Susie Jones
Nyheder og opdateringer • 4 min læsning

Sådan tackler du mangfoldigheden af chauffører i branchen

Oprettet: 21.08.2024

Opdateret: 21.08.2024

Hvis vi bad dig om at beskrive en lastbilchauffør, ville dit svar måske give et stereotypt billede af en ældre, hvid mand. Er det korrekt? Traditionelt har lastbilbranchen været mandsdomineret. I årenes løb er branchen blevet mere mangfoldig og har åbnet muligheder for, at kvinder, folk i forskellige aldre og med forskellige baggrunde kan komme ind på området. Mangfoldigheden vokser, men eksterne udfordringer som Brexit og pandemien har stunet dette.

Kvinder i branchen

På trods af en mangel på op til 100.000 HGV-chauffører i Storbritannien er kun 1 % til 3 % af lastbilchaufførerne kvinder. Så hvorfor er der ikke flere kvinder, der melder sig til livet på landevejen?

  • Sikkerhed: Det anslås, at [60 %] (https://www.businessinsider.com/female-truckers-describe-how-to-stay-safe-trucker-shortage-2022-2?r=US&IR=T) af de kvindelige lastbilchauffører har følt sig utrygge på jobbet. Mange har udtrykt behov for at parkere i lyskryds, planlægge deres stop og bære peberspray.

  • Teknik og udstyr: Ergonomisk set er lastbiler bygget til mænd. Tidligere har kvinder fundet det hæmmende at række ud efter betjeningselementer, justere sæder og de fysiske aspekter af jobbet. Men teknologiske fremskridt betyder, at fysisk anstrengelse ikke er et problem. De fleste moderne lastbiler har nu servostyring og automatiske gearkasser for at gøre tingene lettere.

På trods af disse tilbageslag lader kvinderne deres stemmer høre og gennemtvinger ændringer i branchen. Chauffører som [Jodi Smith] (https://www.instagram.com/pinktrucker90/?hl=en) er uvurderlige fortalere for branchen. Jodi deler sine erfaringer med lastbilkørsel online og beviser, at denne branche ikke kun er en mandeverden.

"Lastbilkørsel er ikke et mandejob - jeg kan udføre dette job med et helt sæt akrylfarver! Det er ret fysisk, men det er ikke hårdt", sagde Jodi, da [vi talte med hende tilbage i 2021] (https://fleetpoint.org/driver-training-safety/driver-safety-2/are-women-the-future-of-trucking/). Med syv års erfaring i bagagen fortsætter Jodi med at arbejde for, at flere kvinder kommer ind i lastbilbranchen.

Et resultat, der kan føre til sikrere veje - American Transportation Research Institute data viser, at kvinder er sikrere erhvervschauffører. Mandlige chauffører har 20 % større risiko for at blive involveret i en ulykke sammenlignet med deres kvindelige kolleger.

Aldersdiversitet i branchen

Ifølge Office of National Statistics er gennemsnitsalderen for en HGV-chauffør 48 år, og 47 % af lastbilchaufførerne i Storbritannien er over 50 år og ønsker snart at gå på pension. Disse statistikker og den aktuelle chaufførmangel tyder på, at der er behov for yngre chauffører i branchen.

Det er lettere sagt end gjort; mange unge bilister står over for følgende udfordringer:

  • Uddannelse: At få et erhvervskørekort kan koste op til £2.000

  • Forsikring: Selvom minimumsalderen for at køre lastbil i Storbritannien er 18 år, kæmper mange med at få en forsikring.

  • Erfaring: Nogle virksomheder ønsker at ansætte erfarne chauffører, hvilket kan være et tilbageslag.

  • Betingelser: Lastbilchaufførers liv kan være krævende - lange arbejdsdage og tid væk fra dem, man holder af, kan virke afskrækkende. Men der er mange fordele ved livet på landevejen, f.eks. fællesskab, rejser, løn og jobstabilitet.

Virksomheder, der er på udkig efter chauffører, kan drage fordel af at ansætte yngre lastbilchauffører. De er mere tilbøjelige til at tilpasse sig en branche i konstant forandring. Desuden er de hurtige til at lære, og de hilser teknologiske fremskridt velkommen. En stigning i antallet af yngre chauffører i branchen vil resultere i lavere omsætningshastighed og dermed reducere virksomhedernes omkostninger. Det vil også sikre, at branchen kan imødekomme den voksende efterspørgsel efter varer og tjenesteydelser.

Men hvad er ulemperne for dig, hvis du er en ældre bilist? Noget tyder på, at alderen påvirker de fysiske og kognitive evner og dermed evnen til at køre sikkert. Det er afgørende for lastbilchauffører, som skal håndtere lange arbejdsdage, fysiske krav og stressede situationer.

