Susie Jones
Nouvelles et mises à jour • 4 min lire

Comment aborder la question de la diversité des conducteurs dans l'industrie

Créée: 21/08/2024

Mise à jour : 21/08/2024

Si nous vous demandions de décrire un chauffeur de camion, votre réponse pourrait donner l'image stéréotypée d'un homme blanc et âgé. Est-ce exact ? Traditionnellement, le secteur du transport routier est dominé par les hommes. Au fil des ans, le secteur s'est diversifié et a ouvert des opportunités aux femmes, aux personnes d'âges et d'horizons différents. La diversité s'accroît, mais des défis extérieurs tels que le Brexit et la pandémie ont stunnélisé cette évolution.

Les femmes dans l'industrie

Malgré une pénurie de [100 000 conducteurs de poids lourds au Royaume-Uni, seuls 1 à 3 %] (https://www.itv.com/news/2021-08-13/how-female-truckers-are-gearing-up-to-stem-shortfalls-in-the-haulage-industry) des camionneurs sont des femmes. Alors, pourquoi les femmes ne sont-elles pas plus nombreuses à s'engager dans la vie sur la route ?

  • La sécurité : On estime que [60%] (https://www.businessinsider.com/female-truckers-describe-how-to-stay-safe-trucker-shortage-2022-2?r=US&IR=T) des camionneuses se sont senties en danger au travail. Nombre d'entre elles ont exprimé le besoin de se garer sous un éclairage, de planifier leurs arrêts et de se munir d'une bombe lacrymogène.

  • Technologie et équipement : D'un point de vue ergonomique, les camions ont été conçus pour les hommes. Dans le passé, les femmes ont trouvé contraignants le fait d'atteindre les commandes, de régler les sièges et les aspects physiques du travail. Toutefois, grâce aux progrès technologiques, l'effort physique n'est plus un problème. La plupart des camions modernes sont équipés d'une direction assistée et d'une boîte de vitesses automatique pour faciliter les choses.

Malgré ces revers, les femmes font entendre leur voix et imposent des changements dans le secteur. Des conductrices comme [Jodi Smith] (https://www.instagram.com/pinktrucker90/?hl=en) sont de précieuses avocates du secteur. Jodi partage son expérience du camionnage en ligne et prouve que ce secteur n'est pas réservé aux hommes.

"La conduite d'un camion n'est pas un travail d'homme - je peux faire ce travail avec un jeu complet d'acryliques ! C'est assez physique mais ce n'est pas dur", déclare Jodi lorsque [nous lui avons parlé en 2021] (https://fleetpoint.org/driver-training-safety/driver-safety-2/are-women-the-future-of-trucking/). Forte de ses sept années d'expérience, Jodi continue de militer pour que davantage de femmes rejoignent la communauté des transporteurs routiers.

Un résultat qui pourrait conduire à des routes plus sûres - Les données de l'[American Transportation Research Institute] (https://truckingresearch.org/) montrent que les femmes sont des conductrices commerciales plus sûres. Les conducteurs masculins sont 20% plus susceptibles d'être impliqués dans un accident que leurs homologues féminines.

La diversité des âges dans le secteur

L'Office des statistiques nationales indique que l'âge moyen d'un conducteur de poids lourd est de 48 ans et que 47 % des conducteurs de camions au Royaume-Uni ont plus de 50 ans et envisagent de prendre bientôt leur retraite. Ces statistiques, qui s'ajoutent à la pénurie actuelle de conducteurs, indiquent que le secteur a besoin de jeunes conducteurs.

C'est plus facile à dire qu'à faire ; de nombreux jeunes conducteurs sont confrontés aux défis suivants :

  • Formation : L'obtention d'un permis de conduire commercial peut coûter jusqu'à 2 000 £.

  • L'assurance : Bien que l'âge minimum pour conduire un poids lourd au Royaume-Uni soit de 18 ans, nombreux sont ceux qui ont du mal à obtenir une assurance.

  • L'expérience : Certaines entreprises souhaitent engager des conducteurs expérimentés, ce qui peut constituer un inconvénient

  • Conditions : La vie des camionneurs peut être exigeante - les longues heures de travail et le temps passé loin de ses proches peuvent être dissuasifs. Cependant, la vie sur la route comporte de nombreux avantages, tels que la communauté, les voyages, la rémunération et la stabilité de l'emploi.

Les entreprises à la recherche de chauffeurs peuvent tirer profit de l'embauche de jeunes camionneurs. Ils sont plus susceptibles de s'adapter à un secteur en constante évolution. En outre, ils apprennent rapidement et accueillent favorablement les avancées technologiques. L'augmentation du nombre de jeunes conducteurs dans le secteur se traduira par une baisse des taux de rotation, ce qui réduira les coûts de l'entreprise. Cela permettra également au secteur de répondre à la demande croissante de biens et de services.

Cependant, quels sont les inconvénients pour vous si vous êtes un conducteur âgé ? Certains suggèrent que l'âge affecte les capacités physiques et cognitives, ce qui a un impact sur la capacité à conduire en toute sécurité. Ces capacités sont vitales pour les chauffeurs routiers, qui doivent faire face à de longues heures de travail, à des exigences physiques et à des situations stressantes.

La FMCSA a répondu à ces préoccupations. La réglementation impose aux conducteurs âgés de se soumettre à des examens médicaux fréquents et à des évaluations de conduite. Récemment, il a été rapporté qu'un [conducteur de camion de 90 ans] (https://www.bbc.co.uk/news/uk-england-south-yorkshire-64223431) de Sheffield continuait à conduire après avoir obtenu un certificat de bonne santé. Nombreux sont ceux qui affirment que les conducteurs âgés apportent des décennies d'expérience et de connaissances, suggérant que s'ils sont en bonne santé, il ne devrait pas y avoir d'obstacle à l'emploi.

