Susie Jones
Naujienos ir atnaujinimai • 4 min perskaityti

Kaip spręsti vairuotojų įvairovės problemą pramonėje

Sukurta: 21-08-2024

Atnaujinta: 21-08-2024

Jei paprašytume jūsų apibūdinti sunkvežimio vairuotoją, jūsų atsakymas gali būti stereotipinis vyresnio amžiaus baltaodžio vyro įvaizdis. Ar jis yra tikslus? Tradiciškai sunkvežimių pramonėje dominuoja vyrai. Bėgant metams ši pramonė tapo įvairesnė ir atvėrė galimybes į ją patekti moterims, įvairaus amžiaus ir kilmės žmonėms. Įvairovė didėja, tačiau išoriniai iššūkiai, tokie kaip "Brexit" ir pandemija, stunka.

Moterys pramonėje

Nepaisant to, kad Jungtinėje Karalystėje trūksta iki 100 000 sunkiasvorių sunkvežimių vairuotojų, tik 1-3 % sunkvežimių vairuotojų yra moterys. Taigi, kodėl daugiau moterų nesirenka gyvenimo kelyje?

  • Sauga: Apskaičiuota, kad 60 % sunkvežimių vairuotojų moterų darbe jautėsi nesaugiai. Daugelis išreiškė poreikį statyti automobilį po žibintu, planuoti sustojimus ir nešiotis pipirinių dujų balionėlį.

  • Technika ir įranga: Ergonominiu požiūriu sunkvežimiai buvo sukurti vyrams. Praeityje moterys manė, kad pasiekti valdiklius, reguliuoti sėdynes ir fiziniai darbo aspektai yra varžantys. Tačiau dėl technologinės pažangos fizinis krūvis nėra problema. Dauguma šiuolaikinių sunkvežimių dabar turi vairo stiprintuvus ir automatines pavarų dėžes, kad būtų lengviau dirbti.

Nepaisant šių nesėkmių, moterys siekia, kad jų balsas būtų išgirstas, ir priversti pakeisti padėtį šioje pramonės šakoje. Tokie vairuotojai kaip Jodi Smith yra neįkainojami šios pramonės šakos gynėjai. Jodi internete dalijasi savo sunkvežimių vairavimo patirtimi ir įrodo, kad ši pramonės šaka nėra tik vyrų pasaulis.

"Sunkvežimio vairavimas nėra vyriškas darbas - šį darbą galiu atlikti su pilnu akinių rinkiniu! Tai gana fizinis darbas, bet nesunkus", - teigia Jodi, kai su ja kalbėjomės 2021 m.. Turėdama septynerių metų patirtį, Jodi ir toliau pasisako už tai, kad daugiau moterų prisijungtų prie sunkvežimių vairuotojų bendruomenės.

Rezultatas, kuris gali padėti užtikrinti didesnį saugumą keliuose - Amerikos transporto tyrimų instituto duomenys rodo, kad moterys yra saugesnės komercinių transporto priemonių vairuotojos. Vyrai vairuotojai vyrai 20 % dažniau patenka į avariją, palyginti su moterimis.

Amžiaus įvairovė pramonėje

Nacionalinio statistikos biuro duomenimis, vidutinis sunkiasvorių sunkvežimių vairuotojų amžius yra keturiasdešimt aštuoneri metai, o 47 % sunkvežimių vairuotojų Jungtinėje Karalystėje yra vyresni nei penkiasdešimties ir netrukus ketina išeiti į pensiją. Šie statistiniai duomenys ir dabartinis vairuotojų trūkumas rodo, kad šioje pramonės šakoje reikia jaunesnių vairuotojų.

Tai lengviau pasakyti nei padaryti; daugelis jaunų vairuotojų susiduria su šiomis problemomis:

  • Mokymas: Komercinio vairuotojo pažymėjimo gavimas gali kainuoti iki 2000 svarų sterlingų.

  • Draudimas: Nors minimalus amžius, nuo kurio galima vairuoti sunkiasvorę transporto priemonę Jungtinėje Karalystėje, yra 18 metų, daugeliui sunku gauti draudimą.

