Currently, IRU data reveals that in 36 countries surveyed for the report (from the Americas, Asia, and Europe), there is a shortage of up to 3 million drivers.
This indicates that approximately 7 percent of driver positions are currently unfilled. In most countries, over 50 percent of carriers have reported major difficulties in recruiting truckers, reaching 62% in Europe alone.
“We are missing over 3 million truck drivers in the countries we’ve examined. Given the demographics of the profession, we forecast that it could double within five years,” warned Umberto de Pretto, the Secretary-General of the IRU.
In some regions, the lack of drivers is predicted to become almost apocalyptic. In China, every fifth position is expected to go unfilled, resulting in a shortage of approximately 4.9 million drivers. In Europe, this figure is estimated at around 745,000, or 17% of positions. It’s crucial to note that during the pandemic, Europe experienced a shortfall of approximately 450,000 truckers.
Even in Turkey, which boasts a more favorable demographic structure than Europe, the shortage of truckers is anticipated to be around 200,000 people in 2028, equating to a significant 28 percent of positions without employees.
In 2023, a global increase in driver shortages is expected. Russia and China are projected to face 14 percent and 12 percent unfilled positions, respectively, while Uzbekistan and Turkey are expected to experience 15 percent and 16 percent, respectively.
Paradoxically, Europe and the United States felt the problem less in this year, with only 7% and 9% of positions without employees, respectively. However, this is considered a temporary relief attributed to inflation and restrictive monetary policies suppressing consumption and investment, consequently reducing the demand for transport services.
The age structure of truckers is a major concern. Only 12 percent of drivers from surveyed countries are under 25 years old, with Europe facing a dramatic 5% in this category. Russia has a mere 4 percent of drivers falling into the youngest age category, while the United States performs slightly better at 8%. China (17%) and Uzbekistan (25%) exhibit better demographics in this regard.
Besides the lack of young drivers, a significant issue is the high percentage of drivers approaching retirement age. In Europe, every third driver is 55 years old or older, while in Russia, it’s 31 percent, and in the USA, 29 percent. Mexico and China have a lower percentage of truckers approaching retirement, with 13 percent and 14 percent, respectively.
Gender parity in the transport sector is also lacking, with women representing only 6% of truck drivers. The United States has the highest share of female truckers at 8%.
Umberto del Pretto, Secretary-General of the IRU, emphasizes the visible consequences of the driver shortage for supply chains, national economies, and local communities. He calls for intensified efforts by governments and authorities to improve working conditions and access to the profession.
The IRU suggests measures to increase driver resources, including lowering the age for obtaining a truck driving license and subsidizing driver training courses.
Currently, in most countries, one can become a truck driver after the age of 21, and in some countries, only at the age of 26. However, the high cost of courses poses a barrier, with France, for example, averaging 5.25 thousand euros for obtaining a truck driving license—three times more than the minimum monthly wage.
Additionally, the IRU advocates for easier market access, particularly in Europe, for drivers from countries with a surplus of truckers. Despite the relatively favorable overall demographics, the low percentage of young drivers in the majority of countries indicates that this profession is not the top choice for most young people.