Susie Jones
Notizie e aggiornamenti • 4 leggere

Come affrontare la diversità dei conducenti nel settore

Creato: 21/08/2024

Aggiornato: 21/08/2024

Se le chiedessimo di descrivere un camionista, la sua risposta potrebbe rappresentare l'immagine stereotipata di un uomo bianco e anziano. Ma è vero? Tradizionalmente, il settore degli autotrasporti è stato dominato dagli uomini. Nel corso degli anni, il settore è diventato più diversificato e ha aperto opportunità di ingresso a donne, persone di età e background diversi. La diversità sta crescendo, ma le sfide esterne, come la Brexit e la pandemia, hanno rallentato questo processo.

Donne nel settore

Nonostante una carenza di 100.000 autisti di mezzi pesanti nel Regno Unito, solo l'1% - 3% dei camionisti sono donne. Allora, perché non ci sono più donne che si iscrivono alla vita sulla strada?

  • Sicurezza: Si stima che il 60% delle donne camioniste si sia sentito insicuro durante il lavoro. Molte hanno espresso la necessità di parcheggiare sotto le luci, di pianificare le soste e di portare con sé uno spray al peperoncino.

  • Tecnica e attrezzature: Dal punto di vista ergonomico, i camion sono stati costruiti per gli uomini. In passato, le donne hanno trovato difficile raggiungere i comandi, regolare i sedili e gli aspetti fisici del lavoro. Tuttavia, grazie ai progressi tecnologici, lo sforzo fisico non è più un problema. La maggior parte degli autocarri moderni è dotata di servosterzo e cambio automatico che facilitano le cose.

Nonostante queste battute d'arresto, le donne fanno sentire la loro voce e impongono cambiamenti nel settore. Autisti come [Jodi Smith] (https://www.instagram.com/pinktrucker90/?hl=en) sono preziosi sostenitori del settore. Jodi condivide le sue esperienze di autotrasporto online e dimostra che questo settore non è solo un mondo per uomini.

"Guidare un camion non è un lavoro da uomini - posso fare questo lavoro con un set completo di acrilici! È piuttosto fisico, ma non è difficile", afferma Jodi quando [le abbiamo parlato nel 2021] (https://fleetpoint.org/driver-training-safety/driver-safety-2/are-women-the-future-of-trucking/). Con sette anni di esperienza alle spalle, Jodi continua a sostenere la necessità che più donne entrino a far parte della comunità degli autotrasportatori.

Un risultato che potrebbe portare a strade più sicure - I dati dell' American Transportation Research Institute mostrano che le donne sono autiste commerciali più sicure. I conducenti maschi hanno il 20% di probabilità in più di essere coinvolti in un incidente rispetto alle loro controparti femminili.

Diversità di età nel settore

L'Office of National Statistics indica che l'età media di un autista di mezzi pesanti è di quarantotto anni e che il 47% degli autisti di camion nel Regno Unito ha più di cinquant'anni e si appresta ad andare in pensione. Queste statistiche, oltre all'attuale carenza di autisti, suggeriscono la necessità di avere autisti più giovani nel settore.

È più facile a dirsi che a farsi; molti giovani automobilisti devono affrontare le seguenti sfide:

  • Formazione: Ottenere la patente commerciale può costare fino a 2.000 sterline.

  • Assicurazione: Sebbene l'età minima per guidare un camion nel Regno Unito sia 18 anni, molti hanno difficoltà a ottenere un'assicurazione.

  • Esperienza: Alcune aziende vogliono assumere autisti esperti, il che può rappresentare un ostacolo.

  • Condizioni: La vita dei camionisti può essere impegnativa: i lunghi orari e il tempo trascorso lontano dai propri cari possono essere un deterrente. Tuttavia, la vita sulla strada offre molti vantaggi, come la comunità, i viaggi, la retribuzione e la stabilità del lavoro.

Le aziende in cerca di autisti possono trarre vantaggio dall'assunzione di camionisti più giovani. Sono più propensi ad adattarsi a un settore in continua evoluzione. Inoltre, imparano in fretta e accolgono con favore i progressi tecnologici. L'aumento degli autisti più giovani nel settore si tradurrà in tassi di turnover più bassi, riducendo i costi aziendali. Inoltre, garantirà che il settore soddisfi la crescente domanda di beni e servizi.