FMCSA har taget hånd om disse bekymringer. Reglerne kræver, at ældre chauffører skal gennemgå hyppige lægeundersøgelser og kørselsevalueringer. For nylig blev det rapporteret, at en [90-årig lastbilchauffør] (https://www.bbc.co.uk/news/uk-england-south-yorkshire-64223431) fra Sheffield stadig kørte lastbil efter at have fået en ren helbredsattest. Mange hævder, at ældre chauffører har årtiers erfaring og viden med sig - hvilket tyder på, at hvis de er sunde og raske, bør der ikke være nogen hindring for ansættelse.

Hvordan kan mangfoldighed løse den nuværende mangel på chauffører?

I 2022 gav Office for Veterans' Affairs 100.000 pund til velgørenhedsorganisationen Veterans into Logistics. Velgørenhedsorganisationen giver veteraner mulighed for at blive lastbilchauffører. Finansieringen har gjort det muligt for organisationen at øge sin årlige uddannelse betydeligt, øge antallet af medarbejdere og tredoble den tilgængelige uddannelse. XPO, ASDA og Muller Milk & Ingredients er alle virksomheder, der aktivt ansætter veteraner direkte efter uddannelsen.

Derudover gav ASDA 40.000 pund til at hjælpe med videreuddannelse. Støtte til velgørenhedsorganisationer som Veterans into Logistics skaber en mere mangfoldig kultur inden for lastbilkørsel, samtidig med at man aktivt tackler den aktuelle mangel på chauffører.

Hvad kan man gøre for at tiltrække mere mangfoldighed?

En mangfoldig arbejdsstyrke åbner virksomhederne for forskellige synspunkter og erfaringer. Hvad kan virksomheder gøre for at tiltrække en mangfoldig arbejdsstyrke?

  • Invester i uddannelse: Uddannelse af medarbejdere i emner som implicitte fordomme, inklusion på arbejdspladsen, forebyggelse af diskrimination, og hvordan man støtter en mangfoldig arbejdsstyrke, kan have en positiv effekt.

  • Invester i en inkluderende ansættelsesproces: Anonymisering af en kandidats CV kan reducere ubevidst bias.

  • Fremme en inkluderende kultur: Fortæl potentielle kandidater, hvordan du håndterer aktuelle problemer med mangfoldighed og inklusion.

  • Nå ud til underrepræsenterede grupper i denne branche.

At fremme og byde velkommen til en mangfoldig kultur inden for lastbilkørsel kan være til stor gavn for branchen. Ikke alene vil det bidrage til at skabe et mere inkluderende og indbydende arbejdsmiljø, men det vil også hjælpe med den igangværende chaufførmangel. Vognmandsvirksomheder har et lige så stort ansvar for at omfavne mangfoldighed som vognmænd.

Hvilket land efterspørger lastbilchauffører?

En rapport, der blev offentliggjort i december 2022, viste, at manglen på chauffører i Europa var steget med 42 % fra 2020 til 2021. Storbritannien lå i top med 100.000 ledige chaufførstillinger. Mexico og Kina lå også højt på listen, hvor Mexicos mangel steg med 30 %, og Kinas steg til svimlende 140 %.

Har vi brug for lastbilchauffører i fremtiden?

Introduktionen af selvkørende lastbiler har fået mange til at mene, at der ikke er nogen fremtid for lastbilchauffører. Men det er langt fra tilfældet.

  • Selvkørende lastbiler vil blive indført gradvist i bestemte regioner. Sandsynligheden for, at det vil påvirke de fleste chauffører, er lille.

  • Hvis selvkørende lastbiler blev indført i hele verden, ville der stadig være brug for chauffører. Efterspørgslen efter lastbilchauffører vil kun stige, da der er for mange ting, der kan ske, hvis der ikke er en chauffør i førerhuset.

Hvad er lastbilchaufførers stereotyper?

Vi ved, hvor vigtige lastbilchauffører er, men i nogle få menneskers øjne er der stadig negative stereotyper forbundet med branchen - dette billede kan skyldes mediernes forkerte fremstilling og nogle gange nogle få uerfarne chauffører. Men hvad er dette stereotype billede? Og hvorfor er det forkert?

  • Overvægt - Nogle rastepladser tilbyder usund fastfood, som kan give dig det indtryk, at lastbilchauffører kun spiser det. Men det er bestemt ikke normen. Det kan være en udfordring at spise sundt på farten, men mange holder sig til en velafbalanceret kost og dyrker regelmæssig motion. Se vores tips til [at spise sundt på landevejen] (https://www.linkedin.com/pulse/how-healthy-truck-driver-snap-account/?trackingId=g91E6xbfIMoJTora4dSipQ%3D%3D).

