Guest
Știri și actualizări • 4 min citește

Zone cu emisii reduse în Spania: Ce trebuie să știe operatorii de flote

Creat: 03.10.2025

Actualizat: 08.10.2025

Până la sfârșitul anului 2025, 149 de orașe spaniole - de la Madrid și Barcelona la centre turistice precum Valencia, Alicante și Benidorm - vor restricționa accesul vehiculelor cu emisii ridicate. Pentru operatorii de flote, aceasta înseamnă noi riscuri de conformitate, modernizări costisitoare și programe de livrare mai stricte.

Zonele cu emisii reduse (Zonas de Bajas Emisiones, sau ZBE) din Spania fac parte dintr-un efort european mai amplu de îmbunătățire a calității aerului și de reducere a emisiilor din transporturi. Zonele funcționează deja în marile orașe ale țării și sunt aplicate cu amenzi de până la 200 EUR, normele variind de la oraș la oraș.

În acest ghid, explicăm cum funcționează ZBE, ce categorii de vehicule sunt afectate și ce trebuie să facă operatorii pentru a-și menține flotele pe drum.

Reguli ZBE și categorii de vehicule

ZBE sunt introduse în temeiul legislației spaniole în orașele cu peste [50 000 de locuitori] (https://transporteprofesional.es/noticias-actualidad-transporte-logistica/transporte-de-mercancias/zonas-de-bajas-emisiones-impacto-y-desafios-para-el-transporte-profesional) (și în cele cu peste 20 000 de locuitori cu o calitate a aerului deosebit de slabă), pentru a îmbunătăți calitatea aerului urban și pentru a sprijini obiectivele UE privind clima.

Accesul la o ZBE este determinat de insigna de mediu (distintivo ambiental) a vehiculului, eliberată de Direcția Generală a Traficului (DGT) din Spania.

Categoriile sunt:

Zero (Blue badge):

Acces complet

● Vehicule 100% electrice (BEV)

● Vehicule cu pile de combustie pe bază de hidrogen (FCEV)

● Hibrizi plug-in cu autonomie electrică de cel puțin 40 km

Eco (insignă verde/albastră):

Acces în general nerestricționat

● Hibrizi standard (HEV)

● Hibrizi plug-in cu autonomie electrică mai mică de 40 km

● Vehicule alimentate cu gaz (CNG/LNG/LPG)

C (insignă verde):

Acces cu unele restricții de timp/zonă

● Vehicule pe benzină: Euro 4/5/6 (de obicei începând cu 2006)

● Vehicule diesel: Euro 6 (de obicei începând cu 2014)

B (insignă galbenă):

Din ce în ce mai restricționat, adesea interzis în timpul orelor de vârf

● Vehicule pe benzină: Euro 3 (de obicei 2000-2005)

● Vehicule diesel: Euro 4-5 (de obicei 2006-2013)

Fără insignă:

În general interzis în toate ZBE

● Vehicule pe benzină sub standardele Euro 3

● Vehicule diesel sub standardele Euro 4

Vehiculele pe benzină sub standardele Euro 3 și cele diesel sub standardele Euro 4 sunt, de obicei, interzise în ZBE, deși restricțiile variază în funcție de oraș.

Este important să rețineți că vehiculele străine trebuie să se înregistreze la primăriile locale înainte de a intra într-o ZBE, chiar dacă îndeplinesc standarde Euro echivalente. Fără înregistrare, vehiculele conforme se pot confrunta cu amenzi automate, ceea ce a devenit o problemă comună pentru transportatorii internaționali care operează în Spania.

Zone afectate de ZBE

Madrid și Barcelona au instituit ZBE-uri de mai mulți ani, cu reguli foarte specifice și zone de acoperire extinse. Până la sfârșitul anului 2025, sistemul se va extinde pentru a acoperi 149 de orașe, inclusiv orașe mai mici și destinații turistice precum Benidorm, Valencia, Sevilla și Alicante.

Unele orașe sunt încă în curs de implementare sau de aplicare treptată a zonelor lor, cu perioade de tranziție în vigoare (de exemplu, avertismente până la sfârșitul anului 2025 în Valencia și Benidorm). Altele, cum ar fi Málaga, vor începe să amendeze vehiculele neconforme începând cu decembrie 2025.

