Susie Jones
Novice in posodobitve • 4 min branja

Vozniki tovornjakov pozivajo k reformi panoge

Ustvarjeno: 05. 02. 2025

Posodobljeno: 05. 02. 2025

Trenutno je v Združenem kraljestvu med vozniki težkih tovornih vozil le 1 % vseh voznikov ženskega spola - ta delež se je v zadnjem desetletju povečal za 144 %, saj je bilo uvedenih več pobud za spodbujanje raznolikosti in odpravo pomanjkanja voznikov.

V članku Fleetpoint so opisani številni načini, kako bi lahko industrija privabila več žensk v panogo:

  • ustvarjanje spodbudnega in prijaznega delovnega okolja.

  • Posodobitev infrastrukture in udobja.

  • Prilagodljiva in družini prijazna ureditev dela.

  • oblikovanje jasnih poti za poklicno rast.

Kljub temu so vozniki na družbenih medijih trdili, da je treba te dolgotrajne izzive v panogi obravnavati za vse, preden se uvedejo nove pobude za odpravo pomanjkanja voznikov.

Pomanjkanje voznikov - kje je zdaj panoga?

Pomanjkanje voznikov je bilo za prevozno industrijo stalno vprašanje, po COVID-19 in brexitu pa je doseglo kritično raven. Leta 2024 je v Evropi, na Norveškem in v Združenem kraljestvu manjkalo več kot 233.000 voznikov tovornjakov - do leta 2028 bo to število zaradi staranja delovne sile preseglo 745.000.

Industrija se še vedno spopada s posledicami in si prizadeva za izvajanje novih pobud za spodbujanje raznolikosti, izboljšanje delovnih pogojev in odpravo vrzeli v delovni sili.

Vlada je izvedla približno [33](https://www.gov.uk/government/topical-events/hgv-driver-shortage-uk-government-response/about#:~:text=We%20extended%20dangerous%20goods%20(ADR,to%20take%20refresher%20training%20now.) ukrepov za reševanje pomanjkanja voznikov tovornih vozil v Združenem kraljestvu. Vključujejo, vendar niso omejeni na:

  • Povečanje učinkovitosti obstoječih dobavnih verig.

  • Zagotavljanje podpore in usposabljanja za nove voznike težkih tovornih vozil.

  • Razširitev zmogljivosti za testiranje voznikov težkih tovornih vozil.

  • Izboljšanje postopkov izdaje dovoljenj.

  • Izboljšanje pogojev.

  • Zagotavljanje stabilnosti verige oskrbe z gorivi.

Kaj je treba spremeniti? Vozniki so povedali svoje mnenje.

49 % voznikov na družbenih omrežjih je menilo, da je treba spremembe uvesti ne glede na spol, 27 % voznic tovornih vozil pa se je strinjalo, da se mora sektor razvijati za vse. 24 % jih je izjavilo, da delo ni več privlačno, kar kaže na potrebo po spremembah v panogi. Kaj torej vozniki želijo, da se spremeni?

Objekti

55 % jih je želelo izboljšati infrastrukturo za vse:

"Treba je zagotoviti boljše zmogljivosti in boljšo obravnavo. Celotna panoga je v razsulu, z nami pa slabo ravnajo."

"Udobje je grozno za vse voznike, moške in ženske."

Novembra 2024 je raziskava Transport Focus pokazala, da sta dve tretjini voznikov nezadovoljni s postajališči za tovornjake - veliko težav povzročajo umazana oprema, slaba ponudba hrane in pomanjkanje prostora za druženje.

Vlada in panoga tovornega prometa sta sprejeli pomembne ukrepe in vložili 14 milijonov funtov za spodbujanje inovacij in izboljšanje delovnih pogojev.

Oktobra 2024 je 23 uspešnih prosilcev prejelo do 4,5 milijona funtov za izboljšanje svojih postajališč za tovornjake. Nadgradnje bodo vključevale nove prhe, restavracije in izboljšane varnostne funkcije, ki bodo voznikom omogočile večjo varnost. Poleg tega bo v okviru programa ustvarjenih približno 430 parkirnih mest za težka tovorna vozila.

