~ Fresh EU data reiterates existing concerns ~
When we last examined the growing bus and coach driver shortage back in 2022, the issue was of great concern. Today, fresh data paints an even bleaker picture. Here Roger Brereton, head of sales at bus steering system manufacturer Pailton Engineering, explains the repercussions behind the accelerating statistics that threatens essential transport services on both sides of the Atlantic.
Before the most recent statistics were published, the gravity of the driver shortage was already clear. In the United States, a 2022 report by the American Public Transportation Association (APTA) revealed that 71 per cent of 117 transit agencies were forced to delay or cut services due to staffing shortages.
The same report highlighted that 92 per cent of agencies faced significant challenges in hiring new employees, particularly for bus operation positions. Retention rates were equally concerning, with 66 per cent of agencies reporting difficulties keeping their workforce intact.
Europe and the UK face similar challenges, with the Confederation of Passenger Transport (CPT) highlighting significant bus driver shortages in the UK, with nearly one in 10 positions vacant, leading to reduced services, especially in rural areas.
Competing with higher-paying sectors like heavy goods vehicle (HGV) driving adds an extra layer of complexity too, with the prospect of bus drivers transitioning to HGV roles.
To address their own driver shortages, fleet operators have increased wages and offered better incentives, luring drivers away from public transport.
New data
Fast-forward to today, and a joint letter from International Road Transport Union (IRU), together with the International Association of Public Transport and the European Passenger Transport Operators, paints an even bleaker picture. In the European Union, public transport faces an acute driver shortage, with over 105,000 bus and coach positions currently unfilled.
The demographic challenges remain here too. With the average age of drivers still at 50 and less than three percent under 25, the pipeline of new talent is insufficient to replace retirees. If these trends continue, the sector could see 275,000 unfilled positions by 2028.
Responding to a looming retirement wave for the sector, the IRU and other transport organisations have called on EU lawmakers to support amendments to the Driving Licence Directive. These amendments propose lowering the minimum age for professional bus drivers to 19 for those who obtain a Certificate of Professional Competence (CPC).
Additionally, lifting the 50-kilometer driving restriction for young drivers would open opportunities for newly qualified professionals to work on essential national and regional routes, helping to sustain vital public transport services.
While these proposals offer hope, they cannot solve such a large and growing problem without additional measures. In the absence of swift action, public transport systems across Europe and the US risk widespread disruption, especially in regional and urban areas where buses and coaches provide critical mobility links.
What can be done?
The driver shortage is a multifaceted problem that demands both immediate and long-term strategies. As explained in our previous article on this topic, improving pay and working conditions remains a necessity, but competing with sectors offering higher wages, such as HGV driving, requires significant investment in the profession’s appeal.
Engineering innovations also offer an avenue for improvement. Better designed driver cabins, for instance, could enhance ergonomics and alleviate physical strain for drivers, addressing health issues like back pain and musculoskeletal disorders.
Adjustable, memory-equipped steering columns, allow for personalised driver settings, even in shift-based roles where multiple drivers share the same vehicle. These innovations contribute to a more supportive and appealing workplace environment.
Meanwhile, the electrification of buses provides an opportunity to modernise the sector. Advances in battery placement, fast-charging infrastructure and alternative solutions like battery swapping could not only reduce emissions but also rebrand public transport as an innovative, forward-thinking industry that puts the environment first.
The route to take
The juxtaposition of old and new data states one truth — the bus driver shortage is no longer in cruise control, it’s accelerating. Legislative reforms like the proposed amendments to the Driving Licence Directive are at least a step in the right direction.
By allowing young drivers aged 19 to 21 with a CPC to operate buses and coaches nationally, and removing the current 50-kilometer distance limit, these changes could enable young, professionally qualified drivers to work on essential routes. This would not only support service continuity but also make the sector more attractive to new entrants.
However, removing restrictions on younger drivers alone won’t solve the crisis. Improved working conditions, better pay and technological innovations are equally essential to addressing the root causes of the shortage.
This is further supported by our recent survey with the RMT Union, which gathered data from nearly 400 RMT members who were bus and coach drivers across the UK. A key takeaway from the survey was that 95 per cent of drivers felt they did not get the same consideration as office workers when it came to workplace ergonomic adjustments, despite 97 per cent believing they ought to be treated the same.
And rightfully so. After all, what’s urban and regional mobility without public transport? Devoid of a concerted effort to tackle the driver shortage, essential routes will face mounting disruptions, further straining already overstressed systems. The time to act is now, before the situation comes to a standstill.
Pailton Engineering supplies steering parts for heavy vehicles, including buses, electric buses and coaches. To find out more visit pailton.com.