  • Patirtis: Kai kurios įmonės nori samdyti patyrusius vairuotojus, o tai gali būti kliūtis.

  • Sąlygos: Sunkvežimių vairuotojų gyvenimas gali būti nelengvas - ilgos darbo valandos ir laikas, praleidžiamas toli nuo artimųjų, gali būti atgrasantys veiksniai. Tačiau gyvenimas kelyje turi daug privalumų, pavyzdžiui, bendruomenė, kelionės, darbo užmokestis ir darbo vietos stabilumas.

Įmonėms, ieškančioms vairuotojų, gali būti naudinga samdyti jaunesnius sunkvežimių vairuotojus. Jie labiau linkę prisitaikyti prie nuolat besikeičiančios pramonės. Be to, jie greitai mokosi ir džiaugiasi technologine pažanga. Dėl jaunesnių vairuotojų skaičiaus didėjimo šioje pramonės šakoje sumažės vairuotojų kaita, o tai sumažins įmonės išlaidas. Tai taip pat užtikrins, kad pramonė patenkins didėjančią prekių ir paslaugų paklausą.

Tačiau kokios kliūtys jūsų laukia, jei esate vyresnio amžiaus vairuotojas? Kai kas teigia, kad amžius turi įtakos fiziniams ir kognityviniams gebėjimams, o tai daro įtaką gebėjimui saugiai vairuoti. Šie gebėjimai yra labai svarbūs sunkvežimių vairuotojams, nes jie susiduria su ilgomis darbo valandomis, fiziniais reikalavimais ir stresinėmis situacijomis.

FMCSA atsižvelgė į šias problemas. Taisyklėse reikalaujama, kad vyresnio amžiaus vairuotojai dažnai tikrintųsi sveikatą ir atliktų vairavimo vertinimą. Neseniai buvo pranešta, kad 90-metis sunkvežimio vairuotojas iš Šefildo vis dar vairuoja sunkvežimį, nes jo sveikata buvo patikrinta. Daugelis tvirtina, kad vyresnio amžiaus vairuotojai turi dešimtmečius kauptos patirties ir žinių - tai rodo, kad jei jie yra sveiki, neturėtų būti kliūčių įsidarbinti.

Kaip įvairovė gali padėti išspręsti dabartinį vairuotojų trūkumą?

2022 m. Veteranų reikalų biuras skyrė 100 000 svarų sterlingų labdaros organizacijai "Veteranai į logistiką". Ši labdaros organizacija suteikia veteranams galimybę tapti sunkiasvorių sunkvežimių vairuotojais. Šis finansavimas leido labdaros organizacijai gerokai padidinti metinį mokymų skaičių, padidinti darbuotojų skaičių ir patrigubinti mokymų pasiūlą. XPO, ASDA ir "Muller Milk & Ingredients" - tai bendrovės, kurios aktyviai įdarbina veteranus iš karto po mokymų.

Be to, ASDA skyrė 40 000 svarų sterlingų tolesniam mokymui. Parama tokioms labdaros organizacijoms kaip "Veterans into Logistics" kuria įvairesnę sunkvežimių vairavimo kultūrą ir aktyviai sprendžia dabartinio vairuotojų trūkumo problemą.

Ką galima padaryti, kad pritrauktume daugiau įvairovės?

Įvairialypė darbo jėga atveria įmonėms galimybes susipažinti su skirtingais požiūriais ir patirtimi. Ką įmonės gali padaryti, kad pritrauktų įvairesnės darbo jėgos?

  • Investuokite į mokymus: Mokymai, kuriuose darbuotojai mokomi apie netiesioginį šališkumą, įtrauktį darbo vietoje, diskriminacijos prevenciją ir tai, kaip palaikyti įvairialypę darbo jėgą, gali turėti teigiamą poveikį.

  • Investuokite į įtraukiantį įdarbinimo procesą: Kandidato CV anonimiškumas gali sumažinti nesąmoningą šališkumą.

