It Tekoart oan Frachtweinsjauffeurs en Wêrom't Elkenien Dit Oangiet
July 31, 2026 · Frisian News
Europe is short 400,000 truck drivers. Logistics companies blame workers instead of raising wages, but the shortage serves some companies well.
FryskDe Europeeske frachtsektor hat hjoed 400.000 sjauffeurs nedich, twa kear safolle as fiif jier lyn. Elke lege frachtwein op 'e dyk betsjut dat guod net beweecht, winkels langer leech bliuwe, en bedriuwen de kosten trochstjoere nei klanten. Mar dit tekoart ûntstie net by fersin. Bedriuwen hawwe it boud.
In frachtweinsjauffeur yn Dútslân of Nederlân fertsjinnet sawat wat in fabryksarbeider yn 1985 fertsjinne, oanpast foar ynflaasje. Tuskentiids binne brânstofkosten trije kear sa heech wurden, tolwegen binne fermannichfâldige, en de ôfstân fan gesin is allinne mar slimmer wurden. Jongerein sjogge dit en kieze foar winkels, pakhûzen, of kantoarwurk. De sektor wit wêrom't sjauffeurs fuortgean. Se wegerje mear te betelljen.
It tekoart docht guon wol goed. As frachtweinen stilstean, geane frachtprizen omheech. Fêstige logistike bedriuwen mei fêste klantkontraten absorbearje de kosten en behâlde har marges. Lytsere konkurrinten kinne dat net. Tech-ynvestearders drukke selfrydende frachtweinen as de 'oplossing,' en belove frachtweinen sûnder bestjoerder yn fiif jier, dan tsien, dan fyftjin. Ûnderwilens ferdwine echte sjauffeurs út de arbeidsmerk.
Politisy en mediakanalen jouwe de skuld oan 'nimmen wol mear wurkje.' Se negearje dat frachtbedriuwen dit moarn oplosse kinne mei 30 prosint mear lean. Se negearje dat rêstplakken smoarch binne, dat sjauffeurs op strjitten parkearje omdat haltes fol binne, dat regelwurk it wurk dreger makke hat. De talking points binne makliker as de rekkening.
In tekoart is in kar. Oant de leanen omheech geane om te konkurrearjen mei oar hânwurk, oant sjauffeurs echte frije tiid hawwe, oant rêstplakken skjin bliuwe en lobbywurk ophâldt leanen del te drukken, feroaret neat. Leveringsketens reparearje harsels net. Immen moat kieze se te betelljen.
The European trucking industry is short 400,000 drivers today, double the shortage from five years ago. Every empty truck on the road means goods don't move, supermarket shelves stay sparse longer, and companies pass costs to customers. But this shortage did not happen by accident. Corporations built it.
A truck driver in Germany or the Netherlands earns roughly what a factory worker made in 1985, adjusted for inflation. Meanwhile, fuel costs have tripled, tolls have multiplied, and time away from family has only gotten worse. Young people see this and choose retail, warehousing, or office work instead. The industry knows why drivers leave. It refuses to pay them more.
The shortage serves some people well. When trucks sit idle, shipping rates climb. Established logistics firms with deep customer contracts absorb the costs and keep their margins. Smaller competitors cannot. Tech investors push autonomous vehicles as the solution, promising driverless trucks in five years, then ten, then fifteen. Meanwhile, actual drivers disappear from the labor pool.
Politicians and media outlets blame the shortage on 'no one wants to work anymore.' They ignore that trucking companies could solve this tomorrow by raising pay 30 percent. They ignore that rest areas are filthy, that drivers park on street corners because truck stops are full, that regulation has made the job harder. The talking points are easier than the math.
A shortage is a choice. Until wages rise to match other trades, until drivers take real time off, until rest areas stay clean and lobbies stop cutting wages, nothing changes. Supply chains don't repair themselves. Someone has to choose to pay for them.
Published July 31, 2026 · Frisian News · Ljouwert, Fryslân