Economic signals, transport capacity trends, and insights into the DSV x Schenker integration

In this update…

Each quarter, we share an update on the latest market developments affecting road transport across Europe.

As always, we begin with key economic trends, followed by updates on capacity and pricing, and an outlook for the European road transport market in H2 2025. We then cover recent regulatory changes concerning dangerous goods and the EU Mobility Package. This edition features insights from DSV Road CEO Helmut Schweighofer on the DSV x Schenker integration, along with an overview of the latest dynamics in biofuel usage.

General economic development: Euro area

• The Gross Domestic Product (GDP) In the Euro Area was worth 16,406 billion US dollars in 2024, according to official data from the World Bank. The GDP value of Euro Area represents 14.74% of the world economy.
• Eurozone consumer price inflation held steady at 2.0% year-on-year in July 2025, unchanged from June but slightly above market expectations of 1.9%, according to preliminary estimates. 
• This marks the second consecutive month that inflation has aligned with the European Central Bank’s official target.
• A slowdown in services inflation (3.1% vs 3.3% in June) helped offset faster price increases in food, alcohol & tobacco (3.3% vs 3.1%) and non-energy industrial goods (0.8% vs 0.5%).
• Energy prices continued to decline, falling by 2.5% following a 2.6% drop in June.
• Meanwhile, core inflation, which excludes energy, food, alcohol, and tobacco remained unchanged at 2.3%, its lowest level since January 2022.

_{Source: Eurostat}

Transport capacity and fuel prices

^{Source: Transporeon Market Monitor (Subscription required), EC Oil Bulletin} 

Europe’s road freight market continues to face a mix of demand dynamics.

There has been a short-term easing in demand pressure, but some demand pressure is expected to return in the medium to long term. Overhead costs remain stable, while truck maintenance costs increased slightly by 2.3%. In Q1 2025, transport employee wages rose by 4.5% year-on-year across the EU. The biggest factors currently driving the benchmark road freight index are demand-side related. Spot rates have declined for the 2nd quarter in a row, reflecting softer, shorter-term consumer demand, especially in retail and automotive. While consumer fundamentals are improving across the board, spending might pick up and provide upwards pressure for rates mid-term. Inflation is steady at 2% and the ECB´s interest cuts have brought borrowing costs to their lowest levels in over a year. Demand is expected to rebound mid-term, potentially lifting freight volumes and rates.

_{Source: iru}

Regulatory updates and email fraud alert

ADR 2025 - New regulations to the international carriage of dangerous goods by road

1st Jul 2025: The updated regulations for the international transport of dangerous goods by road came into effect in January 2025. Full compliance is mandatory starting from July 1, 2025. Drivers are required to keep all necessary documentation in the vehicle, and those carrying limited quantities must have documented awareness training unless they possess a valid ADR certificate.
^{Source: unece.org}

EU Mobility Package – SMART Tachographs with GPS Monitoring

18th Aug 2025: By August 18, 2025, all vehicles used in international road transport must upgrade from first-generation to Smart Tachograph Version 2, which features GPS tracking to help authorities more effectively monitor drivers’ working hours and rest periods.

From July 1, 2026, the same requirement will apply to light commercial vehicles over 2.5 tonnes used for international or cabotage operations, marking a major shift for smaller operators. These updates are part of the EU Mobility Package, aimed at improving road safety, driver conditions, and fair competition across the European transport industry.
^{Source: europa.eu}

DSV x Schenker: Driving the future of road transport

The integration of Schenker marks more than a merger – it is a transformation. We are consolidating people, systems, and structures to build a unified, agile network that simplifies logistics. With a shared mindset and a journey towards one integrated IT platform, we are reducing complexity while taking speed, reliability, and visibility to the next level.

Our goal is simple: to make it easier for our customers to do business with us and keep their supply chains flowing. We are committed to helping our customers grow, simplifying logistics, and being a trusted partner every step of the way.

Together, we are winning as ONE – simplifying, aligning, and accelerating to serve our customers better than ever before.

Our ambition is clear. By combining DSV’s operational strength with Schenker’s extensive groupage network, we are expanding our reach, optimising capacity, and setting a new benchmark for the industry. Integration is not just about systems. It is about people, mindset, and delivering real value to our customers. Bringing together two industry leaders strengthens our offerings, enables smarter solutions, and results in delivering excellent customer experiences. That is what sets us apart.

Helmut Schweighofer,  DSV Road CEO 

The evolving dynamics of the biofuel market

Rising demand and market shifts
Biofuel use is increasing rapidly, especially in aviation, as sectors aim to reduce emissions. Although biofuel is currently the most affordable green option, prices are rising, and future supply, particularly for road transport, may become limited.

Supply pressure and strategic risk
With aviation and maritime sectors expanding their biofuel consumption, biomass capacity could hit 80% by 2030. This tightening supply is likely to push prices higher and restrict access for road freight and other users.

The case for diversification
Logistics strategies that rely solely on biofuel may face future cost and availability challenges. A diversified energy mix can help manage these risks while still supporting long-term sustainability goals.

_{Source:  iea.org}

Measuring technology potential

DSV exclusively uses second-generation biofuels, such as HVO100, which are primarily derived from residual biomass. However, the available supply is already limited.