[et_pb_section fb_built=”1″ _builder_version=”4.16″ custom_padding=”21px||0px|||” global_colors_info=”{}”][et_pb_row _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” min_height=”1084px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.20.4″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” custom_padding=”0px|||||” hover_enabled=”0″ global_colors_info=”{}” sticky_enabled=”0″]<\/p>\n
The implementation of Low Emission Zones (LEZs) has raised concerns and questions among many citizens. What are they really? How do they impact us? Can I drive my vehicle? Are they effective? Below, we will clarify some of these doubts.<\/p>\n
Since 1 January, Low Emission Zones (LEZs) have been a reality in some Spanish cities, although not all of them have been activated yet. In total, 149 municipalities in Spain, those with more than 50,000 inhabitants, must establish at least one of these areas with restrictions. They have until the end of this year to implement them.<\/p>\n
They are delimited areas within cities where restrictions on access, circulation and parking of highly polluting vehicles are applied. The purpose is to mitigate greenhouse gas emissions and improve air quality. So far, few municipalities have formalised their EPZs.<\/p>\n
Each municipality has been working on measures to encourage responsible mobility and improve air quality. Now, they need to take additional measures depending on what has been achieved and what data is available. However, given that we are at the end of the local legislature, those who have worked on these initiatives from the beginning are likely to reap successes, while those who did not will find it difficult to pick up projects and intentions after the summer.<\/p>\n
To date, only Madrid, Barcelona and Seville (in their first phase) have implemented the EPZs. The other municipalities are still working on their establishment. The implementation of ZBEs has not entirely convinced Spanish drivers. According to a survey by the RACE Drivers’ Observatory, 61% of those surveyed are opposed to these restrictions, and 31% will avoid driving in these zones as far as possible. Drivers consider that these restrictions penalise the use of private vehicles without taking other factors into account.<\/p>\n
In the rest of Spain, as in Madrid and Barcelona, control of access to these protected areas is based on the environmental labels issued by the Directorate General of Traffic (DGT). Vehicles with a 0 label (blue colour, for electric and plug-in hybrid vehicles) and ECO (gas and hybrid vehicles) are the only ones that are exempt from restrictions and can circulate freely. All other vehicles are subject to restrictions.<\/p>\n
As mentioned above, the EPZs will affect 149 municipalities in Spain, where 25 million people reside, i.e. 53% of the country’s population according to INE data. However, so far, only 20 of the 149 municipalities (13%) have started to present their measures for the implementation of ZBEs. The law gives each municipality the authority to determine which vehicles will be banned from access, but establishes common guidelines that aim to restrict those without an environmental sticker.<\/p>\n
The Climate Change and Energy Transition Law establishes the need to take measures based on the classification of vehicles contained in the General Road Traffic Regulation, i.e. the DGT labels.<\/p>\n
In 2018, the DGT issued an order that classifies vehicles according to their pollution level and awards environmental stickers in four categories.<\/p>\n
<\/p>\n
According to recent data, 64.6% of vehicles in Spain do not have a label or have a B label, which are the most polluting categories. These vehicles are responsible for more than 90% of nitrogen oxide (NOx) and particulate matter emissions.<\/p>\n
Car manufacturers’ association Anfac argues that, from an air quality perspective, the focus should be on older vehicles (unlabelled or B-labelled), rather than affecting new vehicles with C, ECO and ZERO labels. The priority should be to reduce the impact of the most polluting vehicles, which account for the majority of emissions.<\/p>\n
Some experts argue that the debate on LEZs has focused too much on environmental quality and not enough on responsible mobility. PONS Mobility prefers to talk about “Responsible Mobility Zones”, urban places that, due to their configuration, should promote a people-oriented mobility model. The debate should not focus so much on whether vehicles have a C label or not, but on whether or not vehicles should have access to certain urban areas.<\/p>\n
No, the practical application of the model designed in the Royal Decree by the Ministry for Ecological Transition depends on the decision of each municipality. The lack of a common framework has led to a disparity of criteria that confuses drivers and companies. Anfac is calling for greater uniformity between the different ZBEs so that citizens know which rules to follow when travelling from one city to another.<\/p>\n
