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Notícias e actualizações • 4 min ler

Zonas de baixas emissões em Espanha: O que os operadores de frotas precisam de saber

Criado: 03/10/2025

Atualizado: 08/10/2025

Até ao final de 2025, 149 cidades espanholas - de Madrid e Barcelona a centros turísticos como Valência, Alicante e Benidorm - irão restringir o acesso de veículos com emissões elevadas. Para os operadores de frotas, isto significa novos riscos de conformidade, actualizações dispendiosas e prazos de entrega mais apertados.

As zonas de baixas emissões de Espanha (Zonas de Bajas Emisiones, ou ZBEs) fazem parte de um esforço europeu mais vasto para melhorar a qualidade do ar e reduzir as emissões dos transportes. Estas zonas já funcionam nas principais cidades do país e são aplicadas com coimas que podem ir até 200 euros, variando as regras de cidade para cidade.

Neste guia, explicamos como funcionam os ZBE, que categorias de veículos são afectadas e o que os operadores devem fazer para manter as suas frotas na estrada.

Regras da ZBE e categorias de veículos

As ZBE estão a ser introduzidas ao abrigo da legislação espanhola nas cidades com mais de [50 000 habitantes] (https://transporteprofesional.es/noticias-actualidad-transporte-logistica/transporte-de-mercancias/zonas-de-bajas-emisiones-impacto-y-desafios-para-el-transporte-profesional) (e nas cidades com mais de 20 000 habitantes com uma qualidade do ar particularmente má), a fim de melhorar a qualidade do ar urbano e apoiar os objectivos climáticos da UE.

O acesso a uma ZBE é determinado pelo distintivo ambiental (distintivo ambiental) do veículo, emitido pela Direção-Geral de Viação (DGT) espanhola.

As categorias são:

Zero (Crachá azul):

Acesso total

Veículos 100% eléctricos (BEV)

Veículos a pilhas de combustível de hidrogénio (FCEV)

Híbridos plug-in com, pelo menos, 40 km de autonomia eléctrica

Eco (distintivo verde/azul):

Acesso geralmente sem restrições

Híbridos normais (HEV)

Híbridos plug-in com menos de 40 km de autonomia eléctrica

Veículos a gás (GNC/GNL/GPL)

C (Distintivo verde):

Acesso com algumas restrições de tempo/área

Veículos a gasolina: Euro 4/5/6 (normalmente a partir de 2006)

Veículos a gasóleo: Euro 6 (normalmente a partir de 2014)

B (Distintivo amarelo):

Cada vez mais restrito, frequentemente barrado durante as horas de ponta

Veículos a gasolina: Euro 3 (tipicamente 2000-2005)

Veículos a gasóleo: Euro 4-5 (normalmente 2006-2013)

Sem distintivo:

Geralmente banido de todos os ZBEs

Veículos a gasolina abaixo das normas Euro 3

Veículos a gasóleo abaixo das normas Euro 4

Os veículos a gasolina abaixo da norma Euro 3 e os veículos a gasóleo abaixo da norma Euro 4 são normalmente proibidos de entrar nas ZBE, embora as restrições variem consoante a cidade.

É importante notar que os veículos estrangeiros devem registar-se junto das câmaras municipais locais antes de entrarem numa ZBE, mesmo que cumpram normas Euro equivalentes. Sem registo, os veículos conformes podem ser objeto de multas automáticas, o que se tornou um problema comum para os transportadores internacionais que operam em Espanha.

Zonas afectadas pelas ZBE

Madrid e Barcelona têm ZBEs em vigor há vários anos, com regras muito específicas e grandes áreas de cobertura. Até ao final de 2025, o sistema será alargado a 149 cidades, incluindo cidades mais pequenas e destinos turísticos como Benidorm, Valência, Sevilha e Alicante.

Algumas cidades ainda estão a implementar ou a aplicar gradualmente as suas zonas, com períodos de transição (por exemplo, avisos até ao final de 2025 em Valência e Benidorm). Outras, como [Málaga] (https://cadenaser.com/andalucia/2025/09/18/malaga-sancionara-en-la-zona-de-bajas-emisiones-a-partir-del-uno-de-diciembre-ser-malaga/), começarão a multar os veículos não conformes a partir de dezembro de 2025.

É de notar que as cidades podem ter regras diferentes, sendo que algumas permitem veículos não conformes para serviços essenciais, pelo que é importante conhecer as regras de uma cidade específica antes de enviar um veículo.

A Espanha não é a única: mais de 320 cidades em toda a Europa operam atualmente LEZs, com o sistema francês Crit'Air, o alemão Umweltzonen e o britânico ULEZ entre os mais estabelecidos. Para os transportadores transfronteiriços, isto cria uma manta de retalhos de regras, autocolantes e sanções que aumentam os riscos e os custos de conformidade.

O que os operadores de frotas devem fazer

Deve assegurar que os seus veículos exibem o distintivo da DGT ou o registo adequado, se tiverem placas estrangeiras.

As coimas por incumprimento são normalmente fixadas em [200 euros por infração] (https://www.sertrans.es/zonas-de-bajas-emisiones/), embora possam variar consoante o município. Cidades como Madrid e Barcelona já começaram a aplicar estas sanções através de sistemas de reconhecimento automático de matrículas (ANPR).