Plačilo

Na drugem mestu je boljše plačilo, saj je 14 % voznikov menilo, da bi višje plače spodbudile večje število voznikov k zaposlitvi v panogi:

"Naj bo privlačna za vse, zvišajte plače."

Zvišanje plač bo za vodilne v panogi pomenilo velik strošek. Če bi se povprečna plača voznika tovornjaka zvišala v skladu z nacionalno plačo za življenjski standard, bi lahko upravljavci voznih parkov letno prejeli dodatnih 1,5 milijarde funtov.

Kljub temu bodo naložbe izboljšale stopnjo zadržanja, zmanjšale stroške zaposlovanja in stroške usposabljanja. Z višjimi plačami bi poklic postal privlačnejši ne le za nove udeležence, temveč bi tudi priznali ključno vlogo, ki jo imajo vozniki pri ohranjanju dobavne verige.

Odnos do voznikov

V zadnjih letih se je mnenje javnosti o voznikih tovornjakov močno spremenilo. Življenje voznikov tovornjakov je bilo v filmih in priljubljenih medijih pogosto romantizirano, zaradi česar so mnogi prepričani, da jim je lahko. Vendar pa so jih predstavljali tudi kot delavne junake, kar se je sčasoma poslabšalo.

Proti koncu 20. stoletja se je dojemanje spremenilo, saj so se delovne razmere zaostrile, vozniki tovornjakov pa so bili deležni nepravičnih stereotipov - pogosto zaradi napačnega predstavljanja v medijih, včasih pa tudi zaradi nekaj neizkušenih voznikov. Ti negativni stereotipi so se zmanjšali med pandemijo COVID-19, ko je javnost začela ceniti voznike tovornjakov.

Danes se vozniki tovornjakov spoštujejo, vendar je panoga še vedno zaznamovana z negativnimi stereotipi in stališči. 6 % voznikov si želi, da bi se to spremenilo:

"Ko se spomnim na Covid, so nas imeli za junake, vendar se je potem vse vrnilo v normalno stanje. Nič čudnega, da sedanji vozniki, moški in ženske, želijo zapustiti to panogo. Naveličani so nesramnega ravnanja, s katerim se vsakodnevno soočajo."

"Lepo bi bilo, če te ne bi obravnavali, kot da si revež."

V zadnjih letih so družbeni mediji začeli izpodbijati in spreminjati negativne predstave. Številni vozniki na platformah, kot sta TikTok in Instagram, izmenjujejo informacije o svoji vlogi, razblinjajo napačne predstave in si pridobivajo spoštovanje ljudi zunaj panoge.

Povratne informacije kažejo, da mora panoga tovornega prometa nujno izvesti spremembe, s katerimi bi privabila in zadržala obstoječe in nove voznike. Premajhna zastopanost žensk je še vedno velik izziv, zato so naložbe v objekte, ki bodo zadovoljili njihove potrebe, ključnega pomena. Vendar pa morajo biti te naložbe vključujoče in koristne za celotno delovno silo.

V katerih državah primanjkuje voznikov tovornjakov?

Najbolj so bile prizadete države v Evropi, kjer številna podjetja za prevoz tovornjakov ne morejo širiti svoje dejavnosti, ker ne morejo najti usposobljenih delavcev.

V Evropi se populacija voznikov tovornjakov stara povprečna starost je 47 let. Ena tretjina voznikov tovornjakov je starejša od 55 let in se bo predvidoma upokojila v naslednjih desetih letih. Poleg tega je manj kot 5 % voznikov tovornjakov v Evropi mlajših od 25 let, kar kaže na vrzel, ki bo nastala, ko se bo starajoča se delovna sila upokojila.

Ali obstaja dan hvaležnosti voznikov tovornjakov?

Dan voznikov tovornih vozil poteka 22. januarja, ustanovilo pa ga je podjetje NN1 Personnel. Namen dneva je počastiti voznike tovornjakov in vse, kar naredijo za gospodarstvo in družbo.

Kakšne so napovedi za panogo tovornega prometa za leto 2025?