Trebuie remarcat faptul că orașele pot avea reguli diferite, unele permițând vehicule neconforme pentru servicii esențiale, astfel încât este important să cunoașteți regulile unui anumit oraș înainte de a trimite un vehicul.

Spania nu este singura: peste 320 de orașe din Europa aplică în prezent LEZ-uri, printre cele mai cunoscute fiind sistemul Crit'Air din Franța, Umweltzonen din Germania și ULEZ din Regatul Unit. Pentru transportatorii transfrontalieri, acest lucru creează un mozaic de norme, autocolante și sancțiuni care cresc riscurile și costurile de conformitate.

Ce trebuie să facă operatorii de flote

Trebuie să vă asigurați că vehiculele dvs. prezintă ecusonul DGT corespunzător sau sunt înmatriculate dacă sunt înmatriculate în străinătate.

Amenzile pentru nerespectarea normelor sunt stabilite în general la 200 EUR pe încălcare, deși pot varia în funcție de municipalitate. Orașe precum Madrid și Barcelona au început deja să emită aceste sancțiuni prin intermediul sistemelor de recunoaștere automată a plăcuțelor de înmatriculare (ANPR).

Probleme pentru administratorii de flote

Reînnoirea flotei și costurile

Multe companii de logistică se confruntă cu obstacole deoarece camioanele diesel mai vechi sunt acum interzise sau restricționate în orașe. De fapt, vârsta medie a flotei de marfă din Spania este de 14 ani. Aceasta înseamnă că un număr semnificativ de vehicule nu sunt conforme și trebuie înlocuite dacă transportatorii doresc să intre în ZBE.

Prețurile vehiculelor sporesc presiunea: un [camion greu electric poate costa de trei ori mai mult decât un echivalent 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:), în timp ce [camioanele cu hidrogen] (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.) sunt și mai scumpe.

CETM-Madrid, Confederația spaniolă a transportului de marfă, estimează că cheltuielile cumulate pentru întreprinderile de transport rutier de marfă din Madrid se ridică la aproximativ 1,3 miliarde de euro (https://transporteprofesional.es/ultimas-noticias/cetm-madrid-reclama-modificar-el-calendario-de-acceso-a-las-zonas-de-bajas-emisiones-a-los-camiones) și solicită ajustări ale termenelor limită și mai mult sprijin.

Comprimarea timpului

Datele arată că schimbările au un impact asupra graficelor de livrare. Un sondaj recent realizat în rândul întreprinderilor din zonele pilot a arătat că [36,7% au raportat termene de livrare mai lungi și costuri de expediere mai mari] (https://www.jiem.org/index.php/jiem/article/download/6902/1089).

De asemenea, aglomerația este frecventă în timpul ferestrelor de livrare restricționate (8-10 dimineața), când mulți operatori concurează pentru acces. Aproximativ [83% dintre întreprinderile intervievate] (https://www.jiem.org/index.php/jiem/article/download/6902/1089) au menționat, de asemenea, lipsa unor zone adecvate de încărcare/descărcare drept un factor major care contribuie la întârzieri.

Acest efect de "comprimare a timpului" - în care livrările sunt forțate să se desfășoare în mai puține ore - creează blocaje la perimetrele zonelor, crescând probabilitatea de sosiri întârziate și de întrerupere a lanțurilor de aprovizionare.

Presiuni asupra personalului

Perturbarea programului se extinde dincolo de rutarea vehiculelor și la gestionarea forței de muncă. Abordarea Barcelonei față de ZBE ilustrează provocarea: orașul oferă sloturi de livrare de noapte de două ore (21:00-07:00) pentru a reduce aglomerația din timpul zilei, dar acordurile de muncă spaniole prevăd că plata muncii de noapte are prime de aproximativ 25%.

Acest lucru creează o alegere dificilă pentru operatorii de flote: să accepte aglomerația și întârzierile din timpul zilei sau să absoarbă creșterea costurilor forței de muncă pentru operațiunile de noapte.