Questões para os gestores de frotas

Renovação da frota e custos

Muitas empresas de logística enfrentam obstáculos porque os camiões a diesel mais antigos estão agora proibidos ou restringidos nas cidades. De facto, [a idade média da frota de transporte de mercadorias em Espanha é de 14 anos] (https://www.acea.auto/figure/average-age-of-eu-vehicle-fleet-by-country/). Isto significa que um número significativo de veículos não está em conformidade e tem de ser substituído se os transportadores quiserem entrar nas ZBEs.

Os preços dos veículos estão a aumentar a pressão: um [camião pesado elétrico pode custar três vezes mais do que um equivalente a diesel] (https://ekoenergetyka.com/blog/electric-vs-traditional-trucks-a-cost-of-ownership-comparison/#:~:text=Economic%20Competitiveness%20of%20Electric%20Trucks,cheaper%20in%20the%20long%20run:), enquanto os [camiões a hidrogénio] (https://thundersaidenergy.com/downloads/is-natural-gas-a-competitive-truck-fuel/#:~:text=Hydrogen%20trucks%20have%20been%20proposed,and%20Hydrogen%20%E2%80%94%20across%2035%20variables.) são ainda mais caros.

A CETM-Madrid, a Confederação Espanhola do Transporte de Mercadorias, calcula que as despesas acumuladas das empresas de transporte rodoviário de mercadorias sediadas em Madrid rondam os 1,3 mil milhões de euros (https://transporteprofesional.es/ultimas-noticias/cetm-madrid-reclama-modificar-el-calendario-de-acceso-a-las-zonas-de-bajas-emisiones-a-los-camiones) e apela a um ajustamento dos prazos e a mais apoios.

Compressão do tempo

Os dados mostram que as alterações estão a ter um impacto nos prazos de entrega. Um inquérito recente a empresas em zonas-piloto revelou que [36,7% referiram prazos de entrega mais longos e custos de envio mais elevados] (https://www.jiem.org/index.php/jiem/article/download/6902/1089).

O congestionamento é também comum durante as janelas de entrega restritas (8-10h), quando muitos operadores competem pelo acesso. Cerca de [83% das empresas inquiridas] (https://www.jiem.org/index.php/jiem/article/download/6902/1089) também referiram a falta de áreas de carga/descarga adequadas como um dos principais factores que contribuem para os atrasos.

Este efeito de "compressão do tempo" - em que as entregas são obrigadas a ser efectuadas em menos horas - cria estrangulamentos nos perímetros das zonas, aumentando a probabilidade de chegadas tardias e de perturbações nas cadeias de abastecimento.

Pressões sobre o pessoal

A perturbação dos horários vai para além do encaminhamento dos veículos e da gestão da força de trabalho. A abordagem de Barcelona às ZBEs ilustra o desafio: a cidade oferece duas horas de entrega nocturna (21:00-07:00) para reduzir o congestionamento diurno, mas os acordos laborais espanhóis estabelecem que o pagamento do trabalho noturno tem prémios de aproximadamente 25%.

Esta situação cria uma escolha difícil para os operadores de frotas: aceitar o congestionamento e os atrasos durante o dia ou absorver os aumentos dos custos de mão de obra para as operações nocturnas.

Os benefícios ambientais da introdução de ZBEs

Apesar dos desafios, as ZBEs proporcionam ganhos claros em termos de saúde pública. Estudos da LEZ Central de Madrid registaram reduções significativas de dióxido de azoto (NO₂) dentro da zona. Pesquisas europeias mais amplas mostram que as emissões de fuligem caem até [47% e partículas ultrafinas em 56% após a implantação de LEZ] (https://urbanaccessregulations.eu/low-emission-zones-main/impact-of-low-emission-zones).

Estas reduções traduzem-se diretamente em melhor qualidade do ar, menos doenças respiratórias e menos internamentos hospitalares. Para os residentes urbanos - e para os condutores que passam horas no trânsito congestionado - os benefícios para a saúde são tangíveis, embora inconvenientes.

Apoiar os condutores e operadores em toda a Europa

"As zonas de baixas emissões vieram para ficar", comenta Raqual Martinez, Diretor de Vendas Europeu da SNAP. "O desafio para a nossa comunidade é adaptar-se sem comprometer a eficiência ou o bem-estar dos condutores. Na SNAP, estamos empenhados em apoiar as frotas em Espanha e em toda a Europa, ajudando-as a transformar as alterações regulamentares em vantagens operacionais."

Embora não possamos alterar as regras LEZ, a nossa aplicação intruck torna a vida na estrada mais simples. Os condutores podem utilizá-la para encontrar e reservar estacionamento seguro para camiões e lavagens, ver que instalações estão disponíveis em cada paragem e planear pausas para descanso que se ajustem a janelas de entrega mais apertadas - quer estejam a entrar em Madrid, a contornar Barcelona ou a atravessar fronteiras em rotas mais longas.

Descarregue hoje mesmo a [aplicação intruck] (https://intruckapp.com/download/) para facilitar as operações no panorama dos transportes em Espanha, que está em constante evolução.

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