Iz našega bloga [The Road Ahead for 2025] (https://snapacc.com/newsroom/the-road-ahead-for-2025-truck-industry-trends-to-expect/) je razvidno, da bodo v tem letu v panogi tovornega prometa v ospredju naslednje stvari:

  • Izkoriščanje prednosti umetne inteligence.

  • Odpravljanje razlik med spoloma in pomanjkanja voznikov.

  • Spodbujanje okolju prijaznejše industrije.

  • Povečanje tovornega prometa na dolge razdalje.

Delite z

Tudi drugi berejo...

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četrtek 16 oktober 2025 • Novice in posodobitve

6 STRATEGIJ ZA UPRAVLJANJE VOZNEGA PARKA, KI BODO SPREMENILE VAŠE POSLOVNE REZULTATE

Guest

Fleet managers in the United Kingdom face financial challenges on many fronts. Escalating operational costs due to volatile fuel prices, intensifying sustainability transformation pressures, capital-intensive vehicle procurement, chronic talent shortage and unscheduled and extended downtime hurt the bottom line.If you have already invested in basic solutions to optimise routes, improve driver performance, minimise fuel consumption, monitor asset health and schedule preventive maintenance, but you haven’t seen significant gains, then consider adopting these six practical strategies to record positive net income consistently.Many fleet professionals view assets as unavoidable money pits and have come to terms with their tendency to drain resources. This notion normalises inefficient fuel consumption, unreasonably high maintenance costs and frequent downtime due to sudden breakdowns. Less-than-roadworthy vehicles endanger driver and cargo safety, resulting in higher future insurance rates and lasting reputation damage.Developing a structured fleet life-cycle and replacement strategy is essential to retiring specific vehicles before they hurt company coffers. It helps you manage your budget prudently, allowing you to make informed decisions based on long-term goals instead of immediate needs.Prioritise cost per mile, vehicle age and mileage. These vital metrics indicate when an asset becomes a good candidate for retirement instead of waiting for it to become inoperable. This proactive approach reduces your total cost of ownership, allowing you to resell declining assets while their value is relatively high. The proceeds from the sale can offset the price of procuring and integrating vehicles with partial automation capabilities into your fleet.The chronic labour shortage in the logistics industry drives up fleet management costs through rising wages, extended vehicle repair times and losses arising from delays and missed deadlines. This issue predated the pandemic, and Brexit only made it worse. In 2023, UK in a Changing Europe and Centre for European Reform estimated that the UK recorded a after the freedom of movement ended.The key is to raise awareness of logistics as an exciting career at the grassroots level. Fleet managers could do more to introduce the industry to primary and secondary students. Explaining what HGV drivers and mechanics do and their contributions to society can bring prestige to these occupations. Apprenticeship programmes can work wonders, as the 2022/2023 Logistics UK survey found that roles seek them.Poor workplace design is an underrated fleet management dilemma. Slowdowns to the order fulfilment process can trigger a domino effect that ultimately inflates operational costs. They can lead to increased idle time, talent underutilisation, unmet delivery schedules and customer dissatisfaction. Workflow inefficiencies may force you to reallocate resources, reshuffling drivers and vehicles and changing routes to compensate for delays.Facility-related disorganisation is outside the purview of fleet managers. Close collaboration with warehouse management matters to increase the logical flow and speed of movement of goods within the space. Simple improvements like hanging enough high bay LED lights and installing doors can reduce errors and boost productivity.Leverage technology to ensure clear communication. Adopting a software solution that merges or helps warehouse and fleet management systems interoperate gives