Susie Jones
Nieuws en updates • 4 min lezen

Vrachtwagenchauffeurs roepen op tot hervorming van de sector

Gemaakt: 05-02-2025

Bijgewerkt: 05-02-2025

Momenteel vormen vrouwelijke vrachtwagenchauffeurs in het Verenigd Koninkrijk slechts 1% van alle chauffeurs - een cijfer dat de afgelopen tien jaar met 144% is gestegen naarmate er meer initiatieven werden geïntroduceerd om diversiteit te bevorderen en het tekort aan chauffeurs op te heffen.

Een artikel van Fleetpoint beschrijft de vele manieren waarop de industrie meer vrouwen zou kunnen aantrekken:

  • Een ondersteunende en gastvrije werkomgeving creëren.

  • Verbetering van infrastructuur en voorzieningen.

  • Flexibele en gezinsvriendelijke werkregelingen.

  • Duidelijke carrièrepaden uitzetten.

Desondanks betoogden chauffeurs op sociale media dat deze al lang bestaande uitdagingen in de sector voor iedereen moeten worden aangepakt voordat er nieuwe initiatieven worden genomen om het chauffeurstekort op te lossen.

Tekort aan chauffeurs - waar staat de sector nu?

Het chauffeurstekort is al een aanhoudend probleem voor de transportsector, maar na COVID-19 en Brexit bereikte het een kritiek niveau. In 2024 misten Europa, Noorwegen en het VK meer dan 233.000 vrachtwagenchauffeurs - een aantal dat tegen 2028 zal oplopen tot meer dan 745.000 als gevolg van de vergrijzing van de beroepsbevolking.

De sector worstelt nog steeds met de gevolgen en werkt aan nieuwe initiatieven om diversiteit te bevorderen, de arbeidsomstandigheden te verbeteren en de kloof tussen het personeelsbestand te dichten.

De regering heeft ongeveer [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.) acties geïmplementeerd om het tekort aan vrachtwagenchauffeurs in het Verenigd Koninkrijk aan te pakken. Waaronder, maar niet beperkt tot:

  • De efficiëntie in bestaande toeleveringsketens verhogen.

  • Ondersteuning en training bieden aan nieuwe vrachtwagenchauffeurs.

  • Uitbreiding van de testcapaciteit voor vrachtwagenchauffeurs.

  • Het verbeteren van licentieprocessen.

  • De omstandigheden verbeteren.

  • De stabiliteit van de brandstofbevoorradingsketen verzekeren.

(https://prodsnapstorage.blob.core.windows.net/public-news/7fa76dba-25ca-4380-9bea-54cef0927ce2-AdobeStock_719840115.jpg)

Wat moet er veranderen? Chauffeurs aan het woord.

49% van de chauffeurs op sociale media stelde dat veranderingen moeten worden doorgevoerd ongeacht het geslacht - met 27% van de vrouwelijke vrachtwagenchauffeurs die het ermee eens waren dat de sector voor iedereen moet evolueren. 24% gaf aan dat de baan niet langer aantrekkelijk was, wat de behoefte aan verandering in de sector onderstreept. Wat willen chauffeurs dat er verandert?

Faciliteiten

55% wilde dat de faciliteiten voor iedereen werden verbeterd:

"Er moeten betere faciliteiten en een betere behandeling komen. De hele industrie is een puinhoop en we worden slecht behandeld."

"De voorzieningen zijn verschrikkelijk voor alle bestuurders, mannen en vrouwen."

In november 2024 bleek uit een [Transport Focus-enquête] (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.) dat tweederde van de chauffeurs ontevreden was over de faciliteiten van truckstops, waarbij vieze voorzieningen, slechte voedingsopties en een gebrek aan sociale ruimte voor grote problemen zorgden.

De regering en de transportsector hebben belangrijke maatregelen genomen door 14 miljoen pond te investeren om innovatie te stimuleren en de arbeidsomstandigheden te verbeteren.

In oktober 2024 kregen 23 succesvolle aanvragers tot 4,5 miljoen pond om hun truckstops te verbeteren. De verbeteringen omvatten nieuwe douches, restaurants en verbeterde veiligheidsvoorzieningen om chauffeurs meer gemoedsrust te geven. Daarnaast worden er ongeveer 430 parkeerplaatsen voor vrachtwagens gecreëerd.

Betalen

Een beter loon kwam op de tweede plaats, met 14% van de chauffeurs die aanvoerden dat een hoger loon meer chauffeurs zou aanmoedigen om in de sector te gaan werken:

"Maak het aantrekkelijk voor iedereen, verhoog de lonen."

Het verhogen van de lonen zal aanzienlijke kosten met zich meebrengen voor de leiders in de sector. Als het gemiddelde salaris van vrachtwagenchauffeurs zou stijgen in lijn met het nationale leefloon, zouden wagenparkbeheerders te maken kunnen krijgen met een extra £1,5 miljard per jaar.

