The risk to transport and logistics from the 2G shutdown

By Paul Bullock, Group Chief Product Officer at Wireless Logic

A range of transport and logistics applications could go offline if they are not migrated before the 2G network shuts down. There are significant consequences if transitions are not planned and executed in time, but fleet managers who act sooner rather than later mitigate the risk of disruption and can take the opportunity to re-evaluate their connectivity needs.

When Canada completed its shutdown in 2021, according to one report the main impact was, “a loss of service for specific devices that could only connect to the 2G network (including old mobile phones, smart meters, fleet tracking, home security, vehicular applications or point-of-sale systems).”

Full closure in the UK isn’t mandated until 2033, but network operators set their own dates in the run-up to this and EE, for example, plans to begin its switch-off in 2029.

2G shutdown explained

2G has been around for a long time and still does a huge amount of work behind the scenes. Organisations might not even realise they depend on it until it is switched off and devices stop working.

3G networks went first, and now attention has shifted to the gradual retirement of 2G. This is a natural progression as mobile technology evolves. 4G is well established and 5G continues to expand, driving the need to repurpose limited spectrum more efficiently.

However, the transition from 2G isn’t happening uniformly. Different network operators and regions are following their own timelines, which adds a layer of complexity for fleet managers trying to understand and mitigate their exposure to connectivity risks.

How the 2G shutdown affects transport and logistics

The biggest risk to transport and logistics isn’t a lack of 2G alternatives; it is late migration planning. When 2G goes, applications still dependent on it will go dark.

That could affect asset tracking, telematics, and emergency call systems such as eCall. If vehicles can’t communicate data in real time, operators will lose access to engine diagnostics and insights into fuel consumption, location, and maintenance, which could impact operations and efficiency. If automatic or manual calls can’t be triggered through a vehicle’s emergency system, the wellbeing of drivers and other road users could be at risk.

Volvo Trucks outlined the impact if vehicles don’t upgrade their telematics gateway as a loss of access to connected service planning, real-time monitoring, fuel consumption, truck locations, and driver status, as well as the ability to track components remotely and perform software updates.

There is an additional consideration when vehicles cross international borders. They rely on international roaming to connect applications. 2033 may be the UK’s date, but some countries are going sooner, so managers must understand worldwide network plans and the impact they could have on their fleets.

Four steps to 2G shutdown for transport and logistics

Fleet managers embarking on this important change programme should take a systematic approach, broken down into four steps.

Step 1: audit

The first stage is to identify the technologies in use, cellular module vendor names, part numbers, and physical device locations.

Step 2: prioritise

Then, managers should work out a priority rating for vehicles and applications undergoing the change.

Step 3: technology assessment

Next, they will need to assess the connectivity alternatives, and there are a few: 4G, 5G, and Low-Power Wide-Area Networks (LPWAN). The right fit will be determined by the demands of the application, such as if data is transmitted continuously or in bursts and if voice or SMS is transferred.

LTE Cat-1 BIS is an established 4G/Long-Term Evolution (LTE) service. It is eSIM compatible and can support international roaming with a single SIM stock-keeping unit (SKU), where agreements are in place. It balances speed and power for applications in transit, such as real-time vehicle telematics.

Alternatively, there is LTE-M, an LPWAN technology suitable for low-power devices, such as those used in tracking. It isn’t as widely available as Cat-1 BIS but was designed with mobility in mind and is compatible with battery and solar-powered sources.

Step 4: implement

Training is an important part of implementation, so managers must allocate time for this in their planning. Drivers and operational staff will need the confidence to manage the new technology effectively, troubleshoot issues, and maintain operational standards.

Act now for a smooth transition off 2G

Fleet managers may look on 2G migration as an overhead — running to stand still — and that’s understandable, but this change does give organisations the opportunity to enhance their operational capabilities. An upgrade is a chance to re-evaluate connectivity needs and take advantage of newer technologies.

The important thing is to act sooner rather than later and discuss options with an experienced connectivity provider. Such an organisation will help determine the best technology according to a fleet’s priorities, considering factors such as mobility, data rate, power consumption, coverage, and international roaming.

There is no one-size-fits-all solution. Each fleet will have its own requirements and priorities, but lost connectivity is intolerable, so early planning, sensible prioritising, and effective testing are essential. With the right guidance, fleet managers can keep their vehicle connectivity on track.

This article originally appeared in the April 2026 edition of IN Supply. Read the full issue here.