Beneficiile de mediu ale introducerii ZBE

În ciuda provocărilor, ZBE aduc beneficii clare în materie de sănătate publică. Studiile privind LEZ Madrid Central au înregistrat [reduceri semnificative ale dioxidului de azot] (https://eurocities.eu/latest/madrids-lez-clears-the-air/) (NO₂) în interiorul zonei. Cercetări europene mai ample arată că emisiile de funingine au scăzut cu până la [47% și particulele ultrafine cu 56% în urma implementării zonelor LEZ] (https://urbanaccessregulations.eu/low-emission-zones-main/impact-of-low-emission-zones).

Aceste reduceri se traduc direct în îmbunătățirea calității aerului, reducerea numărului de boli respiratorii și a numărului de internări în spital. Pentru locuitorii din mediul urban - și pentru șoferii care petrec ore întregi în traficul aglomerat - beneficiile pentru sănătate sunt tangibile, deși incomode.

Sprijinirea șoferilor și operatorilor din întreaga Europă

"Zonele cu emisii reduse sunt aici pentru a rămâne", comentează Raqual Martinez, director de vânzări european la SNAP. "Provocarea pentru comunitatea noastră este adaptarea fără a compromite eficiența sau bunăstarea șoferilor. La SNAP, ne angajăm să sprijinim flotele din Spania și din întreaga Europă, ajutându-le să transforme schimbările de reglementare în avantaje operaționale."

Deși nu putem schimba regulile LEZ, aplicația noastră intruck face viața pe drum mai simplă. Șoferii o pot folosi pentru a găsi și a rezerva parcări și spălătorii sigure pentru camioane, pentru a vedea ce facilități sunt disponibile în fiecare stație și pentru a planifica pauze de odihnă care să se potrivească cu ferestrele de livrare mai restrânse - indiferent dacă ajung în Madrid, ocolesc Barcelona sau trec granițele pe rute mai lungi.

Descărcați intruck app astăzi pentru operațiuni mai ușoare în peisajul în continuă evoluție al transporturilor din Spania.

Share to

Alții citesc de asemenea...

