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Notícias do sector • 3 min ler

Como é que a vaga de calor na Europa está a afetar a mobilidade: como se antecipar

Criado: 31/07/2025

Atualizado: 31/07/2025

As estradas da Europa estão a assar - e o calor só aumenta. Em todo o continente, o mês de julho de 2025 registou temperaturas recorde, falhas nas infra-estruturas e perturbações nos transportes a uma escala sem precedentes. Para os operadores de frotas e condutores profissionais, o desafio já não é teórico. O calor extremo está aqui e está a remodelar o panorama da mobilidade em tempo real.

Muito se tem escrito sobre os impactos na saúde e os sinais climáticos da vaga de calor deste ano. Mas muito menos atenção tem sido dada à forma como está a afetar a logística, as redes de transporte de mercadorias e as pessoas que mantêm as mercadorias a circular através das fronteiras.

Este artigo explora a forma como as vagas de calor estão a perturbar o sector dos transportes rodoviários na Europa - desde o derretimento do alcatrão e as fissuras nas auto-estradas até aos incêndios florestais, preocupações com a segurança dos condutores e atrasos nas entregas - e oferece conselhos práticos para ajudar as frotas a manterem-se operacionais, resistentes e um passo à frente.

As ondas de calor estão a tornar-se o novo normal

De acordo com a Organização Meteorológica Mundial, a Europa regista regularmente calor extremo, com temperaturas muito acima das normas sazonais. Na primeira semana de julho de 2025, a Alemanha registou máximas superiores a 39°C, enquanto Espanha e Portugal enfrentaram temperaturas superiores a 46°C durante o mês. A Europa, no seu conjunto, está a aquecer aproximadamente [o dobro da média global] (https://www.logisticsbusiness.com/transport-distribution/extreme-heat-puts-supply-chains-under-pressure/).

Estas condições não são apenas incómodas - são operacionalmente perturbadoras. Um estudo citado pela Logistics Business mostra que as ondas de calor são um fator de risco crescente para as operações de transporte de mercadorias, reduzindo o bem-estar dos condutores, danificando a carga e atrasando as entregas.

Consequentemente, as cargas sensíveis à temperatura, como os produtos alimentares, farmacêuticos e electrónicos, estão a tornar-se mais difíceis de transportar em segurança. Os operadores estão a assistir a um aumento das taxas de deterioração e a penalizações por atraso na entrega. A situação é especialmente complexa em áreas onde as redes eléctricas são sobrecarregadas pelo aumento da procura de refrigeração, reduzindo a fiabilidade da cadeia de frio.

Estradas derretidas e auto-estradas rachadas

Um dos sinais mais claros do impacto do calor na mobilidade surgiu no início de julho, quando partes da rede de auto-estradas da Alemanha começaram a rachar sob a pressão da expansão térmica. Secções das auto-estradas A1, A9 e A10, entre outras, foram encerradas para reparações urgentes, uma vez que [as lajes de betão vergaram e as juntas romperam] (https://www.dw.com/en/germanys-autobahns-crumble-in-early-summer-heat/a-44050774) - uma consequência direta da prolongada vaga de calor no país.

Com o aumento da temperatura do solo e a secagem da vegetação, os incêndios florestais estão também a tornar-se uma caraterística regular - e perigosa - dos Verões europeus. De acordo com o resumo da onda de calor europeia de 2025 da Wikipédia, os incêndios florestais deflagraram no sul de Espanha, na Alemanha e na Grécia, provocando evacuações em massa e o encerramento temporário das principais estradas e postos fronteiriços.

Em junho de 2025, a A939 na Escócia foi encerrada devido a incêndios florestais, enquanto os incêndios encerraram várias estradas e túneis rodoviários em redor de Marselha em França. Estes encerramentos não criam apenas caos no trânsito - significam que os veículos pesados de mercadorias têm de se desviar, muitas vezes através de estradas estreitas e inadequadas que podem prolongar os tempos de viagem por horas.

Além disso, o fumo reduz a visibilidade dos condutores e apresenta riscos para a saúde, especialmente para aqueles que passam longas horas na cabina com uma filtragem de ar inadequada. E em muitas zonas, os serviços de emergência estão sobrecarregados, o que implica atrasos na desobstrução das estradas afectadas ou na gestão dos desvios.

Segurança dos condutores

Os riscos para as infra-estruturas são acompanhados de riscos para as pessoas. Os condutores profissionais são particularmente vulneráveis ao stress térmico, à desidratação e à fadiga. O [próprio guia de verão] da SNAP (https://snapacc.com/newsroom/a-truck-drivers-guide-to-summer-in-europe/) para os motoristas descreve os perigos do sobreaquecimento das cabinas, a tensão de longas horas a altas temperaturas e a importância dos sistemas de arrefecimento e do descanso.

Muitas instalações à beira da estrada no sul e leste da Europa continuam mal equipadas para apoiar o bem-estar dos condutores durante as vagas de calor. As paragens de descanso com ar condicionado, o estacionamento com sombra e o acesso fiável à água não estão garantidos - o que torna a [rede de locais verificados e confortáveis] da SNAP (https://snapacc.com/map/) mais importante do que nunca.

"A vaga de calor deste verão é uma chamada de atenção", afirma Raquel Martinez, Diretora de Vendas Europeia da SNAP. "Os sistemas de transporte da Europa foram concebidos para um clima mais frio. Mas não estamos a voltar atrás. As frotas que se adaptarem agora - com as ferramentas certas, as estratégias de descanso certas e a tecnologia certa - serão as que prosperarão."

