International heavy goods transport forms the backbone of contemporary global trade. In the European Union in 2024, over 13.1 billion tons of cargo were transported by road, translating to 1,867 billion ton-kilometers. International transport accounted for approximately 24.6% of this enormous volume, with Poland having the largest share (19.7%) followed by Germany (15.0%).
However, behind these impressive statistics lie numerous operational, regulatory, and infrastructural challenges that carriers face daily on European and Asian routes. The value of road transport in foreign trade fell year-on-year by as much as 34.5 billion zlotys, illustrating the scale of problems in international freight transport.
What Will You Learn From This Article?
- What are the regulations in Europe?
- What are the infrastructure problems?
- Why is there a driver shortage?
- What is the Silk Road?
- What are the risks in Asia?
- How do standards differ?
- What are the technological solutions?
- What are the language barriers?
- What are the recommendations?
2025 Regulations Change Transport Rules
The most common problem among carriers is adapting to increasingly complex legal requirements. The Mobility Package introduced in 2020-2022 significantly changed the rules of the game in international transport. The obligation to return vehicles to base every 8 weeks, harmonization of cabotage wages, and strict standards for driving and rest times have increased the operational costs of transport companies.
From 2025, the sector faces another wave of changes. The obligation to return trucks every 8 weeks to the country of registration has been abolished, bringing relief to international carriers. At the same time, the SENT system is being extended to foreign carriers, and the introduced Trust & Check systems (enabling automatic customs clearances for companies with AEO status) as well as new AIS/IMPORT PLUS and NCTS2 PLUS platforms require significant investments in TMS system modernization.
Companies must implement new generation tachographs and electronic consignment notes e-CMR. From operators’ practice, it appears that the costs associated with this process are not only equipment purchases, but also the need to conduct employee training and update IT systems. The average cost of implementing new systems for a company with a fleet of 20-30 vehicles is approximately 150-200 thousand zlotys.
Transport services must now meet significantly higher electronic documentation standards. Every shipment of goods in international transport requires precise tracking and reporting. This means that traditional management methods are no longer sufficient – transport companies must invest in modern fleets equipped with telematics.
Infrastructure Limits European Route Capacity
Congested TEN-T corridors are a daily pain for carriers. The A4 motorway connecting Poland with Germany, the A2 leading to the Belarusian border, or the A1 toward the ports in Gdańsk are particularly problematic areas. During peak hours, truck speeds drop below 30 km/h, which translates into delivery delays and increased fuel costs.
If you’re just starting your business in international transport, pay attention to the shortage of secure truck parking. Throughout Europe, there is a shortage of approximately 15 thousand parking spaces, forcing drivers to rest in places not intended for this purpose. Police statistics show that 70% of cargo thefts in Europe occur precisely during stops in dangerous places.
Electronic toll systems add another layer of complexity. Transporting goods between the Netherlands and France requires using different operators – viaTOLL in Poland, e-TOLL in the Czech Republic, GO BOX in Austria. Each system has its own tariffs and charging rules. On average, a transport company spends annually 5-8 thousand zlotys on various electronic payment devices.
Border controls at the EU’s external borders, especially at Poland-Ukraine and Poland-Belarus crossings, are an additional source of delays. During the summer season, waiting time for clearance can reach 8-12 hours. Road transport on these routes requires careful planning of transit time, taking into account possible standstills.
380 Thousand Professional Drivers Missing
In 2024, transport companies’ operational costs rose dramatically. Diesel remained for a long period above 6 zlotys per liter, which with average consumption of 32-35 liters per 100 km means that fuel costs for the Warsaw-Berlin route amount to approximately 600-700 zlotys. Additionally, rising financing costs – high interest rates translated into a 15-20% increase in truck leasing installments.
However, the most serious problem remains the shortage of drivers. Throughout the European Union, there is a shortage of approximately 380-425 thousand professional drivers, which represents about 10% of all positions in the industry. From operators’ practice, it appears that in the next 5 years, half a million experienced drivers will retire.
Wage pressure at record low unemployment particularly affected industries such as transport. The average salary of an international driver increased over two years by 30-40%, which for companies with large fleets means additional costs of millions of zlotys annually. Delivery timeliness has become a greater challenge when there’s a shortage of workforce.
The number of unprofitable companies in the transport industry increased by 41% year-on-year – the worst result among all economic sectors. The total debt of the TSL sector in the period January-November 2024 reached nearly 1.5 billion zlotys, approximately 15% more than a year earlier.
