[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” custom_padding=”||0px|||” 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||154px|||” hover_enabled=”0″ global_colors_info=”{}” sticky_enabled=”0″]<\/p>\n
The dangerous goods transport sector under ADR is in transition, driven by the urgency to reduce carbon emissions and dependence on fossil fuels. Emerging technologies such as Liquefied Natural Gas (LNG) and hydrogen have started to gain ground in this sector. However, the deployment of these fuels presents technical, regulatory and operational challenges that need to be addressed for widespread adoption.<\/p>\n
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LNG has been the first alternative fuel to show viability in the transport of dangerous goods. It offers a considerable reduction in CO2 emissions compared to traditional diesel, and is less flammable than other fossil fuels, which makes it attractive from a safety point of view. However, the use of LNG requires adaptations in tankers, mainly in the storage tanks, which must withstand extremely low temperatures to keep the gas in a liquid state.<\/p>\n
Operational challenges related to LNG include the infrastructure for its distribution. Although Europe has made significant progress in building LNG bunkering stations, there is still a limitation on certain strategic routes. In addition, drivers of these vehicles require specialised training to handle the technology and ADR regulations applicable to this fuel. Even so, adoption has been faster due to the relatively low barrier to entry and fuel cost savings.<\/p>\n
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Hydrogen is widely considered the fuel of the future, particularly in heavy transport. Its advantages are clear: it is completely carbon-free, making it a sustainable option. However, the adoption of hydrogen-powered vehicles in dangerous goods transport faces several major challenges.<\/p>\n
First, there is the issue of infrastructure: the number of hydrogen refuelling stations is currently limited, which restricts the feasibility of long routes. In addition, the hydrogen production process itself is costly and still relies heavily on non-renewable energy sources, which reduces its positive environmental impact.<\/p>\n
From a safety point of view, hydrogen presents unique challenges due to its explosive properties. Its storage and transport require specialised tanks and highly sensitive detection systems to prevent leaks. This also implies a constant review of ADR regulations, which need to be adapted to include specific requirements for hydrogen.<\/p>\n
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Apart from LNG and hydrogen, other solutions are emerging, such as biofuels and electric vehicles for the transport of dangerous goods.<\/p>\n
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One of the main regulatory challenges in the adoption of alternative fuels under the ADR framework is the need to continuously update regulations. Fuels such as hydrogen and LNG require new storage, transport and handling regulations, which creates a learning curve for both operators and regulators.<\/p>\n
In addition, transport companies must invest in continuous training for their drivers and maintenance personnel. Handling fuels such as LNG or hydrogen involves specific risks that require specialised knowledge, from monitoring fuel tank conditions to responding appropriately in case of emergencies.<\/p>\n
As more stringent environmental policies are implemented in Europe and other key markets, the adoption of alternative fuels such as LNG, hydrogen and biofuels is likely to continue to expand. However, the speed of this transition will largely depend on the evolution of infrastructure, technological development and the regulatory framework.<\/p>\n
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For more information on dangerous goods transport or any of our services, please do not hesitate to contact us.<\/a><\/p>\n [\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section]<\/p>\n","protected":false},"excerpt":{"rendered":" Emerging technologies such as LNG and hydrogen have started to gain ground in this sector…<\/p>\n","protected":false},"author":1,"featured_media":258904,"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
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