Tuttavia, quali sono gli inconvenienti per chi guida in età avanzata? Secondo alcuni, l'età influisce sulle capacità fisiche e cognitive, influenzando la capacità di guidare in sicurezza. Queste capacità sono fondamentali per gli autisti di camion che devono affrontare lunghe ore di lavoro, esigenze fisiche e situazioni di stress.

La FMCSA ha affrontato questi problemi. I regolamenti prevedono che gli autisti più anziani si sottopongano a frequenti esami medici e valutazioni della guida. Recentemente è stato riportato che un autista di camion di 90 anni di Sheffield continuava a fare il camionista dopo aver ricevuto un certificato di buona salute. Molti sostengono che gli autisti anziani portino con sé decenni di esperienza e conoscenze, suggerendo che se sono in salute non dovrebbero esserci ostacoli all'impiego.

Come può la diversità risolvere l'attuale carenza di autisti?

Nel 2022 l'Ufficio per gli Affari dei Veterani ha erogato 100.000 sterline all'associazione Veterans into Logistics. L'associazione offre ai veterani l'opportunità di diventare autisti di mezzi pesanti. Il finanziamento ha permesso all'ente di incrementare in modo significativo la formazione annuale, di aumentare il personale e di triplicare la formazione disponibile. XPO, ASDA e Muller Milk & Ingredients sono tutte aziende che assumono attivamente veterani direttamente dopo la formazione.

Inoltre, ASDA ha messo a disposizione 40.000 sterline per contribuire all'ulteriore formazione. Il sostegno a enti di beneficenza come Veterans into Logistics crea una cultura più diversificata nell'ambito della guida degli autocarri e affronta attivamente l'attuale carenza di autisti.

Cosa si può fare per attirare più diversità?

Avere una forza lavoro diversificata apre le aziende a diversi punti di vista ed esperienze. Cosa possono fare le aziende per attirare una forza lavoro diversificata?

  • Investite nella formazione: La formazione per educare i dipendenti su temi come i pregiudizi impliciti, l'inclusività sul posto di lavoro, la prevenzione della discriminazione e il sostegno a una forza lavoro diversificata può avere un effetto positivo.

  • Investite in un processo di assunzione inclusivo: L'anonimizzazione del CV di un candidato può ridurre i pregiudizi inconsci.

  • Promuovere una cultura inclusiva: Comunicate ai potenziali candidati come state affrontando gli attuali problemi di diversità e inclusione.

  • Raggiungere i gruppi sottorappresentati in questo settore.

La promozione e l'accoglienza di una cultura diversificata nella guida degli autocarri può apportare notevoli benefici al settore. Non solo contribuirà a creare un ambiente di lavoro più inclusivo e accogliente, ma aiuterà anche a far fronte alla continua carenza di autisti. Le aziende di trasporto hanno la responsabilità di abbracciare la diversità tanto quanto i conducenti di camion.

In quale Paese c'è richiesta di autisti di camion?

Secondo un rapporto pubblicato nel dicembre 2022, le carenze in Europa sono aumentate del 42% dal 2020 al 2021. Il Regno Unito si è classificato al primo posto con 100.000 posti vacanti di autista. Anche il Messico e la Cina erano in cima alla lista, con un aumento delle carenze del 30% per il Messico e uno sbalorditivo 140% per la Cina.

Avremo bisogno di camionisti in futuro?

L'introduzione dei camion a guida autonoma ha fatto pensare a molti che non ci sia futuro per i camionisti. Tuttavia, questo non è affatto vero.

  • La diffusione dei camion autonomi avverrà in modo graduale in determinate regioni. La probabilità che ciò influisca sulla maggior parte dei conducenti è scarsa.

  • Se i camion autonomi fossero implementati in tutto il mondo, gli autisti sarebbero comunque necessari. La richiesta di autisti di camion non potrà che aumentare, perché sono troppe le cose che potrebbero accadere se non ci fosse un autista in cabina.