  • Skatinkite įtraukią kultūrą: Informuokite potencialius kandidatus apie tai, kaip sprendžiate dabartinius įvairovės ir įtraukties klausimus.

  • Kreipkitės į nepakankamai atstovaujamas šios pramonės šakos grupes.

Įvairios sunkvežimių vairuotojų kultūros skatinimas ir palaikymas gali būti labai naudingas pramonei. Tai ne tik padės sukurti įtraukesnę ir draugiškesnę darbo aplinką, bet ir padės spręsti nuolatinio vairuotojų trūkumo problemą. Vežėjų įmonės privalo skatinti įvairovę lygiai taip pat, kaip ir sunkvežimių vairuotojai.

Kokioje šalyje yra paklausi sunkvežimių vairuotojų paklausa?

2022 m. gruodžio mėn. paskelbtoje ataskaitoje teigiama, kad nuo 2020 m. iki 2021 m. Europoje vairuotojų trūkumas išaugo 42 proc. Pirmoje vietoje atsidūrė Jungtinė Karalystė, kurioje laisvų vairuotojų darbo vietų skaičius siekė 100 000. Meksika ir Kinija taip pat užėmė aukštas vietas sąraše: Meksikoje trūkumas išaugo 30 %, o Kinijoje - net 140 %.

Ar ateityje mums reikės sunkvežimių vairuotojų?

Įdiegus savaeigius sunkvežimius, daugelis mano, kad sunkvežimių vairuotojai nebeturi ateities. Tačiau taip toli gražu nėra.

  • Autonominiai sunkvežimiai bus palaipsniui diegiami nustatytuose regionuose. Tikimybė, kad tai paveiks daugumą vairuotojų, yra nedidelė.

  • Jei autonominiai sunkvežimiai būtų įdiegti visame pasaulyje, vairuotojų vis tiek reikėtų. Sunkvežimių vairuotojų poreikis tik didės, nes yra per daug dalykų, kurie gali nutikti, jei kabinoje nebus vairuotojo.

Kokie yra sunkvežimių vairuotojų stereotipai?

Žinome, kokie svarbūs yra sunkvežimių vairuotojai, tačiau kai kurių žmonių akyse ši pramonės šaka vis dar siejama su neigiamais stereotipais - tokį įvaizdį gali lemti klaidingas žiniasklaidos pateikimas, o kartais ir keli nepatyrę vairuotojai. Tačiau kas yra šis stereotipinis įvaizdis? Ir kodėl jis neteisingas?

  • Antsvoris - kai kuriose sunkvežimių stotelėse siūlomas nesveikas greitasis maistas, todėl gali susidaryti įspūdis, kad sunkvežimių vairuotojai vartoja tik jį. Tačiau tai tikrai nėra įprasta. Sveikai maitintis kelyje gali būti iššūkis, tačiau daugelis laikosi subalansuotos mitybos ir reguliariai sportuoja. Peržiūrėkite mūsų patarimus, kaip [sveikai maitintis kelyje] (https://www.linkedin.com/pulse/how-healthy-truck-driver-snap-account/?trackingId=g91E6xbfIMoJTora4dSipQ%3D%3D).

  • Blogi vairuotojai - stereotipas, kuris negali būti toliau nuo tiesos. Profesionalūs sunkvežimių vairuotojai labai rimtai žiūri į saugumą. Jie dažnai neviršija leistino greičio, yra itin atsargūs esant nepalankioms oro sąlygoms ir palieka daug vietos tarp savęs ir kitų vairuotojų.

  • Piktybiškas elgesys - Visi mes pykstame kelyje, ir sunkvežimių vairuotojai nėra išimtis. Tačiau neteisinga šį stereotipą priskirti tik sunkvežimių vairuotojams.

  • Visi sunkvežimių vairuotojai yra vyrai - šioje pramonės šakoje vyrų yra daugiau nei moterų, tačiau sunkvežimių vairuotojų moterų daugėja.

Dalytis su

Kiti taip pat skaito...