Desondanks zullen investeringen de retentiegraden verbeteren, de wervingskosten verlagen en de opleidingskosten verlagen. Het aanbieden van hogere salarissen zou het beroep niet alleen aantrekkelijker maken voor nieuwkomers, maar zou ook de cruciale rol erkennen die chauffeurs spelen bij het in stand houden van de toeleveringsketen.

Houding tegenover chauffeurs

In de loop der jaren is de publieke opinie over vrachtwagenchauffeurs sterk geëvolueerd. Het leven van een vrachtwagenchauffeur werd vaak geromantiseerd in films en populaire media - waardoor velen dachten dat ze het makkelijk hadden. Ze werden echter ook voorgesteld als hardwerkende helden, een imago dat in de loop der tijd is verslechterd.

Tegen het einde van de 20e eeuw veranderde de perceptie toen de werkomstandigheden zwaarder werden en vrachtwagenchauffeurs oneerlijke stereotypen kregen - vaak door een verkeerde voorstelling in de media en soms door een paar onervaren chauffeurs. Deze negatieve stereotypen werden verlicht tijdens de COVID-19 pandemie toen de publieke waardering voor vrachtwagenchauffeurs toenam.

Tegenwoordig is er respect voor vrachtwagenchauffeurs, maar de sector wordt nog steeds geplaagd door negatieve stereotypen en houdingen. Iets waar 6% van de chauffeurs verandering in zou willen zien:

"Als ik terugdenk aan Covid, werden we beschouwd als helden, maar daarna werd het weer normaal. Het is geen wonder dat de huidige chauffeurs, mannen en vrouwen, de sector willen verlaten. Ze hebben genoeg van de slechte behandeling die ze dagelijks krijgen."

"Het zou fijn zijn om niet behandeld te worden alsof je uitschot bent."

In de afgelopen jaren heeft de opkomst van sociale media negatieve percepties in twijfel getrokken en veranderd. Veel chauffeurs gaan naar platforms zoals TikTok en Instagram om inzichten in hun rol te delen, misvattingen te ontkrachten en respect te verdienen van mensen buiten de sector.

Uit de feedback blijkt dat de transportsector dringend veranderingen moet doorvoeren om bestaande en nieuwe chauffeurs aan te trekken en te behouden. De ondervertegenwoordiging van vrouwen blijft een belangrijke uitdaging en het is van cruciaal belang om te investeren in faciliteiten die aan hun behoeften voldoen. Deze investering moet echter inclusief zijn en ten goede komen aan het hele personeelsbestand.

(https://prodsnapstorage.blob.core.windows.net/public-news/e4fbd5da-23d1-4cde-8405-b822202a33dd-Changes%20to%20haulage%20industry.png)

In welke landen is er een tekort aan vrachtwagenchauffeurs?

Landen in Europa zijn het zwaarst getroffen: veel vrachtwagenbedrijven kunnen hun activiteiten niet uitbreiden omdat ze geen geschoolde werknemers kunnen vinden.

Europa heeft een vergrijzende populatie vrachtwagenchauffeurs, met een gemiddelde leeftijd van 47. Een derde van de vrachtwagenchauffeurs is ouder dan 55 en zal naar verwachting de komende tien jaar met pensioen gaan. Daarnaast is minder dan 5% van de vrachtwagenchauffeurs in Europa jonger dan 25 jaar - dit benadrukt het gat dat zal ontstaan als een vergrijzende beroepsbevolking met pensioen gaat.

Is er een dag waarop vrachtwagenchauffeurs worden gewaardeerd?

[HGV Drivers Day] (https://https://snapacc.com/newsroom/hgv-drivers-day-2025-giving-truckers-a-voice/) vindt plaats op 22 januari en is opgericht door NN1 Personeel. De dag is bedoeld om vrachtwagenchauffeurs en alles wat ze doen voor de economie en de maatschappij te vieren.

Wat zijn de vooruitzichten voor de vrachtwagenindustrie in 2025?

Uit onze blog, [The Road Ahead for 2025] (https://snapacc.com/newsroom/the-road-ahead-for-2025-truck-industry-trends-to-expect/), verwachten we dat het volgende dit jaar prominent aanwezig zal zijn in de truckingindustrie:

  • De voordelen van AI omarmen.

  • De genderkloof en het chauffeurstekort aanpakken.

  • Een groenere industrie promoten.

  • Toename van langeafstandsvracht.

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vrijdag 26 september 2025 • Nieuws en updates

HOE WORD IK VRACHTWAGENCHAUFFEUR?

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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maandag 22 september 2025 • Nieuws en updates

DE EXPLOSIEVE GROEI VAN DE INFRASTRUCTUUR IN ROEMENIË - WAT BETEKENT DIT VOOR DE MOBILITEITSSECTOR?

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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woensdag 03 september 2025 • Nieuws en updates

IS LOGISTIEK EEN NIEUW ALTERNATIEF VOOR VERVOLGONDERWIJS VOOR SCHOOLVERLATERS?

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.