Susie Jones
Noticias • 4 min leer

Los camioneros piden una reforma del sector

Creado: 05/02/2025

Actualizado: 05/02/2025

Actualmente, las mujeres conductoras de camiones en el Reino Unido representan sólo el 1% de todos los conductores, una cifra que ha aumentado un 144% en la última década a medida que se introducen más iniciativas para promover la diversidad y cerrar la brecha de escasez de conductores.

Un artículo de Fleetpoint describe las muchas formas en que el sector podría atraer a más mujeres a la industria:

  • Cultivar un entorno de trabajo solidario y acogedor.

  • Mejora de las infraestructuras y los servicios.

  • Modalidades de trabajo flexibles y favorables a la familia.

  • Crear vías claras para el crecimiento profesional.

A pesar de ello, los conductores de medios de comunicación social argumentaron que estos retos de larga data en la industria deben ser abordados para todos antes de que se traigan nuevas iniciativas para cerrar la escasez de conductores.

Escasez de conductores: ¿dónde está ahora el sector?

La escasez de conductores ha sido un problema persistente para la industria del transporte, pero tras la COVID-19 y el Brexit, alcanzó niveles críticos. En 2024, Europa, Noruega y el Reino Unido carecían de más de 233.000 conductores de camión, una cifra que superará los 745.000 en 2028 debido al envejecimiento de la mano de obra.

El sector sigue lidiando con las consecuencias y trabaja para poner en marcha nuevas iniciativas que fomenten la diversidad, mejoren las condiciones de trabajo y reduzcan las diferencias de mano de obra.

El Gobierno ha puesto en marcha unas [33](https://www.gov.uk/government/topical-events/hgv-driver-shortage-uk-government-response/about#:~:text=We%20extended%20dangerous%20goods%20(ADR,to%20take%20refresher%20training%20now.) acciones para hacer frente a la escasez de conductores de vehículos pesados en el Reino Unido. Entre ellas se incluyen

  • Aumentar la eficiencia de las cadenas de suministro existentes.

  • Proporcionar apoyo y formación a los nuevos conductores de vehículos pesados.

  • Ampliación de la capacidad de examen de los conductores de vehículos pesados.

  • Mejora de los procesos de concesión de licencias.

  • Mejora de las condiciones.

  • Garantizar la estabilidad de la cadena de suministro de combustible.

¿Qué hay que cambiar? Los conductores opinan.

El 49% de los conductores en las redes sociales afirmaron que los cambios deben aplicarse con independencia del género, y el 27% de las conductoras de camiones estuvieron de acuerdo en que el sector debe evolucionar para todos. El 24% afirma que el trabajo ya no es atractivo, lo que pone de manifiesto la necesidad de cambios en el sector. Entonces, ¿qué quieren los conductores que cambie?

Instalaciones

El 55% desea que se mejoren las instalaciones para todos:

"Tiene que haber mejores instalaciones y mejor trato y punto. Todo el sector es un caos y nos maltratan".

"Las comodidades son pésimas para todos los conductores, hombres y mujeres".

En noviembre de 2024, una encuesta de Transport Focus (https://www.britsafe.org/safety-management/2024/uk-truckers-why-more-action-is-needed-to-make-their-working-lives-safer-and-healthier#:~:text=Improving%20roadside%20facilities&text=Drivers%20have%20long%20been%20telling,asked%20expressed%20dissatisfaction%20with%20both.) reveló que dos tercios de los conductores estaban insatisfechos con las instalaciones de las paradas de camiones: la suciedad, la escasez de comida y la falta de espacio social eran los principales problemas.

El Gobierno y el sector del transporte han adoptado importantes medidas invirtiendo 14 millones de libras para impulsar la innovación y mejorar las condiciones de trabajo.

En octubre de 2024, 23 candidatos seleccionados recibieron hasta 4,5 millones de libras para mejorar sus paradas de camiones. Las mejoras incluirán nuevas duchas, restaurantes y dispositivos de seguridad mejorados para mayor tranquilidad de los conductores. Además, se crearán unas 430 plazas de aparcamiento para vehículos pesados.

Pay

La mejora salarial ocupa el segundo lugar de la lista, con un 14% de los conductores que afirman que un aumento salarial animaría a más personas a entrar en el sector:

"Hacerlo atractivo para todos, aumentar los salarios".

Aumentar los salarios tendrá un coste significativo para los líderes del sector. Si el salario medio de un conductor de camión aumentara en consonancia con el salario digno nacional, los operadores de flotas podrían tener que hacer frente a 1.500 millones de libras adicionales al año.