Quali sono gli stereotipi dei camionisti?

Conosciamo l'importanza degli autotrasportatori, ma agli occhi di alcuni, gli stereotipi negativi sono ancora legati al settore: questa rappresentazione può essere dovuta a un'errata rappresentazione da parte dei media e, talvolta, a qualche autista inesperto. Ma cos'è questa immagine stereotipata? E perché è sbagliata?

  • Sovrappeso - Alcuni autogrill offrono fast food poco salutari che potrebbero dare l'impressione che i camionisti consumino solo quelli. Tuttavia, questa non è certo la norma. Mangiare sano in viaggio può essere una sfida, ma molti si attengono a una dieta equilibrata e fanno regolarmente esercizio fisico. Date un'occhiata ai nostri consigli per mangiare sano in viaggio.

  • Cattivi conducenti: uno stereotipo che non potrebbe essere più lontano dalla verità. I camionisti professionisti prendono molto sul serio la sicurezza. Spesso rispettano i limiti di velocità, sono molto prudenti in caso di condizioni atmosferiche difficili e lasciano molto spazio tra loro e gli altri conducenti.

  • Sboccato - Tutti siamo vittime della rabbia stradale e i camionisti non fanno eccezione. Tuttavia, è ingiusto attribuire questo stereotipo solo ai camionisti.

  • Tutti i camionisti sono uomini - Gli uomini sono più numerosi delle donne in questo settore; tuttavia, le donne camioniste sono in aumento.

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mercoledì 18 giugno 2025 • Notizie e aggiornamenti