Header Image

ketvirtadienis 16 spalio 2025 • Naujienos ir atnaujinimai

6 TRANSPORTO PRIEMONIŲ PARKO VALDYMO STRATEGIJOS, KURIOS PAKEIS JŪSŲ REZULTATUS

Guest

Fleet managers in the United Kingdom face financial challenges on many fronts. Escalating operational costs due to volatile fuel prices, intensifying sustainability transformation pressures, capital-intensive vehicle procurement, chronic talent shortage and unscheduled and extended downtime hurt the bottom line.If you have already invested in basic solutions to optimise routes, improve driver performance, minimise fuel consumption, monitor asset health and schedule preventive maintenance, but you haven’t seen significant gains, then consider adopting these six practical strategies to record positive net income consistently.Many fleet professionals view assets as unavoidable money pits and have come to terms with their tendency to drain resources. This notion normalises inefficient fuel consumption, unreasonably high maintenance costs and frequent downtime due to sudden breakdowns. Less-than-roadworthy vehicles endanger driver and cargo safety, resulting in higher future insurance rates and lasting reputation damage.Developing a structured fleet life-cycle and replacement strategy is essential to retiring specific vehicles before they hurt company coffers. It helps you manage your budget prudently, allowing you to make informed decisions based on long-term goals instead of immediate needs.Prioritise cost per mile, vehicle age and mileage. These vital metrics indicate when an asset becomes a good candidate for retirement instead of waiting for it to become inoperable. This proactive approach reduces your total cost of ownership, allowing you to resell declining assets while their value is relatively high. The proceeds from the sale can offset the price of procuring and integrating vehicles with partial automation capabilities into your fleet.The chronic labour shortage in the logistics industry drives up fleet management costs through rising wages, extended vehicle repair times and losses arising from delays and missed deadlines. This issue predated the pandemic, and Brexit only made it worse. In 2023, UK in a Changing Europe and Centre for European Reform estimated that the UK recorded a after the freedom of movement ended.The key is to raise awareness of logistics as an exciting career at the grassroots level. Fleet managers could do more to introduce the industry to primary and secondary students. Explaining what HGV drivers and mechanics do and their contributions to society can bring prestige to these occupations. Apprenticeship programmes can work wonders, as the 2022/2023 Logistics UK survey found that roles seek them.Poor workplace design is an underrated fleet management dilemma. Slowdowns to the order fulfilment process can trigger a domino effect that ultimately inflates operational costs. They can lead to increased idle time, talent underutilisation, unmet delivery schedules and customer dissatisfaction. Workflow inefficiencies may force you to reallocate resources, reshuffling drivers and vehicles and changing routes to compensate for delays.Facility-related disorganisation is outside the purview of fleet managers. Close collaboration with warehouse management matters to increase the logical flow and speed of movement of goods within the space. Simple improvements like hanging enough high bay LED lights and installing doors can reduce errors and boost productivity.Leverage technology to ensure clear communication. Adopting a software solution that merges or helps warehouse and fleet management systems interoperate gives all relevant stakeholders complete visibility into each department’s operations. Forming a cross-functional team cultivates a culture of collaboration and shared responsibility, holding everyone collectively accountable for mistakes and preventing