A pesar de ello, la inversión mejorará los índices de retención, reducirá los gastos de contratación y disminuirá los costes de formación. Ofrecer salarios más elevados no sólo haría la profesión más atractiva para los recién llegados, sino que también reconocería el papel fundamental que desempeñan los conductores en el mantenimiento de la cadena de suministro.

Actitud hacia los conductores

A lo largo de los años, la opinión pública sobre los camioneros ha evolucionado mucho. Las películas y los medios de comunicación han idealizado a menudo la vida de los camioneros, haciéndoles creer que lo tienen fácil. Sin embargo, también se les presentaba como héroes trabajadores, una imagen que se ha deteriorado con el tiempo.

Hacia finales del siglo XX, las percepciones cambiaron a medida que las condiciones de trabajo se endurecían y los camioneros eran objeto de estereotipos injustos, a menudo debido a la tergiversación de los medios de comunicación y, en ocasiones, a unos pocos conductores inexpertos. Estos estereotipos negativos se atenuaron durante la pandemia de COVID-19, cuando creció el aprecio público por los camioneros.

Hoy en día se respeta a los camioneros, pero el sector sigue plagado de estereotipos y actitudes negativas. Algo de lo que el 6% de los conductores desea que cambie:

"Recordando Covid, se nos consideraba héroes, pero después todo volvió a la normalidad. No es de extrañar que los conductores actuales, hombres y mujeres, quieran abandonar el sector. Están hartos del trato basura al que se enfrentan a diario".

"Estaría bien que no te trataran como si fueras escoria".

En los últimos años, el auge de las redes sociales ha empezado a cuestionar y cambiar las percepciones negativas. Muchos conductores utilizan plataformas como TikTok e Instagram para compartir información sobre su trabajo, disipar ideas erróneas y ganarse el respeto de quienes no pertenecen al sector.

Los comentarios recibidos muestran la urgente necesidad de que el sector del transporte introduzca cambios para atraer y retener a los conductores actuales y a los nuevos. La infrarrepresentación de las mujeres sigue siendo un reto importante, por lo que es crucial invertir en instalaciones que atiendan sus necesidades. Sin embargo, esta inversión debe ser inclusiva y beneficiar a toda la plantilla.

¿Qué países sufren escasez de camioneros?

Los países europeos son los más afectados: muchas empresas de transporte no pueden ampliar su negocio porque no encuentran trabajadores cualificados.

Europa tiene una población de camioneros envejecida, con una edad media de 47 años. Un tercio de los camioneros tiene más de 55 años y se espera que se jubile en los próximos diez años. Además, menos del 5% de los camioneros europeos tienen menos de 25 años, lo que pone de manifiesto el vacío que quedará una vez que se haya jubilado una mano de obra que envejece.

¿Existe un día de agradecimiento al conductor de camión?

El HGV Drivers Day tiene lugar el 22 de enero y fue establecido por NN1 Personnel. El día pretende celebrar a los camioneros y todo lo que hacen por la economía y la sociedad.

¿Cuáles son las perspectivas del sector del transporte por carretera para 2025?

De nuestro blog, The Road Ahead for 2025, esperamos que este año destaque lo siguiente en el sector del transporte por carretera:

  • Aprovechar las ventajas de la IA.

  • Afrontar la brecha de género y la escasez de conductores.

  • Fomentar una industria más ecológica.

  • Aumento del transporte de mercancías de larga distancia.

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viernes 26 septiembre 2025 • Noticias