Header Image

vineri 26 septembrie 2025 • Știri și actualizări

CUM SĂ DEVII ȘOFER DE CAMION

Guest

Across Europe, demand for professional lorry drivers has never been higher. In the UK, the Road Haulage Association estimates that in the next five years to keep supply chains running. And the situation is the same across most of Europe. According to I data, there were 426,000 unfilled driver positions across Europe in 2024. But this creates an opportunity. As , the haulage industry offers the prospect of steady work for school leavers considering alternatives to university and adults looking to retrain. Becoming a lorry driver is a pathway to secure earnings and a structured career.The question many ask is: how to become a lorry driver? The answer depends not just on training and licences, but on understanding what it means to join a profession that keeps Europe’s economy moving.One of the main attractions of a driving career is its accessibility. You don’t need a university degree or years of specialist training to start; a standard car licence (Category B) is all that’s required before working towards professional qualifications. The minimum age for training is 18 in both the UK and across the EU, which means school leavers can move directly from a car licence to professional HGV driver training. That said, many firms prefer international drivers to be at least 21, given the extra responsibility that comes with long-distance haulage.Medical fitness is also important. Every applicant has to pass a medical before they can hold an HGV licence. In the UK, this involves a range of tests, eyesight checks, blood pressure readings and screening for conditions such as epilepsy, heart disease or sleep apnoea.European nations apply the same EU-wide medical standards, with regular renewals ensuring drivers remain healthy throughout their careers.For many people considering the move into professional driving, a key concern is: how much do lorry drivers earn? The answer varies depending on location, experience and the type of work undertaken, but across Europe, the profession offers competitive pay compared to other entry-level jobs.● A new driver in the UK on around £27,000 a year. Those who move into long-haul work, especially on international routes, can see their pay rise towards £45,000 – sometimes more if they’re hauling specialist or hazardous loads. those handling specialist loads, hazardous goods or operating across borders. ● In , salaries tend to be lower than in the UK, typically around €36,600, although large logistics firms in major cities may offer more. ● has seen strong demand for drivers in recent years, but wages remain modest, averaging around 92,400 PLN (approximately €21,690).● sits at the lower end of the scale, with drivers generally earning 80,550 RON (€16,000), although international haulage contracts can significantly boost take-home pay.Of course, salary isn’t the whole story. Many companies offer overtime pay, meal allowances or bonuses for hitting delivery targets. And with demand for drivers showing no sign of slowing, the job also brings a level of security that few other entry-level careers can match.Before you can get behind the wheel of a lorry, you’ll need the right licence. In the UK, this means progressing beyond a standard car licence to what’s officially known as a Large Goods Vehicle (LGV) or Heavy Goods Vehicle (HGV) licence. The terms are often used interchangeably, but both cover the same categories of professional driving.Some people begin with a Category C1 licence, which covers medium-sized vehicles between 3.5 and 7.5 tonnes – often used for smaller delivery trucks. However, most aspiring lorry drivers go straight to the Category C licence, sometimes called a Class 2 HGV licence. This allows you to drive rigid vehicles over 7.5 tonnes. For those who want to progress to articulated lorries – the larger vehicles commonly used on long-distance and international routes – the Category CE licence (Class 1) is required.Alongside these qualifications sits the Driver Certificate of Professional Competence (CPC), a legal requirement across both the UK and EU. This certificate involves a mix of initial training and periodic refreshers, designed to keep drivers up to date on safety, regulation and road skills.This system mirrors the EU-wide licensing framework. The main differences between countries lie in the training providers, the costs involved and, in some places, the availability of test slots.Securing your HGV licence is the first step into professional driving. In the UK, you can start the process once you hold a standard Category B car licence. From there, you apply for a provisional lorry licence, which allows you to begin training in large goods vehicles. The training itself combines theory and practical elements: classroom sessions on road safety and regulations, followed by supervised driving in heavy vehicles. Candidates must also complete modules for the Driver Certificate of Professional Competence (CPC), which ensures that drivers are equipped not just to operate vehicles safely but also to manage the day-to-day demands of haulage.One of the most common questions for anyone considering this career is how much lorry driver training costs. In the UK, prices vary depending on the provider, location and whether you’re training for a Category C or the more advanced Category CE licence. On average, new drivers can expect to spend between £2,000 and £3,500 to cover medical checks, provisional licence fees, theory tests, practical training, CPC modules and the final driving test. Some companies, particularly larger logistics firms, offer schemes to subsidise or fully fund training in exchange for a work commitment, making the route more accessible.Elsewhere in Europe, the numbers aren’t too different. In Spain, training generally costs between €2,000 and €3,000 for full training and certification. In Poland, the figure is lower, averaging €1,500 to €2,500. Romania has some of the lowest training costs in Europe, with many candidates paying around €1,000 to €1,800 to qualify, although entry-level wages tend to reflect this lower barrier to entry.The time it takes to qualify as a lorry driver depends on where you train, the type of licence you’re aiming for, and how quickly you can secure test dates. In the UK, most people complete their training and pass their tests within two to four months. Some intensive courses compress the process into a matter of weeks, though many drivers find that spacing out lessons helps them absorb the skills more effectively.In Spain and Poland, the process is similar, although longer waiting lists for exam slots can extend the timeline. In Poland, high demand for professional drivers has created bottlenecks at training centres, meaning some candidates wait several months before sitting their practical test. Romania has one of the fastest pathways, with training and testing often completed within eight to twelve weeks.And the learning doesn’t stop once you’ve got your licence. Every professional driver must complete 35 hours of CPC training every five years, keeping their skills up to date and making sure they’re ready for the latest regulations and safety standards.Once you’re qualified, the job comes with strict limits on how long you can spend behind the wheel. These limits are designed to protect both drivers and other road users by reducing fatigue.Across the UK and EU, the rules are the same. Drivers can spend a each day, which can be extended to ten hours twice a week. Weekly limits cap driving at 56 hours, with no more than 90 hours over two consecutive weeks. A driver must also take a break of at least 45 minutes after 4.5 hours of driving. They are also entitled to daily and weekly rest periods to recover before returning to work.These rules are closely monitored, with tachographs fitted in vehicles to record hours and ensure compliance. For those working long-distance routes, such as Spanish drivers covering the Iberian Peninsula or Polish hauliers moving goods across the EU’s eastern borders, these limits shape the rhythm of the job. They determine when and where drivers stop, making access to safe and secure rest areas a vital part of the working day. Becoming a lorry driver isn’t just about passing tests. It’s about stepping into a role that carries real responsibility, but also brings long-term opportunity. With the right licence, the right training and the determination to take on life on the road, it’s a career that can provide both stability and progression.At SNAP, we know what those journeys look like. That’s why we work with fleets and drivers across Europe to make them safer, simpler and more comfortable – from secure parking and better welfare facilities to smart digital tools that save time and stress. Whether you’re just starting out or you’ve been driving for years, we’re here to back you every mile of the way.Download the today to find trusted parking, facilities and services, wherever your route takes you.