all relevant stakeholders complete visibility into each department’s operations. Forming a cross-functional team cultivates a culture of collaboration and shared responsibility, holding everyone collectively accountable for mistakes and preventing finger-pointing.An innovative, pragmatic approach to vehicle upkeep is necessary to decrease unscheduled downtime. Proactive tuneups and automatic maintenance scheduling are , but digitising inspection and streamlining repairs are just as important to catch red flags early, restore asset roadworthiness quickly and help technicians work efficiently.Mobile pretrip inspections are instrumental in preventive asset maintenance and compliance. Apps capture real-time data, empower drivers to communicate issues to management and facilitate recordkeeping for review, analysis and reporting. Digital work orders help you monitor repairs across your fleet and ensure none will affect delivery schedules.Upgraded gear makes life easier for your technicians and complements initiatives to play to their strengths when assigning tasks. The latest diagnostic tools can be a significant expense but also a major time-saver. They pay for themselves by reducing premature component wear, preventing breakdowns and helping you negotiate for lower insurance rates. Every new technology has a learning curve, so value proper training to upskill your personnel accordingly.Well-maintained fleet vehicles could still break down midjourney due to road conditions in the UK. According to a January 2024 report featuring data gathered by 7,000 Stan the App users, on British carriageways. This figure only covered 13% of the country’s road network, suggesting that the actual number of defects might reach 11.5 million.Areas with colder, wetter weather are more likely to have depressions in road surfaces. Local governments fill millions of potholes yearly, so it can be challenging to plan routes ahead of time to avoid them. Integrating autonomous features into fleet vehicles — like deep learning-powered object detection and adaptive suspension — should help, but real-time pothole avoidance remains an ongoing challenge.Prudent fleet managers anticipate breakdowns regardless of how properly maintained their assets are and focus on readiness. They work with preapproved local mobile mechanics and independent auto repair shops to fix broken vehicles, minimise downtime and promote driver productivity and safety.Vet freelance automotive technicians by verifying their credentials, understanding their specialisation and checking their tools. Thirty-party mechanics should be the option of last resort, so train your drivers in basic troubleshooting and equip them with proper gear.Leaving last-mile delivery to self-driving systems can make this critical aspect of logistics more efficient and less costly. Big-name companies like Amazon, FedEx and UPS have used their deep pockets to pilot autonomous last-mile delivery, proving that driverless vans and drones could feasibly reduce the operational costs of urban logistics and increase customer satisfaction.Successful autonomous vehicle integration pilots should inspire organisations with smaller fleets to innovate. However, the perceived high up-front investment is only one of the obstacles many fleet managers face. Infrastructure, regulations and consumer acceptance are also significant considerations.Fortunately, the British Parliament has passed the Automated Vehicles Act 2024 to lay the regulatory foundation for autonomous last-mile operations. In June 2025, Member of Parliament Lilian Greenwood shared an update that the government , which indicated that the policymakers weren’t cutting corners to inspire stakeholders once the law is implemented.Overhauling your fleet operations is crucial for improving your bottom line, but any change comes with opportunities and risks. Managers can try various strategies, from detailed life-cycle plans to autonomous vehicle integration. With foresight, innovation, creativity, collaboration, pragmatism and resourcefulness, you can resolve pressing pain points and overcome new challenges to be in the black.