CÓMO SER CAMIONERO

Guest

Across Europe, demand for professional lorry drivers has never been higher. In the UK, the Road Haulage Association estimates that in the next five years to keep supply chains running. And the situation is the same across most of Europe. According to I data, there were 426,000 unfilled driver positions across Europe in 2024. But this creates an opportunity. As , the haulage industry offers the prospect of steady work for school leavers considering alternatives to university and adults looking to retrain. Becoming a lorry driver is a pathway to secure earnings and a structured career.The question many ask is: how to become a lorry driver? The answer depends not just on training and licences, but on understanding what it means to join a profession that keeps Europe’s economy moving.One of the main attractions of a driving career is its accessibility. You don’t need a university degree or years of specialist training to start; a standard car licence (Category B) is all that’s required before working towards professional qualifications. The minimum age for training is 18 in both the UK and across the EU, which means school leavers can move directly from a car licence to professional HGV driver training. That said, many firms prefer international drivers to be at least 21, given the extra responsibility that comes with long-distance haulage.Medical fitness is also important. Every applicant has to pass a medical before they can hold an HGV licence. In the UK, this involves a range of tests, eyesight checks, blood pressure readings and screening for conditions such as epilepsy, heart disease or sleep apnoea.European nations apply the same EU-wide medical standards, with regular renewals ensuring drivers remain healthy throughout their careers.For many people considering the move into professional driving, a key concern is: how much do lorry drivers earn? The answer varies depending on location, experience and the type of work undertaken, but across Europe, the profession offers competitive pay compared to other entry-level jobs.● A new driver in the UK on around £27,000 a year. Those who move into long-haul work, especially on international routes, can see their pay rise towards £45,000 – sometimes more if they’re hauling specialist or hazardous loads. those handling specialist loads, hazardous goods or operating across borders. ● In , salaries tend to be lower than in the UK, typically around €36,600, although large logistics firms in major cities may offer more. ● has seen strong demand for drivers in recent years, but wages remain modest, averaging around 92,400 PLN (approximately €21,690).● sits at the lower end of the scale, with drivers generally earning 80,550 RON (€16,000), although international haulage contracts can significantly boost take-home pay.Of course, salary isn’t the whole story. Many companies offer overtime pay, meal allowances or bonuses for hitting delivery targets. And with demand for drivers showing no sign of slowing, the job also brings a level of security that few other entry-level careers can match.Before you can get behind the wheel of a lorry, you’ll need the right licence. In the UK, this means progressing beyond a standard car licence to what’s officially known as a Large Goods Vehicle (LGV) or Heavy Goods Vehicle (HGV) licence. The terms are often used interchangeably, but both cover the same categories of professional driving.Some people begin with a Category C1 licence, which covers medium-sized vehicles between 3.5 and 7.5 tonnes – often used for smaller delivery trucks. However, most aspiring lorry drivers go straight to the Category C licence, sometimes called a Class 2 HGV licence. This allows you to drive rigid vehicles over 7.5 tonnes. For those who want to progress to articulated lorries – the larger vehicles commonly used on long-distance and international routes – the Category CE licence (Class 1) is required.Alongside these qualifications sits the Driver Certificate of Professional Competence (CPC), a legal requirement across both the UK and EU. This certificate involves a mix of initial training and periodic refreshers, designed to keep drivers up to date on safety, regulation and road skills.This system mirrors the EU-wide licensing framework. The main differences between countries lie in the training providers, the costs involved and, in some places, the availability of test slots.Securing your HGV licence is the first step into professional driving. In the UK, you can start the process once you hold a standard Category B car licence. From there, you apply for a provisional lorry licence, which allows you to begin training in large goods vehicles. The training itself combines theory and practical elements: classroom sessions on road safety and regulations, followed by supervised driving in heavy vehicles. Candidates must also complete modules for the Driver Certificate of Professional Competence (CPC), which ensures that drivers are equipped not just to operate vehicles safely but also to manage the day-to-day demands of haulage.One of the most common questions for anyone considering this career is how much lorry driver training costs. In the UK, prices vary depending on the provider, location and whether you’re training for a Category C or the more advanced Category CE licence. On average, new drivers can expect to spend between £2,000 and £3,500 to cover medical checks, provisional licence fees, theory tests, practical training, CPC modules and the final driving test. Some companies, particularly larger logistics firms, offer schemes to subsidise or fully fund training in exchange for a work commitment, making the route more accessible.Elsewhere in Europe, the numbers aren’t too different. In Spain, training generally costs between €2,000 and €3,000 for full training and certification. In Poland, the figure is lower, averaging €1,500 to €2,500. Romania has some of the lowest training costs in Europe, with many candidates paying around €1,000 to €1,800 to qualify, although entry-level wages tend to reflect this lower barrier to entry.The time it takes to qualify as a lorry driver depends on where you train, the type of licence you’re aiming for, and how quickly you can secure test dates. In the UK, most people complete their training and pass their tests within two to four months. Some intensive courses compress the process into a matter of weeks, though many drivers find that spacing out lessons helps them absorb the skills more effectively.In Spain and Poland, the process is similar, although longer waiting lists for exam slots can extend the timeline. In Poland, high demand for professional drivers has created bottlenecks at training centres, meaning some candidates wait several months before sitting their practical test. Romania has one of the fastest pathways, with training and testing often completed within eight to twelve weeks.And the learning doesn’t stop once you’ve got your licence. Every professional driver must complete 35 hours of CPC training every five years, keeping their skills up to date and making sure they’re ready for the latest regulations and safety standards.Once you’re qualified, the job comes with strict limits on how long you can spend behind the wheel. These limits are designed to protect both drivers and other road users by reducing fatigue.Across the UK and EU, the rules are the same. Drivers can spend a each day, which can be extended to ten hours twice a week. Weekly limits cap driving at 56 hours, with no more than 90 hours over two consecutive weeks. A driver must also take a break of at least 45 minutes after 4.5 hours of driving. They are also entitled to daily and weekly rest periods to recover before returning to work.These rules are closely monitored, with tachographs fitted in vehicles to record hours and ensure compliance. For those working long-distance routes, such as Spanish drivers covering the Iberian Peninsula or Polish hauliers moving goods across the EU’s eastern borders, these limits shape the rhythm of the job. They determine when and where drivers stop, making access to safe and secure rest areas a vital part of the working day. Becoming a lorry driver isn’t just about passing tests. It’s about stepping into a role that carries real responsibility, but also brings long-term opportunity. With the right licence, the right training and the determination to take on life on the road, it’s a career that can provide both stability and progression.At SNAP, we know what those journeys look like. That’s why we work with fleets and drivers across Europe to make them safer, simpler and more comfortable – from secure parking and better welfare facilities to smart digital tools that save time and stress. Whether you’re just starting out or you’ve been driving for years, we’re here to back you every mile of the way.Download the today to find trusted parking, facilities and services, wherever your route takes you.

