SIMPSON SAYS
WHO’S AFRAID OF THE DRIVER SHORTAGE?
The transport industry is about to face a perfect storm that will impact drivers and their employers, but quite possibly lead to better times for both, says Richard Simpson By Richard Simpson, industry pundit
T
he past few years have seen the British transport industry reliant on an evershrinking pool of drivers. I’ve seen this for myself, with the average age of drivers roughly keeping pace with my own age, in the 30-something years I’ve been reporting on the industry. And, as if I needed reminding, a recent brush with the grim reaper has left me sporting a sparkly new titanium-armoured, laser-welded pacemaker and a renewed admiration for the hard workers at the NHS coalface, has just reinforced the reality that no one lives, or works, forever. As older drivers were falling off the perch, they were being increasingly replaced by bods from abroad. Sure, younger people here were passing their tests and trying their luck in the industry, but most didn’t stay long – for reasons to be discussed later. And, while the arrival of drivers from mainland Europe were keeping the lid on wages following the normal laws of supply and demand, canny drivers were boosting their take-home income by switching from employment to agency and working as a one-man-band limited company. This enabled 36
DAF DRIVER SPRING 2020
them to avoid paying normal income tax, and also allowed their employer (who was no longer their employer because they were sub-contractors) to avoid a host of obligations including having to pay sick leave, holiday or National Insurance. It couldn’t last, and it won’t. This April, HMRC is closing what it describes as the IR35 ‘loophole’ that allows drivers and others to class themselves as contractors, while Traffic Commissioners are clamping down on what they describe as ‘fake self-employment’ among drivers. Combine this with clarification from the Government that would-be truck drivers from the EU will not be allowed into the UK and, with what is seen as an increasingly less appealing environment for those that are already here, it’s obvious that not only will the flow of foreign drivers cease, but at least some of those already here will be seeking opportunities elsewhere. You don’t have to be a genius to see where this is leading. Drivers are going to be thin on the ground and those who have been working as ‘contractors’ are going to be looking or substantial salary increases, just to stand still in real income terms.
This scenario could actually be a good thing, long term, for all in the industry, whether drivers or employers. Some of the many thousands of people who have acquired HGV licences and then decided that the industry is not for them, could be attracted to return if wages rise sufficiently to make the profession attractive again. And a higher wage industry will lead to better attitudes on both sides, an increasing emphasis on recruitment and retention, rather than just asking the agency to provide another batch of steeringwheel attendants and even improved roadside facilities as drivers’ disposable income rises. There is plenty of evidence that young people are interested in driving as a career, but rapidly become disillusioned by the reality of long hours, a low hourly rate and poor roadside facilities. Drivers are going to become a more valuable asset for the industry, with a probable switch from agency to direct employment. And this makes investment in good-quality training more important than ever before. The old joke about “What happens if I train my drivers and they leave?” “What happens if you don’t train them and they stay?” has never rung truer.
DAF is leading the way in driver training, with every sales dealer employing its own driver-trainer – and training being made available with the delivery of every new CF or XF truck. The deal here is a one-toone, 90-minute static vehicle handover, followed by up to 60 minutes of on-road instruction, with emphasis on the new fuelsaving systems on the vehicle. Training sessions for additional drivers are also available. Compulsory training under the Driver CPC umbrella has got a mixed reputation in the industry. Its initial introduction caused a great deal of resentment and some of the training offered was of very poor quality. It’s fair to say that it gave training a bit of an image problem in the transport industry, and that’s putting it mildly. However, with the second cycle now complete, many of the worst trainers have left the sector and DAF, as the UK market-leading truck manufacturer, has stepped in to offer approved courses thorough a select number of JAUPT-accredited providers. Again, offering drivers a regular, structured approach to Driver CPC with a credible trainer, will be an increasingly important tool in attracting and retaining quality employees.
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