finger-pointing.An innovative, pragmatic approach to vehicle upkeep is necessary to decrease unscheduled downtime. Proactive tuneups and automatic maintenance scheduling are , but digitising inspection and streamlining repairs are just as important to catch red flags early, restore asset roadworthiness quickly and help technicians work efficiently.Mobile pretrip inspections are instrumental in preventive asset maintenance and compliance. Apps capture real-time data, empower drivers to communicate issues to management and facilitate recordkeeping for review, analysis and reporting. Digital work orders help you monitor repairs across your fleet and ensure none will affect delivery schedules.Upgraded gear makes life easier for your technicians and complements initiatives to play to their strengths when assigning tasks. The latest diagnostic tools can be a significant expense but also a major time-saver. They pay for themselves by reducing premature component wear, preventing breakdowns and helping you negotiate for lower insurance rates. Every new technology has a learning curve, so value proper training to upskill your personnel accordingly.Well-maintained fleet vehicles could still break down midjourney due to road conditions in the UK. According to a January 2024 report featuring data gathered by 7,000 Stan the App users, on British carriageways. This figure only covered 13% of the country’s road network, suggesting that the actual number of defects might reach 11.5 million.Areas with colder, wetter weather are more likely to have depressions in road surfaces. Local governments fill millions of potholes yearly, so it can be challenging to plan routes ahead of time to avoid them. Integrating autonomous features into fleet vehicles — like deep learning-powered object detection and adaptive suspension — should help, but real-time pothole avoidance remains an ongoing challenge.Prudent fleet managers anticipate breakdowns regardless of how properly maintained their assets are and focus on readiness. They work with preapproved local mobile mechanics and independent auto repair shops to fix broken vehicles, minimise downtime and promote driver productivity and safety.Vet freelance automotive technicians by verifying their credentials, understanding their specialisation and checking their tools. Thirty-party mechanics should be the option of last resort, so train your drivers in basic troubleshooting and equip them with proper gear.Leaving last-mile delivery to self-driving systems can make this critical aspect of logistics more efficient and less costly. Big-name companies like Amazon, FedEx and UPS have used their deep pockets to pilot autonomous last-mile delivery, proving that driverless vans and drones could feasibly reduce the operational costs of urban logistics and increase customer satisfaction.Successful autonomous vehicle integration pilots should inspire organisations with smaller fleets to innovate. However, the perceived high up-front investment is only one of the obstacles many fleet managers face. Infrastructure, regulations and consumer acceptance are also significant considerations.Fortunately, the British Parliament has passed the Automated Vehicles Act 2024 to lay the regulatory foundation for autonomous last-mile operations. In June 2025, Member of Parliament Lilian Greenwood shared an update that the government , which indicated that the policymakers weren’t cutting corners to inspire stakeholders once the law is implemented.Overhauling your fleet operations is crucial for improving your bottom line, but any change comes with opportunities and risks. Managers can try various strategies, from detailed life-cycle plans to autonomous vehicle integration. With foresight, innovation, creativity, collaboration, pragmatism and resourcefulness, you can resolve pressing pain points and overcome new challenges to be in the black.