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lunes 22 septiembre 2025 • Noticias

EL AUGE DE LAS INFRAESTRUCTURAS EN RUMANIA: QUÉ SIGNIFICA PARA EL SECTOR DE LA MOVILIDAD

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Romania is fast emerging as a strategic logistics and freight hub in Southeastern Europe. Supported by billions in EU and national funding, the country’s infrastructure renaissance is attracting fleet operators, logistics investors and manufacturers. In this article, we explore what these developments mean for fleets, drivers and the wider transportation sector.Romania's transport infrastructure has seen a dramatic shift in pace and scale. The government has earmarked around 25 billion lei (£4.27 billion) for road projects in 2026, reflecting an unprecedented focus on highways and freight corridors. In mid‑2025, Romania had around 1,325km of highways in service (1,188 km motorways and 138 km expressways), with another 741km under construction and 669km in tendering stages.By 2030, Romania plans to double its highway network, modernise strategic railway routes, expand urban transport and connect regions that have long been isolated. The challenge is immense, but the outcome could transform the country’s position on Europe’s transport map.Key projects include the A7 north-south axis running from Ploiești to Siret, which will aid transport to the Ukrainian border, due for completion by 2026. Another is an 11km expressway connecting Satu Mare to Romania’s border with Hungary. The A0 Bucharest Ring Road will ease freight and passenger traffic around the capital, with the southern half already in use. Other major works include the Suceava-Oar and Timișoara-Moravița corridors, as well as the 2.9 km Meseș Tunnel, set to become the longest road tunnel in Romania.“These corridors won’t just improve east-west and north-south links – they will connect previously isolated regions like Moldavia and the North-East to the rest of the country and the EU,” comments Eduard Ularu, Business Development Manager at SNAP.But infrastructure isn’t just roads. over the Danube, opened in July 2023 at a cost of €500 million (€363 million co‑funded by the EU), delivers the first crossing over the maritime Danube and significantly improves connectivity to Constanța and Dobruja.Other vital developments include planned rail upgrades at Constanța port and DP World Romania’s €130 million expansion of container and ro-ro capacity, doubling throughput and adding logistics links by road and rail.Romania’s freight and logistics market is sizable. USD 21.11 billion in 2025, it is forecast to rise to USD 24.27 billion by 2030. Meanwhile, the road freight segment alone is projected at USD 9.07 billion in 2025, climbing to USD 10.37 billion by 2030.These figures reflect Romania’s growing role as a trans-European corridor, serving routes from Hungary, Bulgaria, Ukraine, Moldova and the Black Sea ports. Ukraine now directs much of its on the Black Sea coast, eyeing a doubling from 2 million to 4 million tons per month through Romanian infrastructure.“These investments will help Romania compete more strongly with major logistics hubs like those in Poland and Greece,” comments Eduard Ularu. “Constanța has huge potential, and with the right infrastructure in place, it can finally become the gateway for European trade it was meant to be.”Improved warehousing, lower labour costs, and friend‑shoring trends are further encouraging manufacturers and retailers to locate logistics centres in Romania, increasing demand on roads and pushing growth across the network. The infrastructure upgrades aren’t just physical – they’re digital too. As the country expands its highways and freight corridors, it’s embedding smart systems designed to support faster, safer and more efficient journeys.Across the network, are being installed, including weigh-in-motion sensors, inductive traffic loops and roadside cameras. These systems will feed into real-time traffic control centres in cities like Bucharest, Brașov and Timișoara, helping authorities—and fleet operators—respond to incidents and congestion faster.Bucharest is also , using AI and smart detectors to optimise