The Silk Road Has Bottlenecks
Transport from Poland to China via the New Silk Road encounters unique infrastructural problems. The biggest bottleneck is the transshipment terminals in Brest and Terespol – practically one bridge over the Bug River must handle all traffic between Europe and Asia. During peak season, waiting time for reloading from European to Russian gauge can reach 3-4 days.
Differences in rail track widths extend transport from the standard 14-15 days to 22-26 days. Each load must be reloaded at least twice – at the Polish-Belarusian border and often also in Małaszewicze. The cost of such reloading averages 200-300 euros per container, significantly affecting the competitiveness of this route compared to maritime transport.
The shortage of return wagons poses an additional logistical problem. Statistics show that 85% of trains go from China to the EU, while only 15% in the opposite direction. This means that wagons often stand empty at stations, waiting for return loads, generating additional parking costs.
An alternative solution is the broad-gauge LHS line in Sławków, which allows bypassing the Brest-Terespol bottleneck. However, its current capacity is approximately 15 million tons annually, which is only a fraction of needs. Investments in expanding this infrastructure could significantly improve the situation in international freight transport.
Road transport on Asian routes is also characterized by specific organization. In many countries, “road trains” are used – tractors with two or three semi-trailers, which allows increasing the efficiency of long-distance transport. Standard configuration can reach a length of up to 25 meters with a total mass of 60-80 tons.
Geopolitical Risk Blocks Asian Borders
“Zapad-2025” military exercises and the resulting border closures perfectly illustrate the impact of geopolitical factors on international transport. The stoppage of Polish-Belarusian traffic for several days caused standstill costs for hundreds of transport companies, forcing them to seek alternative routes through Kazakhstan and Caucasus countries.
Each shipment of goods on Asian routes requires complex documentation. TIR documents, bank guarantees, and customs deposits are standard requirements, but each country has its specific regulations. In China, additional sanitary certificates are required, in Russia – detailed customs declarations, and in Central Asian countries, local transit permits are often necessary.
Differences in ADR classification and transport of dangerous goods cause additional complications. What is classified as safe under European standards may require special procedures in Asian countries. The cost of obtaining all necessary permits for transporting dangerous goods from Poland to China is approximately 3-5 thousand euros.
From operators’ practice, it is crucial to prepare crisis procedures in case of border closures. Transport companies must have contracts with several forwarders on different routes, flexible insurance policies covering political risk, and communication systems allowing for quick rerouting of transports.
Transport services on Asian routes also require specialized knowledge of local business customs. Differences in contract interpretation, payment terms, or complaint procedures can lead to serious conflicts. Many companies employ local consultants or cooperate with international forwarding companies with representatives in destination countries.
Safety Standards Differ Between Continents
In Europe, tractor units pulling tarpaulin or refrigerated semi-trailers dominate. Standard configuration (2-axle tractor plus 3-axle semi-trailer) reaches approximately 18-19 meters in length and up to 40 tons of permissible total mass. The European Union introduced uniform limits – maximum total mass of 40 tons for a set with a semi-trailer up to 18.75 meters long.
In Asia, the situation is much more diverse. Road quality in Thailand and Vietnam surpasses standards in Laos or Cambodia. Many routes in rural regions are still unpaved roads with limited load capacity. A truck that moves without problems on highways in China may have difficulty passing through mountain passes in Kyrgyzstan.
Speed limits differ dramatically – from 120 km/h on Chinese highways to 70 km/h in Kyrgyzstan. Control systems also differ – in Europe, automation and electronic monitoring systems dominate, while in Central Asian countries we still often encounter military or police controls.
Cargo safety standards require special attention. European ADR standards are not universally recognized outside Central Asia. Transport of dangerous goods requires additional certificates and often the use of different securing procedures. For example, what is classified in Europe as class 3 (flammable materials) may in some Asian countries require procedures characteristic of class 2 (gases).
Service infrastructure also differs. In Europe, we have an extensive network of authorized services and access to original spare parts. In Asia, especially on transit routes, often the only option is local workshops of varying service quality. Therefore, transport companies invest in modern fleets equipped with remote diagnostic systems and stocks of the most important spare parts.