Header Image

penktadienis 03 spalio 2025 • Naujienos ir atnaujinimai

MAŽOS TARŠOS ZONOS ISPANIJOJE: KĄ TURI ŽINOTI AUTOMOBILIŲ PARKŲ OPERATORIAI

Guest

By the end of 2025, 149 Spanish cities – from Madrid and Barcelona to tourist hubs like Valencia, Alicante and Benidorm – will restrict access for high-emission vehicles. For fleet operators, that means new compliance risks, costly upgrades and tighter delivery schedules.Spain’s low-emission zones (Zonas de Bajas Emisiones, or ZBEs) are part of a wider European push to improve air quality and cut transport emissions. They already operate in major cities across the country and are enforced with fines of up to €200, with rules varying from city to city.In this guide, we explain how ZBEs work, what vehicle categories are affected and what operators need to do to keep their fleets on the road.ZBEs are being introduced under Spanish law in cities with more than (and those over 20,000 with particularly poor air quality), in order to improve urban air quality and support EU climate goals. Access to a ZBE is determined by a vehicle's environmental badge (distintivo ambiental), as issued by the Spanish Directorate-General for Traffic (DGT).The categories are:Full access● 100% electric vehicles (BEV)● Hydrogen fuel cell vehicles (FCEV)● Plug-in hybrids with at least 40km electric rangeGenerally unrestricted access● Standard hybrids (HEV)● Plug-in hybrids with less than 40km electric range● Gas-fuelled vehicles (CNG/LNG/LPG)Access with some time/area restrictions● Petrol vehicles: Euro 4/5/6 (typically 2006 onwards)● Diesel vehicles: Euro 6 (typically 2014 onwards)Increasingly restricted, often barred during peak hours● Petrol vehicles: Euro 3 (typically 2000-2005)● Diesel vehicles: Euro 4-5 (typically 2006-2013)Generally banned from all ZBEs● Petrol vehicles below Euro 3 standards● Diesel vehicles below Euro 4 standardsPetrol vehicles below Euro 3, and diesels below Euro 4 standards, are typically banned from ZBEs, although restrictions vary by city.It’s important to note that foreign vehicles must register with local city councils before entering a ZBE, even if they meet equivalent Euro standards. Without registration, compliant vehicles may face automatic fines, which has become a common issue for international hauliers operating in Spain.Madrid and Barcelona have had ZBEs in place for several years, with highly specific rules and large coverage areas. By the end of 2025, the system will expand to cover 149 cities, including smaller towns and tourist destinations such as Benidorm, Valencia, Seville and Alicante.Some cities are still implementing or gradually enforcing their zones, with transitional periods in place (e.g., warnings until late 2025 in Valencia and Benidorm). Others, such as , will start to fine non-compliant vehicles from December 2025.It should be noted that cities may have differing rules, with some allowing non-compliant vehicles for essential services, so it is important to be aware of a specific city’s rules before dispatching a vehicle. Spain is not alone: more than 320 cities across Europe now operate LEZs, with France’s Crit’Air system, Germany’s Umweltzonen and the UK’s ULEZ among the most established. For cross-border hauliers, this creates a patchwork of rules, stickers and penalties that raise compliance risks and costs.You must ensure that your vehicles display the appropriate DGT badge or register if foreign-plated. Fines for non-compliance are typically set at , although they can vary by municipality. Cities like Madrid and Barcelona have already begun issuing these penalties via automatic number plate recognition (ANPR) systems.Many logistics companies face hurdles because older diesel trucks are now banned or restricted from cities. In fact, . This means a significant number of vehicles are non-compliant and must be replaced if hauliers want to enter ZBEs.Vehicle prices are adding to the pressure: an , while are even pricier.CETM-Madrid, the Spanish Confederation of Freight Transport, estimates that cumulative outlays for Madrid-based road-freight and calls for deadline adjustments and more support.Data shows that the changes are having an impact on delivery schedules. A recent survey of businesses in pilot zones found that Congestion is also common during restricted delivery windows (8-10am), when many operators compete for access. Around also cited a lack of adequate loading/unloading areas as a major contributor to delays.This “time compression” effect – where deliveries are forced into fewer hours – creates bottlenecks at zone perimeters, raising the likelihood of late arrivals and disrupted supply chains.Schedule disruption extends beyond vehicle routing to workforce management. Barcelona's approach to ZBEs illustrates the challenge: the city offers (21:00-07:00) to reduce daytime congestion, but Spanish labour agreements state that night-work pay has premiums of approximately 25%.This creates a difficult choice for fleet operators: accept daytime congestion and delays, or absorb increases in labour costs for night operations.Despite the challenges, ZBEs deliver clear public health gains. Studies of the Madrid Central LEZ recorded (NO₂) within the zone. Broader European research shows soot emissions dropping by up to .These reductions translate directly into improved air quality, fewer respiratory illnesses and reduced hospital admissions. For urban residents – and drivers spending hours in congested traffic – the health benefits are tangible if inconvenient. “Low emission zones are here to stay,” comments Raqual Martinez, European Sales Manager at SNAP. “The challenge for our community is adapting without compromising efficiency or driver welfare. At SNAP, we’re committed to supporting fleets in Spain and across Europe, helping them turn regulatory change into operational advantage.”While we can’t change the LEZ rules, our intruck app makes life on the road simpler. Drivers can use it to find and book secure truck parking and washing, see what facilities are available at each stop, and plan rest breaks that fit tighter delivery windows – whether they’re running into Madrid, skirting Barcelona, or crossing borders on longer routes. Download the today for smoother operations across Spain's evolving transport landscape.

Header Image

penktadienis 26 rugsėjo 2025 • Naujienos ir atnaujinimai

KAIP TAPTI SUNKVEŽIMIO VAIRUOTOJU

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.