Comment la diversité peut-elle résoudre la pénurie actuelle de conducteurs ?

En 2022, l'Office for Veterans' Affairs a versé 100 000 livres sterling à l'organisation caritative Veterans into Logistics. Celle-ci offre aux anciens combattants la possibilité de devenir conducteurs de poids lourds. Ce financement a permis à l'association d'augmenter considérablement ses formations annuelles, d'accroître ses effectifs et de tripler le nombre de formations disponibles. XPO, ASDA et Muller Milk & Ingredients sont autant d'entreprises qui recrutent activement des vétérans directement après leur formation.

En outre, ASDA a versé 40 000 livres sterling pour contribuer à la poursuite de la formation. Le soutien apporté à des organisations caritatives telles que Veterans into Logistics permet de créer une culture plus diversifiée au sein de la profession de chauffeur routier, tout en luttant activement contre la pénurie actuelle de chauffeurs.

Que peut-on faire pour attirer davantage de diversité ?

La diversité de la main-d'œuvre ouvre les entreprises à des points de vue et des expériences différents. Que peuvent faire les entreprises pour attirer une main-d'œuvre diversifiée ?

  • Investir dans la formation : Les formations destinées à éduquer les employés sur des sujets tels que les préjugés implicites, l'inclusion sur le lieu de travail, la prévention de la discrimination et la manière de soutenir une main-d'œuvre diversifiée peuvent avoir un effet positif.

  • Investissez dans un processus d'embauche inclusif : L'anonymisation du CV d'un candidat peut réduire les préjugés inconscients.

  • Promouvoir une culture d'intégration : Communiquez aux candidats potentiels la manière dont vous abordez les questions actuelles de diversité et d'inclusion.

  • Tendez la main aux groupes sous-représentés dans ce secteur.

La promotion et l'accueil d'une culture diversifiée dans le secteur de la conduite de camions peuvent être très bénéfiques pour l'industrie. Non seulement cela contribuera à créer un environnement de travail plus inclusif et plus accueillant, mais cela permettra également de faire face à la pénurie actuelle de chauffeurs. Les entreprises de transport routier ont la responsabilité d'accueillir la diversité tout autant que les chauffeurs routiers.

Quel pays est en demande de chauffeurs routiers ?

Un rapport publié en décembre 2022 indique que les pénuries en Europe ont augmenté de 42 % entre 2020 et 2021. Le Royaume-Uni arrive en tête avec 100 000 postes de conducteurs vacants. Le Mexique et la Chine sont également en tête de liste, avec une augmentation de 30 % de la pénurie au Mexique et de 140 % en Chine.

Aurons-nous besoin de chauffeurs routiers à l'avenir ?

L'introduction des camions à conduite autonome a laissé entendre à beaucoup qu'il n'y avait plus d'avenir pour les chauffeurs routiers. Pourtant, c'est loin d'être le cas.

  • Les camions autonomes seront déployés progressivement dans des régions désignées. La probabilité que cela affecte la plupart des conducteurs est faible.

  • Si les camions autonomes étaient mis en œuvre dans le monde entier, les chauffeurs resteraient nécessaires. La demande de chauffeurs de camion ne fera qu'augmenter, car il y a trop de choses qui pourraient se produire s'il n'y avait pas de chauffeur dans la cabine.

Quels sont les stéréotypes sur les chauffeurs routiers ?

Nous connaissons l'importance des chauffeurs routiers, mais aux yeux de certains, des stéréotypes négatifs sont encore associés à ce secteur - cette image peut être due à une mauvaise représentation dans les médias et parfois à quelques chauffeurs inexpérimentés. Mais qu'est-ce que cette image stéréotypée ? Et pourquoi est-elle erronée ?

  • Surpoids - Certains relais routiers proposent de la restauration rapide malsaine, ce qui pourrait vous donner l'impression que les chauffeurs routiers ne consomment que cela. Or, ce n'est certainement pas la norme. Manger sainement sur la route peut être un défi, mais beaucoup s'en tiennent à un régime alimentaire équilibré et font de l'exercice régulièrement. Consultez nos conseils pour [manger sainement sur la route] (https://www.linkedin.com/pulse/how-healthy-truck-driver-snap-account/?trackingId=g91E6xbfIMoJTora4dSipQ%3D%3D).

  • Mauvais conducteurs - Un stéréotype qui ne pourrait être plus éloigné de la vérité. Les chauffeurs routiers professionnels prennent la sécurité très au sérieux. Ils respectent souvent les limitations de vitesse, redoublent de prudence par mauvais temps et laissent beaucoup d'espace entre eux et les autres conducteurs.

  • Faute de goût - Nous sommes tous victimes de la rage au volant et les camionneurs ne font pas exception à la règle. Cependant, il est injuste d'attribuer ce stéréotype aux seuls camionneurs.

  • Tous les camionneurs sont des hommes - Les hommes sont plus nombreux que les femmes dans ce secteur, mais le nombre de femmes conductrices de camions augmente.

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vendredi 26 septembre 2025 • Nouvelles et mises à jour

COMMENT DEVENIR CHAUFFEUR ROUTIER

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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lundi 22 septembre 2025 • Nouvelles et mises à jour

LE BOOM DES INFRASTRUCTURES EN ROUMANIE - CE QUE CELA SIGNIFIE POUR LE SECTEUR DE LA MOBILITE

Guest

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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mercredi 03 septembre 2025 • Nouvelles et mises à jour

LA LOGISTIQUE EST-ELLE UNE NOUVELLE ALTERNATIVE À LA FORMATION CONTINUE POUR LES JEUNES QUI QUITTENT L'ÉCOLE ?

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.