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DRIVER SHORTAGES IN EUROPE


work in a logistics company during a break in service and then return to serve in the army. Similarly, logistics provider, DSV, entered into an agreement with the Dutch army in 2018 to hire army drivers to support its busiest periods.


The use of technology


The application of various technologies can help with the driver shortage problem by enabling or facilitating visibility in supply and demand schedules to eradicate the issues of empty runs and wasted capacity. Equipping trucks with localisation technology and sensors is one step towards achieving visibility and more efficient utilisation of assets and driver resources.


Other strategies to tackle the problem include:


• Pall-Ex’s UK-wide Driver Drive to encourage drivers to join its network - a separate website for job applications with opportunities for Class 1 & 2 HGV drivers, van drivers and forklift truck operators.


• JMHC Logistics’ HH Drive Right online driving academy initiative to attract young people into the industry.


• Eddie Stobart’s driver school, which offers financing, courses and driving experience with a guaranteed job, subject to completion, at the end of the programme.


• Aldi’s offer of a 13-month driver apprenticeship scheme for over 18s, offering an attractive salary, mentoring and holiday allowance, and the opportunity to work towards a Cat C+ E licence.


• Hermes’ ‘Road to Logistics’ apprenticeship programme and 12-month ‘Warehouse to Wheels’ training scheme which allows existing staff to undertake their LGV training to become drivers for the company. The scheme is open to applicants of any age and all successful apprentices are offered roles as hub drivers.


Seasonal hiring


Driver shortages are particularly noticeable during peak seasons in Europe. Schemes to attract drivers who can be used during peak times and then utilised in other ways can be seen as an inviting alternative to being a full- time driver. One company that has explored this approach is DHL Freight, which created a new scheme to get more people behind the wheel to keep goods flowing across Europe, especially at peak times like Christmas. DHL Freight’s recruitment drive has initially focused on European operations, and there is already a pilot scheme in branches in Erfurt, Koblenz, Maintal, Malsfeld and Sehlem in Germany.


The pilot programme employs new recruits in a “rotating deployment” capacity, where they serve as drivers in peak periods and work in warehouses during quieter moments. The company said 30 new jobs had been created at each of the branches in the pilot programme and, if successful, a further 500 employees would be taken on across Europe.


Recruiting ex-military personnel as drivers


Some companies in Europe have embarked on campaigns to encourage former military personnel to become drivers in the logistics industry. In the UK, for example, there are approximately 50,000 unemployed veterans (according to 2019 data) - a large untapped potential pool of truck drivers. To take advantage of this, logistics business ELB Partners turned to a specialist recruitment agency for ex-military drivers to find skilled, reliable drivers. Using agency drivers is often the ‘go to’ solution for many hauliers but this short-term option inflates supply chain costs which can be difficult to pass onto customers in such a margin-sensitive sector.


In Germany, an increasing number of companies are also looking to recruit truck drivers from the army. The carriers and shipper’s organisation, Logistik Netzwerk Thüringen, has signed a letter of intent with the Logistics Command of the German Army to support the professional development of employees through their employment and training by both parties. For example, army members from the logistics unit will be able to


The introduction of digitalised platforms, AI and forecasting could also greatly redress driver shortages as they remedy structural inefficiencies. These types of platforms can help to reduce the number of trucks required to move freight and cut emissions and costs. However, the reality is much more complex. Although notional spare capacity in the market is, on average, around 40%, that so- called ‘waste’ is not entirely addressable by the use of road freight platforms.


According to research conducted by IRU, the international road union, 71% of European transport companies are pinning their hopes on autonomous vehicles in the next decade. Autonomous trucks can reduce labour costs and keep running 24/7 without being constrained by driver rest time and driving distance limitations. However, in reality, the technology is not yet commercially viable on a large scale and trials usually operate in closed environments. Longer term, however, it seems certain the use of autonomous vehicles will play an important role as one of the solutions alleviating the driver shortage problem.


Institutions and governmental input


The support of governments and other institutions is also essential.


The lack of convenient, safe and secure rest areas has become one of the key problems for truck drivers, and a major factor putting off women and younger people from joining the industry. The European Commission


‘According to research conducted by IRU, 71% of European transport companies are pinning their hopes on autonomous vehicles in the next decade. However, in reality, the technology is not yet commercially viable on a large scale and trials usually operate in closed environments.’


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