Technology Optimizes Costs and Efficiency
Telematics and GPS systems are revolutionizing international freight transport management. Modern systems allow real-time cargo monitoring, route optimization accounting for traffic jams, and automatic collection of road tolls. The average cost of implementing telematics in a transport company is 2-3 thousand zlotys per vehicle, but pays back within 8-12 months through fuel savings and penalty reduction.
TMS (Transport Management System) software is becoming standard in professional transport. Systems such as fireTMS or IBCS integrate order management, invoicing, e-CMR, and reports in one platform. Process automation minimizes human errors and speeds up document circulation – on average by 40-60% compared to traditional methods.
Digitization of documentation, especially e-invoices and eFTI (Electronic Freight Transport Information), is not only a legal requirement but also a significant operational facilitation. The electronic consignment note e-CMR reduces border clearance time by 15-20 minutes at each crossing, which with intensive international traffic translates into thousands of zlotys in savings annually.
Green fleet is gaining importance not only for environmental reasons but also economic ones. Electric trucks, hydrogen drives, and ESG certificates are becoming requirements of many contracts. Investments from the National Recovery Plan support fleet modernization – grants can cover up to 50% of the costs of purchasing an electric vehicle.
Cooperation through digital platforms and API integration allows data exchange between different TMS systems, avoiding informational bottlenecks. Transport companies increasingly connect their systems with customer platforms, allowing automatic generation of orders and settlements. From operators’ practice, such integration can increase operational throughput by 25-30%.
Language Barriers Hinder Driver Communication
Transport between European countries requires communication in several languages simultaneously. A Polish driver carrying out an order from Germany to Romania must communicate in at least three languages. Documents often need to be translated, and differences in interpretation of traffic regulations can lead to fines or insurance problems.
In Asia, complex alphabets (Chinese, Cyrillic) and local dialects pose an even greater challenge. Even basic activities such as refueling or buying provisions can be problematic without knowledge of the local language. Many companies invest in mobile applications with specialized translations or employ drivers who know the languages of destination countries.
Different transport customs and occupational health and safety standards in individual countries require special attention. In some Asian countries, different standards for driver working and rest times apply. For example, in Japan, overtime limits have been introduced, reducing driver availability, but in Central Asian countries, standards may be more liberal.
Cultural differences also affect the way business is conducted. Punctuality, contract interpretation, or complaint procedures can differ significantly. In Asian countries, greater emphasis is placed on building long-term business relationships, while in Europe, a transactional approach dominates. Understanding these differences can be crucial for success in international transport markets.
Recommendations for International Carriers
Route optimization taking into account alternative routes is the foundation of efficient international transport. The broad-gauge LHS line in Sławków offers a bypass of the Brest-Terespol bottleneck, southern corridors through UZ (Uzbekistan) can be an alternative with geopolitical problems in the north. Professional route planning taking into account road tolls, traffic restrictions, and parking availability can reduce operational costs by 10-15%.
Investments in TMS with telematics, e-CMR, and integration with AIS/NCTS2 systems are not a cost, but an investment that pays back in the medium term. Transport companies that have implemented comprehensive management systems report on average 20% increase in operational efficiency and 25% reduction in documentation errors. ROI of such investments typically amounts to 18-24 months.
Fleet modernization in accordance with ESG requirements and vehicle electrification allows avoiding the increase in CO₂ taxes planned throughout the European Union. Vehicles meeting the highest environmental standards have access to preferential insurance rates and can use dedicated traffic lanes in some countries.
Driver training and retention require a systematic approach. The most effective are programs combining salary increases (10-15% annually) with additional benefits such as private insurance, company cars for families, or flexible work schedules. Succession plans in response to aging workforce should include recruitment of young drivers and mentoring by experienced employees.
Crisis procedures in case of geopolitical border closures must be prepared in advance. Best practices include: contracts with at least three different forwarders on each route, insurance policies covering political risk, communication systems allowing for real-time transport redirection, financial reserves to cover additional costs of alternative routes.
Summary
International heavy transport faces unprecedented challenges, but companies that invest in modern technologies, build flexible operational procedures, and care for personnel have a chance not only to survive difficult times but also to benefit from a competitive advantage over less prepared rivals.
The key to success is combining knowledge of local specifics with global technological and operational standards. EU regulations from 2025, driver shortage, and rising operational costs force carriers to quickly adapt and invest in digitization.
From operators’ practice, companies that treat challenges as an impulse for modernization fare best. Investments in TMS systems, telematics, and employee training pay back within 18-24 months, while simultaneously increasing competitiveness in the demanding international transport market.
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