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petek 03 oktober 2025 • Novice in posodobitve

OBMOČJA Z NIZKIMI EMISIJAMI V ŠPANIJI: KAJ MORAJO VEDETI UPRAVLJAVCI VOZNIH PARKOV

Guest

By the end of 2025, 149 Spanish cities – from Madrid and Barcelona to tourist hubs like Valencia, Alicante and Benidorm – will restrict access for high-emission vehicles. For fleet operators, that means new compliance risks, costly upgrades and tighter delivery schedules.Spain’s low-emission zones (Zonas de Bajas Emisiones, or ZBEs) are part of a wider European push to improve air quality and cut transport emissions. They already operate in major cities across the country and are enforced with fines of up to €200, with rules varying from city to city.In this guide, we explain how ZBEs work, what vehicle categories are affected and what operators need to do to keep their fleets on the road.ZBEs are being introduced under Spanish law in cities with more than (and those over 20,000 with particularly poor air quality), in order to improve urban air quality and support EU climate goals. Access to a ZBE is determined by a vehicle's environmental badge (distintivo ambiental), as issued by the Spanish Directorate-General for Traffic (DGT).The categories are:Full access● 100% electric vehicles (BEV)● Hydrogen fuel cell vehicles (FCEV)● Plug-in hybrids with at least 40km electric rangeGenerally unrestricted access● Standard hybrids (HEV)● Plug-in hybrids with less than 40km electric range● Gas-fuelled vehicles (CNG/LNG/LPG)Access with some time/area restrictions● Petrol vehicles: Euro 4/5/6 (typically 2006 onwards)● Diesel vehicles: Euro 6 (typically 2014 onwards)Increasingly restricted, often barred during peak hours● Petrol vehicles: Euro 3 (typically 2000-2005)● Diesel vehicles: Euro 4-5 (typically 2006-2013)Generally banned from all ZBEs● Petrol vehicles below Euro 3 standards● Diesel vehicles below Euro 4 standardsPetrol vehicles below Euro 3, and diesels below Euro 4 standards, are typically banned from ZBEs, although restrictions vary by city.It’s important to note that foreign vehicles must register with local city councils before entering a ZBE, even if they meet equivalent Euro standards. Without registration, compliant vehicles may face automatic fines, which has become a common issue for international hauliers operating in Spain.Madrid and Barcelona have had ZBEs in place for several years, with highly specific rules and large coverage areas. By the end of 2025, the system will expand to cover 149 cities, including smaller towns and tourist destinations such as Benidorm, Valencia, Seville and Alicante.Some cities are still implementing or gradually enforcing their zones, with transitional periods in place (e.g., warnings until late 2025 in Valencia and Benidorm). Others, such as , will start to fine non-compliant vehicles from December 2025.It should be noted that cities may have differing rules, with some allowing non-compliant vehicles for essential services, so it is important to be aware of a specific city’s rules before dispatching a vehicle. Spain is not alone: more than 320 cities across Europe now operate LEZs, with France’s Crit’Air system, Germany’s Umweltzonen and the UK’s ULEZ among the most established. For cross-border hauliers, this creates a patchwork of rules, stickers and penalties that raise compliance risks and costs.You must ensure that your vehicles display the appropriate DGT badge or register if foreign-plated. Fines for non-compliance are typically set at , although they can vary by municipality. Cities like Madrid and Barcelona have already begun issuing these penalties via automatic number plate recognition (ANPR) systems.Many logistics companies face hurdles because older diesel trucks are now banned or restricted from cities. In fact, . This means a significant number of vehicles are non-compliant and must be replaced if hauliers want to enter ZBEs.Vehicle prices are adding to the pressure: an , while are even pricier.CETM-Madrid, the Spanish Confederation of Freight Transport, estimates that cumulative outlays for Madrid-based road-freight and calls for deadline adjustments and more support.Data shows that the changes are having an impact on delivery schedules. A recent survey of businesses in pilot zones found that Congestion is also common during restricted delivery windows (8-10am), when many operators compete for access. Around also cited a lack of adequate loading/unloading areas as a major contributor to delays.This “time compression” effect – where deliveries are forced into fewer hours – creates bottlenecks at zone perimeters, raising the likelihood of late arrivals and disrupted supply chains.Schedule disruption extends beyond vehicle routing to workforce management. Barcelona's approach to ZBEs illustrates the challenge: the city offers (21:00-07:00) to reduce daytime congestion, but Spanish labour agreements state that night-work pay has premiums of approximately 25%.This creates a difficult choice for fleet operators: accept daytime congestion and delays, or absorb increases in labour costs for night operations.Despite the challenges, ZBEs deliver clear public health gains. Studies of the Madrid Central LEZ recorded (NO₂) within the zone. Broader European research shows soot emissions dropping by up to .These reductions translate directly into improved air quality, fewer respiratory illnesses and reduced hospital admissions. For urban residents – and drivers spending hours in congested traffic – the health benefits are tangible if inconvenient. “Low emission zones are here to stay,” comments Raqual Martinez, European Sales Manager at SNAP. “The challenge for our community is adapting without compromising efficiency or driver welfare. At SNAP, we’re committed to supporting fleets in Spain and across Europe, helping them turn regulatory change into operational advantage.”While we can’t change the LEZ rules, our intruck app makes life on the road simpler. Drivers can use it to find and book secure truck parking and washing, see what facilities are available at each stop, and plan rest breaks that fit tighter delivery windows – whether they’re running into Madrid, skirting Barcelona, or crossing borders on longer routes. Download the today for smoother operations across Spain's evolving transport landscape.

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petek 26 september 2025 • Novice in posodobitve

KAKO POSTATI VOZNIK TOVORNJAKA

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.