war1974:
yes that’s fine but when the same boring repetitive posts come up every week and the same boring answers and arguments come up then it doesn’t half make for a boring forum, and yes I do realise the irony of this being a boring answer too.
Fincham:
war1974:
Basically it’s just like the job, same old thing week after week.
Same old bullst week after week after week; the boy that cryed wolf cryed wolf to many times
nothing said on hear is going to change a thing coz bullst is the way of the world nower days and A Paparazzi and a recutment consoltent is just a pupit in the world at large
but I dont care any more I have finished wagon driving so dont expect to see many more post from me in any user name
Got to hand it to the brilliant French.All out,barricades,demos.The government supports them,greedy private companies back down.Job done.
Trucknet and Britain full of hot air and don’t want to make a scene. Embarrassing.
LIBERTY_GUY:
If there is no driver shortage, perhaps an educated steering wheel jockey would like to explain why established companies are going to these extraordinary lengths to get people on board. Remember we are not talking agency here.
Nothing extraordinary about advertising jobs, it might just be a gimmick to test the waters but if they are genuinely recruiting then I think it’s just to keep pay/terms as low as possible (they are a business @ the end of the day). All shelves are fully stocked & nobody is going without, THERE IS NO SHORTAGE…!!!
1rustyspring:
Got to hand it to the brilliant French.All out,barricades,demos.The government supports them,greedy private companies back down.Job done.
Trucknet and Britain full of hot air and don’t want to make a scene. Embarrassing.
you are aware France uses more agency staff than the UK?
Table 1. Temporary work in Europe
Temporary agency work/ total employment (%)
Growth
Main sector where temporary agency work is used
Fixed-term contracts/total employment (%) (1997)*
Austria 1.0 (since 1993) Industrial 7.8
Belgium 1.4 Industrial 6.3
Denmark 0.2 Tertiary 11.1
Finland 0.4 (15 % pa) Tertiary 17.1
France 1.9 (full-time equivalent) (35.7 %, 1997-8) Industrial 13.1
Germany 0.6 Industrial 11.7
Norway 0.5 Tertiary 11.0
Portugal 0.5 Industrial and tertiary 12.2
Spain 0.56 (1994-July 1999, nd since new law came into force in August 1999) Industrial 33.6
Sweden 0.44 (50% pa) Tertiary 12.1
UK 1.0 Tertiary 7.4
seth 70:
There is no driver shortage,theres a good driver shortage though,and good drivers work and stay for good firms and get paid OK,its the crap usual suspect firms who pay crap money who have the driver shortage
Oh, how very, very here here.
Note to employers:- wake up you turds, wer’e an aging workforce. Where will you be when we all retire??
The group’s research found that just 2% of all HGV drivers are under the age of 25, with 60% over 45.
“There is a huge disparity between these two groups – we have so many people over 45 and over 60, and almost none under 25,” Mr Fello told MPs and industry figures assembled for the report’s launch.
However, there are grounds for optimism. The recent decision to raise the minimum school leaving age to 18 ought to be a chance to increase the numbers attending vocational training courses rather than academic education, and, combined with the reduction of the age limit for an HGV licence to 18, could provide a route for more young people to train as drivers.
“Contrary to this aspiration, the costs of insurance for the under-25s means that almost no school leavers will become drivers,” it asserted.
It really is a ticking time bomb, as highlighted by this quote from a submission by Skills for Logistics: “A fifth of the current LGV workforce will reach retirement age in the next 10 years. That’s approximately 75,000 drivers and this does not include those that will have licences revoked or curtailed or even those that will leave the professions for other job opportunities.
“But the number gaining a licence is decreasing year-on-year. The data shows a 45% fall in the number obtaining a LGV licence in a five-year period, and it appears that only 20% are acquiring their initial driver CPC. This therefore does not come close to replacing those that are anticipated to leave the profession.”
Dolph:
The group’s research found that just 2% of all HGV drivers are under the age of 25, with 60% over 45.
“There is a huge disparity between these two groups – we have so many people over 45 and over 60, and almost none under 25,” Mr Fello told MPs and industry figures assembled for the report’s launch.
However, there are grounds for optimism. The recent decision to raise the minimum school leaving age to 18 ought to be a chance to increase the numbers attending vocational training courses rather than academic education, and, combined with the reduction of the age limit for an HGV licence to 18, could provide a route for more young people to train as drivers.
“Contrary to this aspiration, the costs of insurance for the under-25s means that almost no school leavers will become drivers,” it asserted.
It really is a ticking time bomb, as highlighted by this quote from a submission by Skills for Logistics: “A fifth of the current LGV workforce will reach retirement age in the next 10 years. That’s approximately 75,000 drivers and this does not include those that will have licences revoked or curtailed or even those that will leave the professions for other job opportunities.
“But the number gaining a licence is decreasing year-on-year. The data shows a 45% fall in the number obtaining a LGV licence in a five-year period, and it appears that only 20% are acquiring their initial driver CPC. This therefore does not come close to replacing those that are anticipated to leave the profession.”
The Government research and statistic clearly shows a shortage is coming in the next 5-10 years
As we are all well aware, forward planning does not feature in our government’s agenda. We will worry about the shortage when it occurs and not before.
According to an advert for HGV training in the Daily Mirror, dated July 28 2005, there was a shortfall of 17000 LGV drivers and this would rise to 35000 by October 2005. There would be plenty of jobs with shorter hours and better pay and conditions due to the arrival of the WTD.
That was 10 years ago and we are still awaiting the arrival of all this.
We are looking to recruit a Class 1 HGV driver for a long established haulage company near Guildford. You will drive a new Volvo with an XL Cab delivering anywhere in the UK. You will be trained to drive a Manitou fork lift. The job is 06.30hrs start Monday to Friday with occasional Saturday overtime possibilities Weekly pay approx £437.50 (Based on a guaranteed minimum of 45hrs a week, the first 40hrs at £8ph then overtime at £15ph, plus an attendance bonus of £32.50 per week and a £10 a week meal allowance). There is also an additional bonus of £11 per day for driving the Manitou. This is a temp-to-perm position
now take away the XL Volvo cab which is obviously worth a good £75-£150 a week. and is agency where your supposed to be paid a bit more
I doubt there will be much difference in 10 years. For every 1 British HGV driver that retires, there is 10 Eastern European’s ready to take his place. As for the next 20 to 30 year’s; they’ll just continue to recruit foreign labour, whether it’s from within the EU, or outside it.
Furthermore, HS2 will be in place by then and they would have the option of using the old railway line and building freight terminals along them, which would abolish the need for all these HGV’s doing trunk routes along the M6 or M1, between, say, Manchester and London.
Any pending possible future shortage of HGV driver’s will only come on very gradually and will be dealt with, accordingly. It’s NOT going to be a huge shortfall over night one day. At the moment, they couldn’t care less and I don’t blame them.
If any future government needed to act on it, they would do, IF, the time ever came about.
But, the way it stands at the moment, there is no shortage of HGV driver’s and potentially never will be. This is currently reflected in our rates of pay, which is on course, to be suppressed for the foreseeable future.
