multiple eHGVs charging overnight due to a weak local power grid. This is often a problem in more rural and remote parts of Europe.Although many European countries are planning to improve eHGV infrastructure, it is still a time-consuming and expensive process, with numerous bureaucratic, logistical, and technical obstacles to overcome — not to mention the surrounding infrastructure upgrades, such as local grid connections, that will also be needed.Electric HGVs take far longer to charge than standard EVs. This means that charging must often take place overnight. Even if rapid eHGV chargers can be acquired, the process still takes at , rather than a few minutes, as is the case with petrol vehicles.This long charging time can have a knock-on effect for fleet operators in terms of turnaround times. In an industry with tight delivery schedules and deadlines, this can be potentially detrimental to business performance.Electric HGVs are also constricted by their relatively limited range compared to the mileage afforded by traditional HGVs. According to Safety Shield, a typical electric HGV has a range of around on a single charge (roughly the distance from London to Rotterdam). A typical diesel-powered HGV, however, can travel up to on a single tank of fuel (roughly the distance from London to Warsaw).Electric HGV mileage can also be more affected by external factors such as load, , and terrain. This can lead to range anxiety for drivers, who may conduct more frequent charges to ensure they have enough power to reach their destination. This, in turn, can lead to delivery delays, especially when driving through countries with poor eHGV charging infrastructure.All of this makes it vital for fleet operators planning journeys for their eHGVs. It should be noted that battery technology is constantly evolving, and capacity — and therefore mileage — will continue to improve in the near future.The initial cost of an eHGV is high (typically between , compared to between £80,000-£100,000 for a diesel HGV) which can potentially deter independent drivers and smaller fleet operators from owing one. This is largely due to the expense of the battery technology involved. This means that it will be costly to purchase a new electric HGV outright as the technology inside is more expensive than that of a diesel HGV.High initial eHGV purchasing costs also means that fleet operators in countries with cheaper electricity rates for eHGV charging such as Norway, Sweden, or Finland are more likely to convert since they will recoup their investment quicker than those in countries with expensive electricity, such as Ireland and Croatia.Electricity prices can also fluctuate in relation to various events. For example, over the past five years, electricity prices have fluctuated in response to economies opening up after the COVID-19 pandemic and then Russia's invasion of Ukraine in 2022 (the latter in particular had major effects on European energy supply). As a result, there was a spike in electricity prices of almost 30%, from for the average EU capital in the post-invasion period. With the EU average now, however, , it appears that electric charging for HGVs is set to continue its ascendency.Across Europe, the average cost of running an electric HGV over 100 km is €20.51 — significantly cheaper than the €51.10 it costs for a diesel HGV over the same distance.As efficiency improves and battery technology becomes more widespread and less expensive to produce, eHGVs will also become more affordable to acquire.Diesel fuel still plays a dominant role in the HGV industry. This is because diesel infrastructure has been well established in Europe for decades, especially in comparison to electric chargers for HGVs. Diesel's compatibility with , and its relatively cheapness also keep it popular with truck fleet managers.As with electricity, however, the value of diesel fluctuates across the continent. This is why it can appear more advantageous to stick with diesel HGVs in countries like Moldova, Georgia, and Malta, where diesel remains cheap. Conversely, for nations like Iceland and the Netherlands, where diesel is relatively expensive, there is greater incentive to switch to an electric HGV.A country with low-cost fuel may also be more hesitant to invest heavily in eHGV infrastructure for fear of alienating traditional HGV fleets, who may choose alternative routes as a result.Electric HGVs are the long-term future of road haulage. Not only are they cheaper to run over time, but with new infrastructure being invested in and built at a strong rate, they will also become much more financially and strategically viable.Beyond the economic benefits, electric HGVs are also important for their contribution to environmental goals such as Net Zero. With traditional HGVs being large-scale polluters, the by eHGVs will be felt in cleaner air across Europe.The look set to impact electric HGVs in the future:: will evolve to better accommodate eHGVs alongside other smart technological advancements. These truck parks may include up-to-date ultra-fast charging stations, diagnostic machines, battery swap stations, and automated cleaning services, among other features. : Low Emission Zones (LEZs) already exist in a number of cities (e.g. Paris, Berlin, and Milan) with more European cities likely to follow suit with more stringent. Fleet operators may opt for eHGVs to meet EU regulations or retrofit their HGVs with cleaner technologies, like . : has already had a across road haulage — with applications in route optimisation, predictive maintenance, and . Electric vehicles will likely incorporate AI to help drive sustainability in the haulage industry over the coming decades. : The shift to eHGVs is part of a wider global push toward sustainable living. The effects of extreme weather, including heatwaves and floods across Europe, show no sign of slowing due to climate change. Moving to electric HGVs is one way the world is reducing its dependence on fossil fuels. : During the transition to cleaner fuel sources, there will be a variety of HGV types on the road throughout the 2030s. Many will be older diesel models, some will be electric, and others will be powered by alternative fuels such as biofuel made from renewable biomass sources.Electric HGVs are the future, of that there is little doubt. The economic and environmental benefits will see more fleet operators and drivers switch to eHGVs in the coming years. How long this transitional period lasts will depend on how quickly Europe can develop its eHGV charging infrastructure.There are currently large swathes of the continent where eHGVs lack viability and require extensive route optimisation due to their shorter range. Additionally, the upfront costs involved can deter independent drivers and smaller fleet operators.The technology and infrastructure will continue to improve, and there are already services, like those found on the SNAP portal, designed to make managing eHGV fleets and related costs as simple as possible. From route optimisation and fleet management to maps for parking and truck washes, SNAP makes trucking simple.