  • Dårlige chauffører - en stereotyp, der ikke kunne være længere fra sandheden. Professionelle lastbilchauffører tager sikkerhed ekstremt alvorligt. De overholder ofte hastighedsgrænsen, er ekstra forsigtige i dårligt vejr og giver masser af plads mellem sig selv og andre chauffører.

  • Grov i munden - Vi bliver alle vrede i trafikken, og lastbilchauffører er ingen undtagelse. Men det er uretfærdigt at lægge denne stereotype udelukkende på lastbilchauffører.

  • Alle lastbilchauffører er mænd - Der er flere mænd end kvinder i denne branche, men antallet af kvindelige lastbilchauffører er stigende.

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onsdag 18 juni 2025 • Nyheder og opdateringer

DEN POLSK-UKRAINSKE GRÆNSE GENÅBNER: HVAD FLÅDEOPERATØRER SKAL VIDE

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onsdag 04 juni 2025 • Nyheder og opdateringer

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fredag 16 maj 2025 • Nyheder og opdateringer

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Autonomous trucks a daunting idea for some, but seemingly, the future of the logistics industry. As technology advances within the sector, the prospect of having partially or fully autonomous vehicles delivering your goods is high. In fact, it could be as close as 2026, according to the UK government, as in May 2024, the Automated Vehicles (AV) Act became law.However, what happens when an autonomous truck gets into an accident? Who is liable? In this blog, we'll delve into the world of autonomy, how it could impact the mobility sector, who is liable when accidents occur, and what drivers think of the change.There are six levels of driving automation:• Level 0 No automation. The human performs all driving tasks.• Level 1 Driver assistance. The vehicle features a single automated system. • Level 2 Partial automation. The vehicle can perform steering and acceleration. However, a human still monitors all tasks and can take control at all times.• Level 3 Conditional automation. The vehicle can perform most driving tasks. However, human override is still required.• Level 4 High automation. Geofencing is required, and the vehicle can perform all driving tasks under specific circumstances. Human override is an option. • Level 5 Full automation. The vehicle performs all driving tasks in all conditions. No human attention or interaction is required. Sensors, cameras, and artificial intelligence enable autonomous trucks to drive independently. Advanced programs make decisions instead of human drivers. • Legalities Who is liable when accidents occur? Is it the driver, their employer, or the maintenance company? We delve into this below. • Infrastructure Our existing roads are built for a world of petrol engines. Therefore, infrastructure must be upgraded or replaced to support self-driving vehicle fleets, requiring money and a substantial amount of political will. • Societal shifts An evolution in public attitudes will need to occur, too. The prospect of AI vehicles is daunting to many, with concerns regarding safety, journey tracking, and the legal grey areas regarding road accidents. • Security A system relying on digital networks becomes more vulnerable to cyber threats. The safety of autonomous trucks has been a hot topic of discussion within the sector, with many debating whether the technology is at a reliable standard to deal with unpredictable weather and recognise obstacles something that is of concern for truck drivers on SNAP's social media pages:"In the slightest bit of rain, my truck loses all automatic capabilities, AEBS, and cruise control. There is no way trucks will be allowed to drive themselves without a driver anytime soon."“This will kill more people on the roads and cause more queues. Just think how reliable your electronics are on your Euro 6 vehicle. The same people are making autonomous trucks.”In the event of an accident, responsibility may shift between the driver and the manufacturer. The court must determine whether an accident was caused by a technical fault, inadequate maintenance, or driver error. A manufacturer will become liable in the following instances: • Sensor malfunction• Software glitches• Inadequate cybersecurity measures• Inadequate testingA driver of an autonomous truck may be liable for an accident if they neglect the necessary service or maintenance required for the vehicle to operate properly one could argue that this liability could fall on fleet managers, too. Despite this, there is still some confusion among those in the mobility sector. We asked truck drivers on our who they believe would be held liable in the event of an accident with an autonomous vehicle. 51% of drivers thought the driver would be responsible, 37% suggested automated truck manufacturers, and 12% believed software developers. It's evident that more clarification is needed among those in the sector before autonomous trucks are a permanent fixture on our roads. In their revisited campaign, SNAP looks at the future of the mobility sector. As technology advances, autonomous vehicles will play a significant role in the industry, with a 50% chance that machines could take over all human jobs in the next 120 years.However, how will they deal with some of Europe's most hazardous highways? Truck driving is more than just sitting behind the wheel it's often about navigating ever-changing and unpredictable road conditions. It poses the question of whether autonomous trucks could deal with some of the poorest roads in Europe. From their most recent campaign, , SNAP identified Europe's most dangerous roads, with results showing Bulgaria, Lithuania, and Czechia as the most concerning.One could argue that autonomous trucks will face challenges while trying to navigate some of these roads without human interaction. Limited GPS accuracy, sensor interference, and a lack of consistent infrastructure could complicate things.