Header Image

luni 22 septembrie 2025 • Știri și actualizări

BOOM-UL INFRASTRUCTURII DIN ROMÂNIA - CE ÎNSEAMNĂ PENTRU SECTORUL MOBILITĂȚII

Guest

Romania is fast emerging as a strategic logistics and freight hub in Southeastern Europe. Supported by billions in EU and national funding, the country’s infrastructure renaissance is attracting fleet operators, logistics investors and manufacturers. In this article, we explore what these developments mean for fleets, drivers and the wider transportation sector.Romania's transport infrastructure has seen a dramatic shift in pace and scale. The government has earmarked around 25 billion lei (£4.27 billion) for road projects in 2026, reflecting an unprecedented focus on highways and freight corridors. In mid‑2025, Romania had around 1,325km of highways in service (1,188 km motorways and 138 km expressways), with another 741km under construction and 669km in tendering stages.By 2030, Romania plans to double its highway network, modernise strategic railway routes, expand urban transport and connect regions that have long been isolated. The challenge is immense, but the outcome could transform the country’s position on Europe’s transport map.Key projects include the A7 north-south axis running from Ploiești to Siret, which will aid transport to the Ukrainian border, due for completion by 2026. Another is an 11km expressway connecting Satu Mare to Romania’s border with Hungary. The A0 Bucharest Ring Road will ease freight and passenger traffic around the capital, with the southern half already in use. Other major works include the Suceava-Oar and Timișoara-Moravița corridors, as well as the 2.9 km Meseș Tunnel, set to become the longest road tunnel in Romania.“These corridors won’t just improve east-west and north-south links – they will connect previously isolated regions like Moldavia and the North-East to the rest of the country and the EU,” comments Eduard Ularu, Business Development Manager at SNAP.But infrastructure isn’t just roads. over the Danube, opened in July 2023 at a cost of €500 million (€363 million co‑funded by the EU), delivers the first crossing over the maritime Danube and significantly improves connectivity to Constanța and Dobruja.Other vital developments include planned rail upgrades at Constanța port and DP World Romania’s €130 million expansion of container and ro-ro capacity, doubling throughput and adding logistics links by road and rail.Romania’s freight and logistics market is sizable. USD 21.11 billion in 2025, it is forecast to rise to USD 24.27 billion by 2030. Meanwhile, the road freight segment alone is projected at USD 9.07 billion in 2025, climbing to USD 10.37 billion by 2030.These figures reflect Romania’s growing role as a trans-European corridor, serving routes from Hungary, Bulgaria, Ukraine, Moldova and the Black Sea ports. Ukraine now directs much of its on the Black Sea coast, eyeing a doubling from 2 million to 4 million tons per month through Romanian infrastructure.“These investments will help Romania compete more strongly with major logistics hubs like those in Poland and Greece,” comments Eduard Ularu. “Constanța has huge potential, and with the right infrastructure in place, it can finally become the gateway for European trade it was meant to be.”Improved warehousing, lower labour costs, and friend‑shoring trends are further encouraging manufacturers and retailers to locate logistics centres in Romania, increasing demand on roads and pushing growth across the network. The infrastructure upgrades aren’t just physical – they’re digital too. As the country expands its highways and freight corridors, it’s embedding smart systems designed to support faster, safer and more efficient journeys.Across the network, are being installed, including weigh-in-motion sensors, inductive traffic loops and roadside cameras. These systems will feed into real-time traffic control centres in cities like Bucharest, Brașov and Timișoara, helping authorities—and fleet operators—respond to incidents and congestion faster.Bucharest is also , using AI and smart detectors to optimise vehicle flows and reduce