Truck Europe

[Siri]

We are one of the world's largest commercial vehicle manufacturers, with over 40 production sites around the globe and more than 100,000 employees. We offer light, medium and heavy duty trucks, city and intercity buses,coaches and bus chassis. Tailored financial services are also part of our portfolio.

Film was started by Jeremie Daclin, the founder of Clich , with the aim to create a successful truck company based in Europe. Jeremie is trying to help make it possible for European pros to financially live off skating, and to offer the everyday European skater affordable products without overseas markups.

The other thing is that all those big industry companies are far away from Europe and France. In my city of Lyon, I will not meet anyone from any other major skate company. So I am far away from all of those industry problems.

When you were skating those other trucks, did you notice some things that you wanted to change or make different?
Oh yeah. For example, the back of the truck near the pivot cup, from my experience, needs to be really skinny because when you tailslide it grinds on the curb and slows you down. Also, the height of the truck, I knew I wanted more than a mid truck. Independent is 55mm high and Film trucks are 53mm.

How much does it cost to produce a truck?
The hard part about trucks is that to get a new shape for the trucks, you have to get a 3D mold of the hanger for every size you want. Every mold is about $6,000-7,000. You also have to pay for the mold for the baseplate. The same base plate goes on every size. You could do just one size but usually, you have about four sizes. So you need four molds for hangers, plus the base plate mold.

What will Film do that other truck companies are not doing?
I really want to see the trucks more as a board company. Like getting lots of artists to put their designs on the trucks and collaborating with other companies. You can do lots of interesting things on trucks, more than just the silver color.

This study analyzes the total cost of ownership (TCO) of battery electric trucks (BET) in the highest emitting road freight segment: long-distance tractor-trailers. The research covers seven European countries, Germany, France, Spain, Italy, Poland, the Netherlands, and the United Kingdom, which accounted for more than 75% of truck sales in the European Union in 2019. The analysis considers vehicle retail price, financing and residual value, registration and ownership taxes, electricity and diesel costs, maintenance costs, road tolls, battery replacement, and charging infrastructure costs from a first-user perspective over a 5-year analysis period.

Regulatory support can all but eliminate the current TCO gap between BETs and diesel tractor-trailers. These include purchase premiums, road tolls exemptions, and carbon pricing. While some of these policies have already been adopted in the countries studied, others are active policy developments that have not yet been adopted. To close the cost gap and accelerate the deployment of BETs in Europe, policymakers should implement the Eurovignette Directive into national law as expeditiously as possible. In addition, extending the European Emissions Trading Systems to include transport and instituting tax discounts for renewable electricity would also accelerate cost of ownership parity.

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The analysis covers the most common truck types in the region, ranging from long-haul to urban delivery vehicles. It investigates seven truck decarbonization pathways for combustion or and electric powertrain technologies with different fuel options (see figure below).

As the heavy-duty commercial vehicle industry grapples with the high upfront costs, technological challenges, and unfamiliarity of vehicle electrification, the hydrogen ICE (H2-ICE) is emerging as a viable option for operators looking to de-risk their move away from diesel.

From July 2024, all new trucks sold in the EU must comply with the updated General Safety Regulations (GSR), which require a wide range of mandatory advanced safety features. The EU estimates the new regulations will save more than 25,000 lives by 2038, representing a giant step in its long-term goal of zero deaths on European roads by 2050.

Our vision is to positively influence every journey in the world and our engineers are utilising the latest test facilities and simulation tools to improve lives by making journeys safer, cleaner and smarter.

RTI provides the leading communication framework for E/E and SDVs. Connext Drive is the first platform-independent ASIL-D certified framework and is used by many of the top automotive companies to develop and run their next-generation vehicles. RTI software runs 2,000+ mission-critical systems including 250+ autonomous vehicle programs.

Roland Berger, founded in 1967, is the only leading global consultancy of German heritage and European origin. With 2,400 employees working from 35 countries, we have successful operations in all major international markets.

Hi everybodyI'd like to become a truck driver in USA but i'm french and i'd like to know if european trucks driver's licences are valid in USA and to know how to validate these licences in USA.Is it better for me to obtain the CDL in USA or to obtain its equivalent in europe and validate it in USA?

You would have to get a US one, as far as I l know you would have to have a US address and regular license for at least a year before you would be eligible for one. Then you would need to take and pass the tests.

1 - A European Trucking License is not valid to operate a Commercial Vehicle here in the states, there is no reciprocity.2 - For the most part, you must have a US regular drivers license for a year, to obtain a CDL (most companies require this also).3 - If you are not a US Citizen, you must have a green card or other work authorization to operate a Commercial Vehicle (or, legally, to get ANY EMPLOYMENT). Many states (like FL) will not even issue a regular operators license, without "legal status" in the US.

If you are HERE ALREADY, and have held a regular US license, and have authorization to work - then you shouldn't have any issues. If you live in Europe - you won't be able to just come over, get a CDL and go right to work.

I went to school with man who was a truck driver from Netherlands. Although he had a cdl from another country he was still required to take a cdl training course in the United States. Unfortunately I dont know if the fact that he held a CDL in Europe made it easier to find a driving job in the U.S. Good luck, Mathieu. I hope you can achieve your truck driving goals.

The CDL license is administered by each state, although the requirements and regulations are from the federal government. This means there is no way to practice and test for, say, a Virginia CDL while you are not even in the United States. (To confuse things, if you are a resident of Virginia and go to CDL school in Missouri, you can take and pass the test in Missouri but you'll still have to go home to VA to get your paper CDL license.)

Have you considered Canada? Quebec has a license reciprocity agreement with France. It takes a couple of months for them to verify your driving experience but you can drive for 6 months with your French license as long as you have a work permit. Their only concern is that you have driving experience - they don't care that you got your experience in Europe. There is no residency requirement. You can read more about Quebec Class 1 licenses here:

Did you know you can fill out one quick form here on TruckingTruth and apply to several companies at once for paid CDL training? Seriously! The application only takes one minute. You will speak with recruiters today. There is no obligation whatsoever. Learn more and apply here:

The European truck driver profession has an ageing population with an average age of 47. One third of truck drivers are over 55 and expected to retire in the next ten years, while less than 5% are below 25 years of age.

Over half of operators are providing performance rewards and increasing salaries to better retain and attract drivers. In Europe, on average, the gross salary of a truck driver is 55% higher than the national minimum wage, reaching as high as 133% in the Netherlands.

The high cost of obtaining a truck driving licence and professional qualifications in Europe, which is on average 3.7 times greater than the average monthly minimum wage, constitutes a significant barrier to attracting people to the profession, especially young people.

Only 4% of European truck drivers are women. Germany (7.2%), Romania (6.1%) and France (4.5%) have the highest shares of women truck drivers. The availability of secure working conditions and access to well-equipped rest zones are the primary concerns for women. Improving them is key to attracting more women to the profession.

80, 90 or 100 km/h truck speed on the highway? It may not make much of a difference while driving, but in many European countries exceeding the permitted truck speed limit can result in significant fines. However, road safety and the reduction of pollutant emissions are also strong arguments for adhering to speed limits.

From the Norwegian Sea to the Mediterranean, from the Black Sea to the Atlantic Ocean: There are about 40 European countries with probably 40 types of regulations. The rules in each country may not be fundamentally different, but when it comes to fines, the details can be critical. For example, some countries have special semitruck speed limits, while others do not. Even in built-up areas there are sometimes differing rules for trucks, and outside built-up areas the speed limit on rural roads ranges from 60 to 90 km/h.

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