RIAPERTURA DEL CONFINE POLACCO-UCRAINO: COSA DEVONO SAPERE GLI OPERATORI DI FLOTTA

Guest

After months of disruption, freight traffic between Poland and Ukraine is moving freely again. But with tensions still simmering and the threat of renewed blockades on everyone’s minds, fleet operators must remain alert to the risks – and prepared to protect driver welfare on both sides of the border.This article explains what caused the disruption, how it affected drivers, and the steps you can take to reduce the impact if industrial action returns.The situation began in late 2023 when Polish truck drivers began protesting at major border crossings. They claimed that the EU’s decision to waive permit requirements for Ukrainian hauliers – introduced as a temporary wartime measure – led to an influx of lower-cost operators undercutting Polish firms.The protests escalated, blocking key freight routes into Ukraine and trapping thousands of vehicles in queues stretching for miles. At its peak, the blockade left at the border, some waiting more than a week to cross. Non-Ukrainian EU drivers, too, suffered long delays, strained schedules and poor conditions. What began as a logistical dispute evolved into a broader protest by Polish truckers over Ukrainian imports, market access, and the impact of emergency EU transport measures. Polish farmers soon joined in, frustrated by the effect of Ukrainian agricultural products on domestic prices.Polish drivers also for border crossings – known as eCherha – arguing that it put EU hauliers at a disadvantage. While the system was designed to streamline freight movement by allowing carriers to pre-book crossing slots, Polish operators claimed it gave Ukrainian firms greater flexibility and faster access. Issues such as language barriers, limited integration with EU logistics systems and inconsistent implementation left many EU drivers waiting longer at the border, further fuelling the perception of unfair treatment and contributing to the broader unrest. Protests begin at Dorohusk, Hrebenne and Korczowa crossings. More crossings are blocked, including Medyka; three Ukrainian drivers die waiting in queues. The Polish government comes to an agreement to pause the blockade until March. Sporadic blockades resume at smaller crossings. A new four-month blockade began at Yahodyn-Dorohusk but was overturned in court. All major border crossings remain open, but the risk of future disruption remains.In response to the disruption and its wider implications, the Polish government has taken a proactive stance. Border crossings with Ukraine have been designated as critical infrastructure, giving them greater protection from future blockades and helping to ensure the continued flow of freight, humanitarian aid and military support. A new Council for Cooperation with Ukraine has also been established to generally strengthen ties between the two countries. Part of its remit is to improve coordination across trade and transportation. In parallel, Poland is investing in eastern border infrastructure and engaging with EU officials to press for fairer terms for Polish hauliers. While these actions may not resolve the situation overnight, they signal a longer-term commitment to stability and structured dialogue.The blockade created unacceptable conditions for professional drivers. Many spent days or weeks in their cabs with no access to toilets, food or running water. Some were stuck in freezing temperatures with no heating or shelter. during the blockade period, with exhaustion and untreated medical conditions believed to be contributing factors. The disruption also caused significant mental and emotional strain, particularly for Ukrainian drivers trying to reach or return from home during wartime. Delays affected not only trade but also the movement of fuel, aid and military goods critical to Ukraine’s national defence.While Polish protesters insisted that humanitarian and military aid vehicles were permitted through the border, indicate that this wasn’t always the case.These conditions weren’t just traumatic for drivers – they also exposed gaps in fleet risk management and emergency planning. Operators must now treat border disruption as an ongoing threat.Although the situation has stabilised, underlying tensions between Polish hauliers, Ukrainian operators and EU policy remain unresolved. Fleet managers operating in or near the region should be alert to the possibility of further industrial action – especially during seasonal pressure points or EU policy reviews.Here are the SNAP team’s recommendations for managing the situation effectively:Stay up-to-date with news from Polish and Ukrainian logistics associations and government sources. Subscribe to border traffic alerts and follow trusted logistics partners for real-time updates.Have contingency plans that redirect vehicles through Hungary, Slovakia or Romania if crossings between Poland and Ukraine become blocked again.Ensure your trucks are stocked with essentials: food, water, power banks and medical kits. During periods of unrest, access to secure truck parking in Poland is essential, so that your drivers are safe, rested and off the roadside. Equip drivers with up-to-date information on secure truck parking and rest areas along their route.Our has an interactive map of truck parking, with 11,000 HGV service providers across Europe, including Poland, Hungary and Slovakia. It’s an easy-to-use tool for finding secure truck rest areas in Poland, making it especially valuable during periods of industrial action. Although the app does not currently offer bookable truck parking in Ukraine, Ukrainian operators and drivers can use intruck to locate reliable rest stops within the EU during long-distance journeys or times of disruption.With increased demand during periods of disruption, advanced booking is critical. Drivers can also use intruck to find and book trusted truck parking in Poland in advance. Whether your vehicles are travelling deep into Eastern Europe or returning westward, it allows your drivers to access parking for trucks near Warsaw and other high-traffic areas.Establish check-in schedules, especially if long waits or diversions are expected. Reassure drivers that their wellbeing is a priority and provide support if they face unexpected delays. If possible, suggest secure lorry parking locations in Ukraine in advance, so they know where to take a break.The reopening of the Poland-Ukraine border is welcome news for fleets operating in Eastern Europe. But with political tensions unresolved, it’s essential to stay prepared.“The situation is rapidly changing,” says Nick Renton, Head of European Strategy and Business Development at SNAP. “With the potential for further disruption at the Poland-Ukraine border, we recommend that fleet operators put robust plans in place to prioritise driver wellbeing and minimise operational risks. That includes building flexibility into delivery schedules, providing essential supplies in vehicles and ensuring drivers have access to secure truck parking. “Our network of bookable truck stops across Europe and Poland gives you the tools to stay agile – offering peace of mind to both operators and drivers when conditions on the ground become unpredictable.”View our interactive map of .

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mercoledì 04 giugno 2025 • Notizie e aggiornamenti