vehicle flows and reduce bottlenecks. This has major implications for freight operators navigating dense urban areas, improving travel time reliability and reducing idling.At a national level, Romania is shifting towards . The new TollRO system – planned for launch in 2026 – will replace the current e-vignette with a distance-based, emissions-sensitive tolling model, in line with EU directives. This change could encourage cleaner fleets and offer fairer pricing for logistics operators who invest in low-emission vehicles.For drivers, this means fewer delays, clearer real-time information, and more responsive road conditions. For operators, it’s a chance to futureproof fleet planning, route management and sustainability strategies.For fleets and drivers, Romania’s modernisation brings both benefits and trade‑offs. Perhaps most importantly, it’s likely to result in improved network efficiency. With smoother routes and faster corridors, the investments are likely to reduce travel times and idling. Dangerous single-lane national roads will gradually be replaced by safer, faster highways. This will increase productivity and also reduce the time drivers spend behind the wheel. However, it’s not all positive. Ongoing works on motorways like A7 and A8 may cause delays and route changes while the works are undertaken. It could also mean higher freight volumes (especially at Constanța and border crossings), which may strain existing infrastructure.“Right now, construction zones like DN2 and parts of the A0 Bucharest Ring Road are causing detours and bottlenecks,” Ularu explains. “Trucks are losing hours on routes that should take minutes – and that impacts everything from fuel budgets to delivery reliability.”In addition, new corridors, tighter safety rules, and shifting road-use charges require greater compliance attention.Despite infrastructure gains, secure rest parking and welfare facilities remain patchy in some freight corridors, especially near border areas and major hubs. Construction zones often lack formal lay-by zones, leaving drivers exposed and with nowhere to rest.“We’re still seeing dangerous stopovers and overcrowded lay-bys on key freight routes,” says Eduard. “Modern highways will bring dedicated service and rest areas every 30–50 kilometres, complete with fuel stations, shops, and food courts. For drivers, this means safer places to park, with proper lighting, CCTV surveillance and secure rest zones that reduce the risk of theft. Sanitary facilities such as showers and clean toilets – a rarity on national roads – will finally become the norm.”SNAP is addressing this gap through its interactive parking map across Romania. Drivers can easily locate trusted, secure truck parking, book spots in advance where available, and plan safer routes via the SNAP map.Planning a journey through Romania? Use the SNAP map to find secure, driver‑friendly parking along key freight routes.This infrastructure modernisation process also plays a key role in enabling greener logistics. With a better flow of traffic, there will be lower levels of emissions caused by idle vehicles and stop-start driving.There will also be transport corridor upgrades to support emerging EV and hydrogen refuelling infrastructure, reducing reliance on fossil fuels. Romania’s infrastructure investment marks a pivotal change for freight and mobility across Southeastern Europe. For fleets, this translates into faster corridors, deeper logistics capacity, and higher volumes of trade but also closer scrutiny of welfare, compliance and resilience.As a forward-thinking industry leader, SNAP advocates for well-informed operations, flexible route planning, and driver-focused tools that support both safety and efficiency. Romania is not only modernising – it's reshaping how goods move across the region.“This isn’t just about roads – it’s about resilience, sustainability and building a smarter freight future across Europe. Romania is right at the heart of that shift,” Eduard states.

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miércoles 03 septiembre 2025 • Noticias

¿ES LA LOGÍSTICA UNA NUEVA ALTERNATIVA A LA FORMACIÓN CONTINUA PARA LOS JÓVENES QUE ABANDONAN LA ESCUELA?