Começam as proibições de circulação de camiões na Europa

Em resposta ao calor, vários países introduziram ou alargaram as proibições de circulação de camiões provocadas pelo calor. Como [TrafficBan.com relata] (http://trafficban.com), a Bulgária e a Hungria impuseram restrições diurnas aos veículos pesados de mercadorias quando as temperaturas subiram em julho de 2025. As restrições também se aplicaram aos veículos pesados em determinadas estradas vulneráveis durante períodos específicos.

Além disso, as proibições de circulação de camiões relacionadas com feriados nacionais na Alemanha, França, Polónia e Itália estão a agravar o congestionamento do verão. Para mais informações, consultar o site Trafficban.com, que apresenta uma lista das restrições regionais e temporais em todo o continente.

Para os condutores e planeadores, estas proibições criam uma manta de retalhos de zonas de conformidade e limitações de tempo que requerem uma navegação cuidadosa e ferramentas de planeamento actualizadas.

Impacto nos seguros

Com o aumento dos riscos colocados pelo calor extremo, as seguradoras estão a começar a reavaliar a sua exposição. É provável que isso afecte os prémios em todos os sectores. A cobertura de mercadorias em trânsito está sob pressão, especialmente para cargas sensíveis à temperatura, com mais reclamações decorrentes de deterioração e prazos de entrega não cumpridos. Os custos do seguro automóvel também podem aumentar à medida que aumentam os pedidos de indemnização por avarias e acidentes relacionados com o calor.

Entretanto, há um escrutínio crescente em torno da responsabilidade dos empregadores, especialmente se os condutores ou o pessoal sofrerem problemas de saúde relacionados com o calor devido a disposições de bem-estar inadequadas. Em conjunto, estas tendências podem significar prémios mais elevados e negociações de renovação mais difíceis para os operadores sem planos de resiliência claros.

Como se manter à frente das ondas de calor

Na SNAP, acreditamos que a chave para navegar nas ondas de calor da Europa reside na preparação, planeamento e gestão proactiva do bem-estar.

Eis o que os operadores podem fazer:

Planear a temperatura e o terreno: Utilize dados meteorológicos em tempo real para ajudar os condutores a evitar percursos de alto risco.

Equipar os condutores para as condições: Abastecer os veículos com água, equipamento de sombra e kits de arrefecimento de emergência.

Verifique os regulamentos diariamente: Mantenha-se informado sobre as alterações às proibições de circulação de camiões nas fronteiras utilizando fontes verificadas como Trafficban.com.

Otimizar as paragens de descanso: Incentivar os condutores a utilizar aplicações como [intruck] (https://intruckapp.com/) para localizar instalações bem equipadas e com ar condicionado em toda a Europa.

Manter os veículos resistentes ao calor: Prestar especial atenção aos pneus, aos sistemas de arrefecimento e ao desempenho da bateria durante a manutenção - especialmente no caso dos veículos eléctricos ou híbridos.

Rever os planos de seguro e de risco: Assegurar que as apólices têm em conta os atrasos relacionados com o clima, a deterioração da carga e os danos causados por incêndios.

Comece hoje a planear as ondas de calor

Consulte o nosso [mapa SNAP interativo] (https://snapacc.com/map/) ou descarregue a [aplicação intruck] (https://intruckapp.com/) hoje mesmo. Com milhares de parceiros de confiança em toda a Europa, é o seu atalho para paragens mais seguras - independentemente da temperatura.

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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?

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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.

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terça-feira 25 março 2025 • Notícias do sector

O CRESCIMENTO DOS CONDUTORES: TUDO O QUE PRECISA DE SABER SOBRE AS MUDANÇAS NA APRENDIZAGEM

Susie Jones

Apprenticeships in the logistics sector have long provided a pathway for young people and career changers to gain experience in the industry while still earning a wage. However, for a long time, the industry has been calling for urgent reform after it had seen a decline in apprenticeships since the rollout of the Apprenticeship Levy and other challenging factors. A concerning trend is that, according to the RHA, the industry will require new truck drivers over the next five years to meet demand and support growth.In February 2025, the Government announced it would enforce changes to the apprenticeship scheme, allowing up to more apprentices to qualify yearly. We look at the key changes and what it means for the industry.• Businesses will be able to decide whether adult learners over 19 will need to complete level 2 English and maths qualification (equivalent to GCSE) to pass their apprenticeship (Effective immediately).• The duration of an apprenticeship has been reduced from 12 months to eight months (Effective from August 2025).• With a shorter apprenticeship duration, fleet companies can quickly train new drivers and logistics staff improving workforce availability. • Companies now have more say in determining whether English and Maths qualifications are necessary A change benefitting the haulage industry, where practical skills are more relevant. • By changing the educational requirements, a barrier has been removed for many potential apprentices looking to get into the industry. • Skills England, a new government body, will give businesses a stronger voice in shaping apprenticeship standards and funding. Fleet operators will benefit from more tailored training programs that meet industry needs. • A shorter apprenticeship duration combined with more employer flexibility will result in a more attractive process for everyone involved.There are several steps employers must take to employ an apprentice, and the steps vary depending on the country. This guidance is for employers in England guidance for other UK countries can be found • for your business.• for this apprenticeship.• Check to see what • to manage funding and recruit apprentices.• • Make an with your chosen apprentice.Employing apprentices provides fleet companies with a cost-effective way to train skilled workers. Government funding for apprenticeship schemes can reduce training costs, making it a viable long-term investment for fleet operators. Companies can benefit from new employees who bring fresh energy into the workplace and who are keen to learn. Apprenticeships in the haulage industry offer the opportunity to earn while gaining valuable skills in logistics, vehicle operations, and safety regulations. Currently, the industry is in demand for skilled drivers, and apprentices will benefit from good opportunities for career advancement.