bottlenecks. This has major implications for freight operators navigating dense urban areas, improving travel time reliability and reducing idling.At a national level, Romania is shifting towards . The new TollRO system – planned for launch in 2026 – will replace the current e-vignette with a distance-based, emissions-sensitive tolling model, in line with EU directives. This change could encourage cleaner fleets and offer fairer pricing for logistics operators who invest in low-emission vehicles.For drivers, this means fewer delays, clearer real-time information, and more responsive road conditions. For operators, it’s a chance to futureproof fleet planning, route management and sustainability strategies.For fleets and drivers, Romania’s modernisation brings both benefits and trade‑offs. Perhaps most importantly, it’s likely to result in improved network efficiency. With smoother routes and faster corridors, the investments are likely to reduce travel times and idling. Dangerous single-lane national roads will gradually be replaced by safer, faster highways. This will increase productivity and also reduce the time drivers spend behind the wheel. However, it’s not all positive. Ongoing works on motorways like A7 and A8 may cause delays and route changes while the works are undertaken. It could also mean higher freight volumes (especially at Constanța and border crossings), which may strain existing infrastructure.“Right now, construction zones like DN2 and parts of the A0 Bucharest Ring Road are causing detours and bottlenecks,” Ularu explains. “Trucks are losing hours on routes that should take minutes – and that impacts everything from fuel budgets to delivery reliability.”In addition, new corridors, tighter safety rules, and shifting road-use charges require greater compliance attention.Despite infrastructure gains, secure rest parking and welfare facilities remain patchy in some freight corridors, especially near border areas and major hubs. Construction zones often lack formal lay-by zones, leaving drivers exposed and with nowhere to rest.“We’re still seeing dangerous stopovers and overcrowded lay-bys on key freight routes,” says Eduard. “Modern highways will bring dedicated service and rest areas every 30–50 kilometres, complete with fuel stations, shops, and food courts. For drivers, this means safer places to park, with proper lighting, CCTV surveillance and secure rest zones that reduce the risk of theft. Sanitary facilities such as showers and clean toilets – a rarity on national roads – will finally become the norm.”SNAP is addressing this gap through its interactive parking map across Romania. Drivers can easily locate trusted, secure truck parking, book spots in advance where available, and plan safer routes via the SNAP map.Planning a journey through Romania? Use the SNAP map to find secure, driver‑friendly parking along key freight routes.This infrastructure modernisation process also plays a key role in enabling greener logistics. With a better flow of traffic, there will be lower levels of emissions caused by idle vehicles and stop-start driving.There will also be transport corridor upgrades to support emerging EV and hydrogen refuelling infrastructure, reducing reliance on fossil fuels. Romania’s infrastructure investment marks a pivotal change for freight and mobility across Southeastern Europe. For fleets, this translates into faster corridors, deeper logistics capacity, and higher volumes of trade but also closer scrutiny of welfare, compliance and resilience.As a forward-thinking industry leader, SNAP advocates for well-informed operations, flexible route planning, and driver-focused tools that support both safety and efficiency. Romania is not only modernising – it's reshaping how goods move across the region.“This isn’t just about roads – it’s about resilience, sustainability and building a smarter freight future across Europe. Romania is right at the heart of that shift,” Eduard states.

Header Image

miercuri 03 septembrie 2025 • Știri și actualizări

ESTE LOGISTICA O NOUĂ ALTERNATIVĂ LA CONTINUAREA STUDIILOR PENTRU CEI CARE PĂRĂSESC ȘCOALA?