L'IMPATTO DEL BLACKOUT DELLA PENISOLA IBERICA DEL 2025 SUL TRASPORTO SU STRADA

Guest

On 28 April 2025, a widespread power outage swept across the Iberian Peninsula, leaving millions of homes, businesses and public services in Spain and Portugal without electricity. The Spain-Portugal blackout, which began at 12:33pm local time, affected major cities including Madrid, Barcelona, Lisbon and Porto, as well as large parts of the surrounding regions. In some areas, power returned within four to six hours; in others, the disruption lasted well into the following morning.Although the precise cause is still under investigation, early reports suggest a failure in the cross-border transmission network disrupted electricity flow across both national grids. The impact was swift and widespread, halting train services, grounding aircraft, affecting hospitals and public services and paralysing digital infrastructure. For the transport and logistics sector, the challenge was immediate, touching every aspect of road-based operations, from freight and fuel supply to traffic control and driver welfare.“When power fails, so do many of the systems we rely on to keep roads safe – from traffic lights and signage to communications,” says Raquel Martinez, European Sales Manager at SNAP. “For both drivers and fleet operators, the 2025 blackout highlighted just how quickly routine journeys can become high-risk and how important it is to be aware of where drivers can stop to maintain the security of themselves and their loads.”For transport firms, the first and most pressing issue was the suspension of freight movement. Across the Iberian Peninsula, operations at warehouses, fulfilment centres and cross-docking hubs slowed or stopped entirely. International movements were also affected, with trucks held at borders as authorities worked to restore basic traffic control and ensure road safety.With rail freight at a standstill, some operators attempted to shift loads onto the road network, but this brought its own limitations. Congested routes, inoperative traffic systems and patchy fuel access meant that road transport couldn’t absorb the demand. It took several days to clear the backlog and restore supply chain reliability.The Iberian power cuts also revealed the extent to which modern infrastructure depends on digital systems. Traffic lights in major cities went dark, causing congestion and increasing the risk of accidents. Electronic signage, motorway sensors and smart routing systems all failed, depriving drivers of real-time guidance and updates.Toll booths were similarly affected. With automatic barriers and electronic payment systems out of action, staff in some areas had to lift gates manually or collect cash. This led to delays on major routes, lost revenue for toll operators, and concerns about system integrity once power was restored.One of the clearest signs of the sector’s reliance on electricity came at the fuel pumps. As power failed, petrol stations across Spain and Portugal were forced to close. Pumps and payment systems stopped working, leaving only a small number of forecourts with emergency generators able to serve customers. These were quickly overwhelmed, leading to long queues and, in many cases, drivers stranded without fuel.The disruption also extended upstream, with port facilities and fuel distribution networks unable to operate at normal capacity, delaying the movement of fuel to inland areas and further compounding supply issues.For operators of electric vehicles, the outage posed a particular challenge. EV charging across Spain and Portugal were out of service, rendering EVs unusable unless they already had enough charge to complete their route. With no access to recharging, some deliveries were suspended and electric vehicles temporarily taken off the road.For logistics businesses considering the transition to electric fleets, the Iberian power cuts underlined the importance of contingency planning and backup infrastructure to maintain operations during grid failures.Perhaps the most pressing concerns centred around driver welfare. Rest areas and service stations were plunged into darkness – many without lighting, heating, hot food or functioning toilets. Some drivers were left without a safe or secure place to rest during enforced delays.Communication was another major issue. With mobile networks disrupted, drivers struggled to contact depots, request support or access traffic updates. For many, local radio became the only reliable source of information. The situation served as a stark reminder of how exposed the industry can be when critical infrastructure fails.Although the Spain-Portugal blackout lasted less than 24 hours in most places, the disruption to road transport and haulage was significant. The power outage effects on logistics covered everything from fuel supply and infrastructure resilience to emergency preparedness and driver wellbeing. However, it also prompted renewed discussion around how fleet operators can improve business continuity and safeguard their people in the face of similar events.Establishing and testing a robust business continuity plan is an important first step. This should cover communications protocols, fuel access, routing alternatives and vehicle deployment. Where possible, alternative schedules and delivery partners should be identified in advance – particularly for time-sensitive or critical loads.Supporting driver wellbeing is crucial in situations like this. Emergency kits – containing snacks, water, torches, power banks and reflective clothing – can offer reassurance and practical help. “Operators may also wish to review facilities at depots to ensure drivers have safe places to rest, especially during longer delays,” says Raquel. “Knowing that there is a network of truck stops in the region, such as our partner network, can provide reassurance that there is somewhere to stop until the power returns. “Blackouts of this scale may be rare, but the risk is real. Operators must consider how they build resilience and adapt to situations to keep moving – from securing fuel access to re-evaluating route planning and rest provision during emergencies.”We have an extensive network of truck stops and service areas across Spain and Europe.

