Alarm bells are ringing over a demographic time bomb in the trucking industry, which could destabilize the logistics industry and economic development.  

Most recent intervention was by the International Road Transport Union (IRU), which advocates on behalf of some 3.5 million companies working on the roads in over 100 countries, whose latest global truck driver shortage report makes disturbing reading for both long-haul as well as both first- and last-mile delivery capacities. 

Some 3.6 million positions remain unfilled in 36 countries studied, representing 70% of global GDP, the report revealed. Of 5,100 trucking firms surveyed in 2024, up to 70% in some countries face severe or very severe difficulties in recruiting drivers, it added. 

Compounding this is the upcoming problem of the sheer lack of younger drivers. 

Drivers under 25 years of age make up only 6.5% of the total driver workforce. Some countries have critically low rates, including Italy and Germany at 2.2% and 2.6%, respectively. Poland and Spain are not much better at 3% each.  

“The truck driver shortage crisis continues to deepen, most alarmingly due to an ever-widening age gap,” Natalia Corchado, IRU’s strategic planning and portfolio manager, who is clear about its scale and implications.

“This major demographic challenge risks undermining economic growth and competitiveness worldwide if further action is not taken to improve both the accessibility and attractiveness of the truck driving profession.” 

This is a particularly acute problem is some countries where the population is already aging –namely Europe, Australia and the United States. Some Asian countries, Japan in particular,also have the problem. 

China, where roughly one in six, or 16%, of total driver positions are unfilled, equating to 2.9 million vacancies, is already moving to deal with the problem. It has recently revised its Regulations on the Administration of Motor Vehicle Driving Licences, increasing the upper age limit and introducing supporting policies, such as moving to flexible retirement rules. 

“From January 1, 2025, the age cap for large and medium truck licences will increase from 60 to 63, helping alleviate shortage,” Corchado said of the first. “Drivers aged over 63 may continue working if they pass physical and cognitive assessments (e.g. memory, reaction time), aligning with China’s phased retirement reform,” she said of the second. 

In Europe, though, the problem is acute, as only 4% of drivers are under 25, compared to 9% of employees in that age group. Australia and the U.S. fare similarly, with just 5% and 7% of young truck drivers, respectively. 

“If steps are not taken to make the profession more attractive, the driver gap will continue to widen, as the limited number of young entrants will be insufficient to replace those retiring. Global retirements are expected to reach 3.4 million by 2029 across the countries studied,” warned Corchado.  

Europe, which, in Corchado’s words, is “grappling with chronic driver shortages,” is increasingly turning to third-country drivers – alongside young people and women – to help bridge this gap through the implementation of various EU-led programmes.  

The IRU is also leading several initiatives to support EU transport companies in recruiting qualified third-country drivers. Among them is the Skilled Driver Mobility for Europe (SDM4EU) project, part of the technical assistance projects under the Migration Partnership Facility (MPF), funded by the EU. 

In parallel, IRU has recently completed its Bus and Truck Drivers from Third Countries study, which analyzed the conditions for employing non-EU drivers in the EU and the driver qualification frameworks in 20 non-EU countries. 

This has a knock-on effect on Central Asia. Many qualified drivers move to the EU in search of better working conditions, making it harder for Central Asia’s growing local transport markets to find and retain skilled drivers, Corchado told ACN. 

To address this issue, IRU is working closely with its members and transport ministries in Central Asia, supporting them in establishing formal qualification frameworks and enhancing training capacities and certification standards. These efforts are aligned with rigorous international quality benchmarks that are essential for improving transport efficiency, road safety, and meeting decarbonization goals.

This approach also plays a vital role in boosting the competitiveness of Central Asian transport operators in the international transport services market. 

IRU’s network of associate training institutes in Central Asia continues to deliver high-quality, internationally compliant professional training for drivers and transport managers, thereby advancing industry professionalization and helping local companies address workforce needs. 

While that eases one problem, IRU believes more must be done in Europe. “Action is needed to make the profession both more attractive and more accessible, particularly for young people and women,” said Corchado. 

Among the measures suggested are tackling the high cost of obtaining a driving licence and professional qualification. “This is a significant barrier in many countries,” said Corchadoas is tackling the school-to-wheel gap, with the minimum age for drivers still over 18 years old in many countries.

“[This] makes young people choose other professions as they are not ready to wait from when they finish school until they reach the age to become a driver,” she added.  

The main attractiveness challenges needing to be addressed, she added, are the lack of safe, secure and equipped parking (with access to food, toilets and showers) and resting infrastructure, which is a key issue in all countries, the poor image of the profession and long times away from home. “This is a challenge, notably to attract women,” Corchado added.  

Long waits at borders, often with no access to parking and resting infrastructure, is also a driver problem, as well as a cargo problem.