The IRU’s Global Truck Driver Shortage Report 2024, released in April 2025, paints a stark picture of the chronic shortage of drivers in the global road transport industry, with approximately 3.6 million vacancies recorded across all continents. At the same time, the average age of drivers continues to rise, signalling a long-term structural issue. Although the number of unfilled positions appears stable compared to the previous year, this is largely due to a temporary dip in transport demand. Beneath the surface, however, lies a persistent and deep-rooted problem that could worsen in the coming years unless tackled with decisive, strategic action.
A key issue highlighted in the report is the ageing of the workforce. More than 31.6 per cent of active drivers are over 55, while only 6.5 per cent are under 25. This demographic imbalance points to a broader issue around the job’s appeal. Many young people perceive truck driving as an unrewarding, exhausting occupation that is incompatible with a balanced personal life. Some countries reveal even more troubling figures: in Italy, just 2.2 per cent of drivers are under 25, while in Spain the figure stands at 3 per cent. At the same time, the proportion of drivers over 55 reaches 45 per cent in Italy and as high as 50 per cent in Spain. This suggests that in the next five to ten years, millions of drivers could retire without a sufficient generational turnover to ensure operational continuity.
The sector also suffers from a pronounced gender imbalance. Globally, women make up less than 6 per cent of the driving workforce, with the highest figure, 8 per cent, recorded in the United States. Barriers to entry for women are numerous, ranging from inadequate facilities at rest areas to inflexible working hours and a lack of work-life balance support. According to the IRU, encouraging more women into the profession could significantly expand the potential labour pool while improving diversity and inclusivity in the sector.
There are significant barriers preventing new entrants from joining the profession. Chief among them are the high costs of obtaining professional licences, cumbersome training procedures, a lack of promotion of the profession within the education system, and a negative public perception that still views the role more as a sacrifice than a viable career.
The IRU warns that without strong, coordinated international measures, the number of vacant positions could double by 2028. This would have serious repercussions for global logistics and the reliability of supply chains. The economic impact could be significant, affecting transport costs, delivery punctuality, and ultimately the retail prices of consumer goods.
The organisation puts forward a number of potential solutions. Among the most prominent are simplifying entry routes into the profession for young people through financial incentives and targeted school programmes, and boosting female participation with support policies, mentoring initiatives and safer infrastructure. It also suggests that carefully designed migration policies could help alleviate short-term shortages by facilitating the entry of qualified drivers from third countries.
Digitalisation and technological innovation are identified as additional tools for reducing workload, enhancing safety and simplifying fleet management. The adoption of technologies such as driver assistance systems, predictive logistics, and digital route planning platforms could help make the profession more attractive, particularly to younger generations.
Another important insight from the 2024 IRU report is the geographical distribution of driver shortages across different continents. The situation varies widely, with some regions more severely affected than others. In Europe, the shortage remains acute, with 426,000 unfilled positions (12 per cent of the total), particularly in Germany, Poland, Italy and Spain. The problem is worsening due to an ageing workforce and the low appeal of the profession for young people. Europe’s driver shortage is also compounded by complex regulations and limited cross-border mobility, making international recruitment even more difficult.
The situation in the United States and Mexico is similar. Transport demand remains high, but the profession continues to struggle with a chronic lack of younger drivers. There are 67,000 vacant positions in the US and 99,000 in Mexico. In both countries, generational turnover is insufficient and retirements are accelerating. However, there is more interest here than elsewhere in implementing advanced technological solutions and improving working conditions.
In Asia, the picture is mixed. In Japan, demographic ageing is having a direct impact on the freight transport workforce, with a growing shortage of drivers. In contrast, countries like India and China have a larger labour pool, but often lack professional standards, adequate infrastructure and contractual protections, making it difficult to retain qualified personnel. Even so, China alone accounts for 2.9 million vacancies, equivalent to 16 per cent of the global total.
In the Middle East and parts of Africa, the shortage is less pronounced in absolute terms, but is growing in relative terms. Economic development is driving increased transport demand, while vocational training and regulatory frameworks remain at an early stage. Finally, in Latin America, the situation is uneven, with key challenges including safety, working conditions and a lack of certified training pathways.