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segunda-feira 07 julho 2025 • Notícias do sector

O QUE SIGNIFICA A EXPANSÃO DO CAMINHO-DE-FERRO DE INVERNESS PARA O SECTOR DA MOBILIDADE?

Susie Jones

In June, plans to ease HGV traffic in favour of rail freight at the 'cloud factory' (West Fraser wood panel manufacturing) near Inverness were given the green light. The expansion will remove from the A96 each year. We examine the impact this will have on the haulage industry. The plans will come in two phases, both of which will expand rail freight services to create a sustainable operational future. to be completed by next year and will see 20,000 HGVs removed from the roads yearly. aims to remove 40,000 HGVs, the equivalent of 60% of their current HGV traffic each year. This phase will be completed by 2028. Further expansion of phase two will allow other companies around Inverness to use their rail facilities for freight.Due to the rail freight expansion, the industry will no doubt see a reduction in road haulage to that area. The changes equate to roughly , alleviating the pressure on the A96.Although haulage firms will see a decline in demand for long-distance timber trucking, they will see a rise in shorter, last-mile HGV movements such as, collecting timber to transport to the railyard. The sector may also see growth in rail logistics roles, such as coordinating loading between trucks and trains. In 2022, were transported by HGVs within the UK, involving approximately 156 million HGV journeys. The mobility sector has long been one of the largest sources of greenhouse gas emissions in the European Union. In 2022, it emitted of Europe's transport GHG emissions. Despite this high figure, the industry has shown slow progress in reducing its emissions. The shift to rail at the 'Cloud Factory' is expected to cut around . A small albeit important step in the right direction in aiding the sector's transition to net zero by 2050. Although many may see this change as a negative, the haulage industry could still benefit. Goods will still need to be transported from the road to the rail network this poses a new opportunity for hauliers to offer this specialist service. In the area, transport companies could handle inbound timber deliveries and intermodal freight.West Fraser themselves have estimated that the change will likely see an increase in HGVs to and from the site.As the industry moves toward more rail integration, haulage firms must adapt quickly and invest more. • Fleets will transition from long-haul logging trucks to specialised short-haul journeys. • Investment in specialised equipment may be essential for loading containers. • Partnerships with rail operators and railyard managers could have a positive impact on haulage companies. SNAP provides parking across the UK and Europe. Use the or download to find your space today.