Guest

For years, the conventional wisdom has been that school leavers should continue into further education. Whether that meant college, university or vocational training, the message was the same: study first, then work. But that narrative is beginning to shift. Faced with rising tuition fees, increasing debt and uncertainty about the value of a degree, many young people are re-evaluating their choices.At the same time, the logistics industry is crying out for new talent. It offers immediate earnings, structured development and long-term career prospects – all without the cost of higher education. The question is no longer whether logistics could be a stopgap option for school leavers but whether it represents a genuine alternative to university.The need for fresh entrants to logistics is pressing. (RHA) has warned that the UK must recruit 200,000 new lorry drivers in the next five years – the equivalent of 40,000 drivers annually – to keep supply chains moving and prevent a repeat of the shortages experienced in 2021.Zooming out to the European level, the challenge is even starker. In 2023, Europe faced a – a figure forecast to climb to 745,000 by 2028 if left unaddressed. The average driver is 47 years old, with nearly 30% aged over 55, underscoring an approaching retirement wave. Yet only 5% of drivers are under 25. Without younger entrants, the industry risks grinding to a halt.This is not simply about filling cabs. It’s about safeguarding the smooth functioning of economies. The shortage of drivers has ripple effects that touch everything from supermarket shelves to construction projects. In : “If we’re to future-proof the industry for the long term, we need to recruit, train and retain tens of thousands of drivers annually to meet demand. With an ageing workforce, we also need to attract more young people into the industry. To get there, we must prioritise flexible, funded training options.”Meanwhile, data shows that in June 2025, youth unemployment across the EU was 14.7%, with 2.857 million young people out of work, which has remained steady month-on-month. These figures reveal a significant opportunity gap for school leavers. At a time when many face bleak prospects, logistics presents a path of clarity, training, and financial independence.The perception of logistics as a last-resort job is giving way to recognition of its tangible benefits. A recent highlights factors such as job security, reliable pay, flexible working patterns and the chance to travel. For many, it is precisely this combination of benefits that makes logistics stand out. In addition, apprenticeships and graduate-style schemes allow young recruits to build qualifications while gaining hands-on experience. As Matthew Bellamy, Managing Director at SNAP comments: “For school leavers, logistics isn’t just an alternative. It’s a fast track to a skilled, future-ready career. You begin building experience and independence straightaway, without the costs or delays of university.”While driving is the most visible role, logistics encompasses far more. School leavers can move into warehousing, planning, technology, or customer service, before progressing into leadership. The digitalisation of logistics has also created demand for new skills – data analysis, route optimisation, and sustainability management – that appeal to a generation of digital natives.SNAP, for example, works with fleets across Europe to provide digital tools that support drivers’ wellbeing, help them find safe parking, and streamline daily operations. These investments are not just about efficiency – they are about making logistics a credible and attractive career path.“The industry needs fresh faces with digital skills, resilience and a modern outlook,” Bellamy continues. “School leavers bring exactly that – and attracting more women will help us adapt even faster.”Diversity is one of the greatest untapped opportunities in logistics. According to , women account for just 23% of employees in transport and storage across Europe and Central Asia. The European data is even more concerning when it comes to drivers specifically: .Encouraging more young women into logistics careers – whether as drivers, planners, or managers – is essential. It not only broadens the talent pool but also changes the culture of the industry, making it more representative and resilient. Highlighting female role models, creating inclusive training environments, and improving welfare facilities are practical steps that can make logistics more appealing to all.Too often, it is portrayed as a male-dominated and physically demanding industry. And while those stereotypes may once have held some truth, they are increasingly outdated. Today’s logistics sector relies as much on technology and teamwork as it does on physical labour.For logistics to compete with further education, the industry must deliver on three fronts:● Training pathways – offering apprenticeships, certifications and mentorship to give recruits a sense of progression.● Welfare and facilities – ensuring that drivers, particularly younger and more diverse entrants, have access to safe parking, clean rest stops and supportive environments.● Career storytelling – showcasing the variety of roles and long-term potential within the sector.For operators, the business case is clear. already report that they cannot expand because of driver shortages. Nearly half cite falling productivity, and 39% say revenues are declining. Without change, shortages will not just limit growth – they will erode the bottom line.The debate over further education versus work will never be one-size-fits-all. Some young people will continue to thrive in universities and colleges. But logistics is a viable, forward-looking option.For school leavers, it means immediate pay, independence and scope for progression. For the industry, it means tapping into a pool of talent that is urgently needed. For society, it means strengthening the resilience of an essential sector.The challenge now lies with the industry to match its demand with vision: to provide training, welfare, and opportunities that rival those offered by further education. If it succeeds, logistics will not just be an alternative to university – it will be an advantage.