Shortage of truck drivers: a worldwide problem

Europe alone lacks about 400,000 truck drivers. But the problem is global. TransportIntelligence has recently published a report on this crisis, highlighting a chronic shortage of around 400,000 truck drivers in Europe with Poland, Great Britain and Germany sharing the podium. Poland, for example, lacks 124,000 truck drivers, or 37% of the total. In Great Britain this number varies between 60,000 (Rha data) and 76,000 (Labour Force Survey data).  The German figure varies between 45,000 (according to Dslv) and 60,000 (according to Bgl). The trend in Germany leans towards a sharp increase and the Iru estimates that by 2027, if nothing changes, the shortage of drivers could reach 185 thousand. Next, we find three Latin countries - France, Spain and Italy. French figures (2019) stand at 43 thousand, while Spain and Italy fair a little better with 15,340 and about 15 thousand respectively. Scandinavian countries boast lower numbers, but this is partly because of the smaller population and number of trucking companies: 5,000 in Sweden, 3,000 in Norway and 2,500 in Denmark. All these figures are estimates as there are no exact reports on the real number of vacancies.

Numbers aside, Britain is the perfect example of how an external event can quickly send the logistics machine, on which the European population and economy depends, on a downward spiral. Great Britain is in fact the country that is currently suffering the most serious and immediate consequences of the shortage of drivers, due also to the Covid-19 pandemic and the Brexit. After supermarket supply problems, restaurant chains, such as Nandos, and fast-food chains, including McDonald's, are also having their supplies eked out. British sources say that McDonald's has suspended the sale of milkshakes because of the lack of milk. But the problem is global and affects countries that “exported” drivers until recently with predictably serious consequences for the economy. Analysts say that the problem comes from afar. Since the mid-2000s it has become increasingly common to see goods lacking in stores, but from a logistical and industrial point of view, supplies are just harder to access, and it is becoming increasingly difficult to reach ports.

These were further hindered by the stalemate imposed by the recent health emergency.  Indeed, increased demand for goods during the pandemic increased the volumes to be transported, and accelerated growth in the e-commerce sector aggravated the pressures.  André LeBlanc, vice president of operations at Petroleum Marketing Group, a U.S.-based fuel distributor, said the gas stations it supplies have run out of some products about 1,200 times since mid-June because of a shortage of drivers. Bob Costello, chief economist of the American Trucking Associations, said the number of freight drivers in the U.S. has dropped to 430,000, down sharply from the 465,000 reported in early 2020. Keith Newton, secretary general of the Chartered Institute of Logistics and Transport International, said member companies in Australia and Central Asia have reported a 20 percent shortage of truck drivers.  "Global trade is becoming more complex, consumers want faster deliveries and there are not enough qualified truck drivers to handle this demand around the world," said Newton Girteka, one of Europe's largest carriers, who is planning to hire 7,000 new drivers this year and claims more employees are needed to allow truck drivers the opportunity to spend more time at home. Another important factor contributing to the shortage of truck drivers seems to be the average age of the workforce estimated at around 55. In the heated debate on the shortage of truck drivers, Cinzia Franchini, former president of Fita Cna which she left to create a new association of hauliers, Ruote Libere “Free Wheels”, stated that "we cannot save the road transport sector resorting to hiring new slaves, but by offering a fair economic treatment to employees and owner-drivers". She continues "the lack of men and women willing to undertake the profession depends mainly on cost cutting policies that have reduced this strategic sector for the economy in the sorry state we see. She concludes: "Those who spend entire days driving on bad roads, especially in our country, accepting to negotiate an obstacle course made of bureaucracy, obsolete rules, harassment of all kinds, from lack of services to biblical times for loading or offloading, often without any economic benefit, and end with the humiliation of public recognition during the pandemic that is nothing short of a masquerade, deserve to have an adequate remuneration”.

Drivers increasingly underpaid

Two trade union research centres - the European Trade Union Institute and the Confédération Européenne des Syndicats - have carried out a study on the evolution of truck drivers' wages, which shows that the average wages of the 400,000 or so Italian truck drivers have fallen by ten percent since 2010. But this is not the only case in Europe, as a similar drop has been detected in Spain, Greece, Croatia, Cyprus and Portugal. The worst situation is in Greece, with a 15 percent drop.  The Italian national Logistics, Freight and Forwarding contract, provides for a salary ranging between 1,328.17 and 2,246.66 euro per month, depending on level and seniority. The research shows that in France, where the sector enjoys the presence of a strong trade union, the entry salary is around 1700 euro per month, which can reach 2200 euro by adding benefits and allowances. The research also states that recruitment ads found on the Internet offer net salaries between 1400 and 1700 euro per month, which can reach 3000 euro for experienced drivers working on international routes.

Green light for 18 metre semi-trailer trucks

The circulation in Italy of 18 metre semi-trailer trucks has been liberalized. This is established by the Infrastructures Decree Law, recently published in the Official Gazette. Anfia explains that the Decree Law introduces a change to Article 61 of the Highway Code, which provided for a maximum length of up to 16.50 metres for all heavy vehicles. For the Driver Qualification Card, on the other hand, in order to possess the card, holders of drivers’ licences issued in Italy will have to prove their initial qualification and be subject to periodic training.

From the Ministry new rules on private DMV inspections

The Ministry of Infrastructures and Sustainable Mobility issued two circular letters defining the requirements for the transitional exercise of inspection activity on vehicles with a mass over 3.5 tons, following the legislative change which includes trailers and semi-trailers among the “vehicles” that can undergo roadworthiness inspections in private workshops. The letters also delas with those working as inspectors. While waiting for the implementation of the rules that delegate inspections to private workshops, the Ministry has approved the technical requisites of the premises as well as fixed and mobile equipment for an external private structure to be declared suitable to carry out inspections on vehicles with a full load mass exceeding 3.5 tons and the terms laying down the necessary changes for those workshops already recognized as suitable but not fully complying with the requirements.