To address the lack of clarity in regulations, the Directorate General of Traffic (DGT) has developed a platform called DGT 3.0 so that users and platforms can access up-to-date information on local restrictions and avoid unnecessary fines.<\/p>\n
Cities will have to clearly mark these zones with a new approved vertical traffic sign indicating the protected space. Alongside this sign, they must specify which vehicles can enter according to their environmental badge.<\/p>\n
The fine for breaching these restrictions is 200 euros in all EPZs, with the possibility of halving this fine if paid voluntarily within 20 days of receiving notification of the fine. This can be problematic when travelling to a city that is not your usual one and you are not familiar with the EBZ limits.<\/p>\n
In summary, Low Emission Zones are a reality in Spain, although their implementation and regulation varies from city to city. As more municipalities adopt them, it is important that drivers are informed about the restrictions and environmental labels to avoid fines and problems when driving in these areas. The debate on what EPZs should look like and which vehicles should have access to them continues to be a topic of discussion and evolution in the search for effective solutions to improve air quality and sustainable mobility.<\/p>\n
If you would like more information about dangerous goods transport or any of our services, please do not hesitate to contact us<\/a>.<\/p>\n <\/p>\n <\/p>\n [\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section]<\/p>\n","protected":false},"excerpt":{"rendered":" La implementaci\u00f3n de las Zonas de Bajas Emisiones (ZBE) ha generado inquietudes y preguntas entre muchos ciudadanos. \u00bfQu\u00e9 son realmente? \u00bfC\u00f3mo nos impactan? \u00bfPuedo circular con mi veh\u00edculo? \u00bfSon efectivas? A continuaci\u00f3n, aclararemos algunas de estas dudas.<\/p>\n","protected":false},"author":1,"featured_media":257623,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_seopress_robots_primary_cat":"","_seopress_titles_title":"","_seopress_titles_desc":"","_seopress_robots_index":"","_et_pb_use_builder":"on","_et_pb_old_content":"La crisis de los conductores de mercanc\u00edas: el reto inminente del transporte<\/h1>\r\nLos transportistas de mercanc\u00edas tienen un papel clave, ya que son los encargados de garantizar el transporte de bienes y productos necesarios para mantener un correcto funcionamiento de las distintas cadenas de suministros. Este proceso a su vez es esencial para la econom\u00eda del pa\u00eds, ya que asegura el abastecimiento de las empresas y su capacidad para generar empleo e ingresos.\u00a0 <\/span>A pesar de su importancia, esta profesi\u00f3n parece estar en peligro de extinci\u00f3n y esta situaci\u00f3n no parece generar suficiente alarma entre las autoridades pertinentes.<\/span>\r\n\r\n\u00bfSab\u00edas que s\u00f3lo el 6% de los conductores que trabajan en el sector europeo del transporte de mercanc\u00edas por carretera son j\u00f3venes?<\/b>\r\n\r\nEsta cifra resulta muy alarmante <\/span>y es importante que se tomen medidas inmediatas para evitar que la situaci\u00f3n empeore a\u00fan m\u00e1s.<\/span>\r\n\r\nEn Espa\u00f1a se presenta una situaci\u00f3n similar, el 70% de los transportistas tienen m\u00e1s de 50 a\u00f1os. La brecha existente entre los conductores que se jubilan y los transportistas nuevos que se incorporan en esta profesi\u00f3n sigue aumentando y se espera que esta situaci\u00f3n se triplique en toda Europa. Actualmente, se estima que se necesita contratar a medio mill\u00f3n de conductores, y se prev\u00e9 que la tasa de puestos vacantes para transportistas aumente hasta superar el 60% para el a\u00f1o 2026.<\/span>\r\n\r\nEl problema de la falta de conductores de camiones, que ahora se ha convertido en una emergencia, comienza a ser una preocupaci\u00f3n para los 27 pa\u00edses miembros de la Uni\u00f3n Europea, gracias a las organizaciones del sector que han llamado la atenci\u00f3n sobre ello. En respuesta, la Comisi\u00f3n Europea ha propuesto adelantar la edad m\u00ednima para obtener la licencia de conducir C para veh\u00edculos pesados a los 17 a\u00f1os, permitiendo que los j\u00f3venes conduzcan bajo supervisi\u00f3n hasta los 18 a\u00f1os. Aunque esta medida podr\u00eda ayudar en la actual crisis de falta de conductores, no ser\u00e1 suficiente para solucionar el problema por s\u00ed solo. Adem\u00e1s, en muchos pa\u00edses de la UE se requiere tener m\u00e1s de 21 a\u00f1os para conducir un cami\u00f3n, y en algunos casos incluso m\u00e1s de 24 a\u00f1os.<\/span>\r\n\r\n\u00a0\r\n\r\n\u00bfCu\u00e1l es la titulaci\u00f3n requerida para convertirse en conductor o conductora de un tr\u00e1iler?<\/b>\u00a0<\/span>\r\n\r\n\u00a0\r\n
\r\n \t
\r\n \t