As a result of many narrow streets, the historic center of Rome is practically beyond the reach of HGV. On the other hand, there are loads of small shops and restaurants there, which we make deliveries to on a less or more regular basis. The most effective way to move greater goods volume in that area is simply to haul max. payload of tautliner to some warehouse around it and then, distribute it from there into this historical part of the city by light commercial vehicles.

The same model of distribution is preferred in other European metropolis. Especially, when it comes to capitals, the entry to their very center is more and more often narrowed down to heavier trucks that only meet  requirements of the EURO 6 norm for diesel motors. Not respecting this ban and getting in these zones by older truck could mean facing a fine up to 1300€ in London and 2700€ in Copenhagen.

Such strict restrictions must have increased a role of small trucks with the loading capacity of 20m3 in general transport workflow. Not to only mention the so-called ‘last mile logistics’, but it also affected the long distance haulage in other way. For instance, a single euro pallet of goods or even a few of them weighting up to 1t in total , going on the way from Warsaw to London, used to be taken before as a part loads by lorries, but not anymore. It doesn’t pay off. Especially, when we take into account that in London, a day-permission to enter the ultra-low emission zone by van,  which does not meet requirements of the EURO 6 norm for diesel motors, costs only 12,5£ comparing to 100£ per day for driving in there by HGV, which does not meet this norm .