Guest

For years, the conventional wisdom has been that school leavers should continue into further education. Whether that meant college, university or vocational training, the message was the same: study first, then work. But that narrative is beginning to shift. Faced with rising tuition fees, increasing debt and uncertainty about the value of a degree, many young people are re-evaluating their choices.At the same time, the logistics industry is crying out for new talent. It offers immediate earnings, structured development and long-term career prospects – all without the cost of higher education. The question is no longer whether logistics could be a stopgap option for school leavers but whether it represents a genuine alternative to university.The need for fresh entrants to logistics is pressing. (RHA) has warned that the UK must recruit 200,000 new lorry drivers in the next five years – the equivalent of 40,000 drivers annually – to keep supply chains moving and prevent a repeat of the shortages experienced in 2021.Zooming out to the European level, the challenge is even starker. In 2023, Europe faced a – a figure forecast to climb to 745,000 by 2028 if left unaddressed. The average driver is 47 years old, with nearly 30% aged over 55, underscoring an approaching retirement wave. Yet only 5% of drivers are under 25. Without younger entrants, the industry risks grinding to a halt.This is not simply about filling cabs. It’s about safeguarding the smooth functioning of economies. The shortage of drivers has ripple effects that touch everything from supermarket shelves to construction projects. In : “If we’re to future-proof the industry for the long term, we need to recruit, train and retain tens of thousands of drivers annually to meet demand. With an ageing workforce, we also need to attract more young people into the industry. To get there, we must prioritise flexible, funded training options.”Meanwhile, data shows that in June 2025, youth unemployment across the EU was 14.7%, with 2.857 million young people out of work, which has remained steady month-on-month. These figures reveal a significant opportunity gap for school leavers. At a time when many face bleak prospects, logistics presents a path of clarity, training, and financial independence.The perception of logistics as a last-resort job is giving way to recognition of its tangible benefits. A recent highlights factors such as job security, reliable pay, flexible working patterns and the chance to travel. For many, it is precisely this combination of benefits that makes logistics stand out. In addition, apprenticeships and graduate-style schemes allow young recruits to build qualifications while gaining hands-on experience. As Matthew Bellamy, Managing Director at SNAP comments: “For school leavers, logistics isn’t just an alternative. It’s a fast track to a skilled, future-ready career. You begin building experience and independence straightaway, without the costs or delays of university.”While driving is the most visible role, logistics encompasses far more. School leavers can move into warehousing, planning, technology, or customer service, before progressing into leadership. The digitalisation of logistics has also created demand for new skills – data analysis, route optimisation, and sustainability management – that appeal to a generation of digital natives.SNAP, for example, works with fleets across Europe to provide digital tools that support drivers’ wellbeing, help them find safe parking, and streamline daily operations. These investments are not just about efficiency – they are about making logistics a credible and attractive career path.“The industry needs fresh faces with digital skills, resilience and a modern outlook,” Bellamy continues. “School leavers bring exactly that – and attracting more women will help us adapt even faster.”Diversity is one of the greatest untapped opportunities in logistics. According to , women account for just 23% of employees in transport and storage across Europe and Central Asia. The European data is even more concerning when it comes to drivers specifically: .Encouraging more young women into logistics careers – whether as drivers, planners, or managers – is essential. It not only broadens the talent pool but also changes the culture of the industry, making it more representative and resilient. Highlighting female role models, creating inclusive training environments, and improving welfare facilities are practical steps that can make logistics more appealing to all.Too often, it is portrayed as a male-dominated and physically demanding industry. And while those stereotypes may once have held some truth, they are increasingly outdated. Today’s logistics sector relies as much on technology and teamwork as it does on physical labour.For logistics to compete with further education, the industry must deliver on three fronts:● Training pathways – offering apprenticeships, certifications and mentorship to give recruits a sense of progression.● Welfare and facilities – ensuring that drivers, particularly younger and more diverse entrants, have access to safe parking, clean rest stops and supportive environments.● Career storytelling – showcasing the variety of roles and long-term potential within the sector.For operators, the business case is clear. already report that they cannot expand because of driver shortages. Nearly half cite falling productivity, and 39% say revenues are declining. Without change, shortages will not just limit growth – they will erode the bottom line.The debate over further education versus work will never be one-size-fits-all. Some young people will continue to thrive in universities and colleges. But logistics is a viable, forward-looking option.For school leavers, it means immediate pay, independence and scope for progression. For the industry, it means tapping into a pool of talent that is urgently needed. For society, it means strengthening the resilience of an essential sector.The challenge now lies with the industry to match its demand with vision: to provide training, welfare, and opportunities that rival those offered by further education. If it succeeds, logistics will not just be an alternative to university – it will be an advantage.