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venerdì 16 maggio 2025 • Notizie e aggiornamenti

CAMION AUTONOMI: COME DISTRICARSI NELLA STRADA DA PERCORRERE

Susie Jones

Autonomous trucks a daunting idea for some, but seemingly, the future of the logistics industry. As technology advances within the sector, the prospect of having partially or fully autonomous vehicles delivering your goods is high. In fact, it could be as close as 2026, according to the UK government, as in May 2024, the Automated Vehicles (AV) Act became law.However, what happens when an autonomous truck gets into an accident? Who is liable? In this blog, we'll delve into the world of autonomy, how it could impact the mobility sector, who is liable when accidents occur, and what drivers think of the change.There are six levels of driving automation:• Level 0 No automation. The human performs all driving tasks.• Level 1 Driver assistance. The vehicle features a single automated system. • Level 2 Partial automation. The vehicle can perform steering and acceleration. However, a human still monitors all tasks and can take control at all times.• Level 3 Conditional automation. The vehicle can perform most driving tasks. However, human override is still required.• Level 4 High automation. Geofencing is required, and the vehicle can perform all driving tasks under specific circumstances. Human override is an option. • Level 5 Full automation. The vehicle performs all driving tasks in all conditions. No human attention or interaction is required. Sensors, cameras, and artificial intelligence enable autonomous trucks to drive independently. Advanced programs make decisions instead of human drivers. • Legalities Who is liable when accidents occur? Is it the driver, their employer, or the maintenance company? We delve into this below. • Infrastructure Our existing roads are built for a world of petrol engines. Therefore, infrastructure must be upgraded or replaced to support self-driving vehicle fleets, requiring money and a substantial amount of political will. • Societal shifts An evolution in public attitudes will need to occur, too. The prospect of AI vehicles is daunting to many, with concerns regarding safety, journey tracking, and the legal grey areas regarding road accidents. • Security A system relying on digital networks becomes more vulnerable to cyber threats. The safety of autonomous trucks has been a hot topic of discussion within the sector, with many debating whether the technology is at a reliable standard to deal with unpredictable weather and recognise obstacles something that is of concern for truck drivers on SNAP's social media pages:"In the slightest bit of rain, my truck loses all automatic capabilities, AEBS, and cruise control. There is no way trucks will be allowed to drive themselves without a driver anytime soon."“This will kill more people on the roads and cause more queues. Just think how reliable your electronics are on your Euro 6 vehicle. The same people are making autonomous trucks.”In the event of an accident, responsibility may shift between the driver and the manufacturer. The court must determine whether an accident was caused by a technical fault, inadequate maintenance, or driver error. A manufacturer will become liable in the following instances: • Sensor malfunction• Software glitches• Inadequate cybersecurity measures• Inadequate testingA driver of an autonomous truck may be liable for an accident if they neglect the necessary service or maintenance required for the vehicle to operate properly one could argue that this liability could fall on fleet managers, too. Despite this, there is still some confusion among those in the mobility sector. We asked truck drivers on our who they believe would be held liable in the event of an accident with an autonomous vehicle. 51% of drivers thought the driver would be responsible, 37% suggested automated truck manufacturers, and 12% believed software developers. It's evident that more clarification is needed among those in the sector before autonomous trucks are a permanent fixture on our roads. In their revisited campaign, SNAP looks at the future of the mobility sector. As technology advances, autonomous vehicles will play a significant role in the industry, with a 50% chance that machines could take over all human jobs in the next 120 years.However, how will they deal with some of Europe's most hazardous highways? Truck driving is more than just sitting behind the wheel it's often about navigating ever-changing and unpredictable road conditions. It poses the question of whether autonomous trucks could deal with some of the poorest roads in Europe. From their most recent campaign, , SNAP identified Europe's most dangerous roads, with results showing Bulgaria, Lithuania, and Czechia as the most concerning.One could argue that autonomous trucks will face challenges while trying to navigate some of these roads without human interaction. Limited GPS accuracy, sensor interference, and a lack of consistent infrastructure could complicate things.