Transportation industry expects continued staffing issues amid concerns over Omicron spreads
From sailors refusing to reboard ships to truck drivers whose concerns over Covid-related border closures outweigh the lure of higher pay, the transportation industry braces for another year of A roller coaster of supply chain disruption.
As omicron infections increase and governments tighten restrictions, logistics companies around the world, from global giants to small businesses, are not finding enough staff. According to International Road Transport Union, about a fifth of all professional truck driver jobs go unfilled, despite the fact that many employers offer pay increases. Some shipping pockets are also sounding the alarm bells about future hiring prospects.
“2022 is shaping up to be another year of serious disruption, under-supply and extreme costs for cargo owners,” said Simon Heaney, analyst at marine research consultancy Drewry. âThe virus once again shows it’s in charge,â he said, predicting an additional 12 months of stretched work and healthcare-related paperwork.
As the mutated omicron variant takes hold, workers delivering goods on ships and trucks bear the brunt of a supply chain infrastructure still mired in chaos. Faced with long weeks of quarantine Combined with the precarious nature of crossing borders and the fear of getting sick, some people refuse contracts while others seek work elsewhere, according to the companies.
In Romania, many truck drivers are unwilling to take on long-haul jobs in other parts of Europe, stung by traffic jams last year (48 kilometers) and expectations of up to 18 hours at EU borders. Countries with increasing infections are particularly problematic, according to Alex Constantinescu, CEO of Alex Transport International 94 SRL, which operates 130 trucks that deliver pharmaceutical and food products across the continent.
Already facing a shortage of drivers before the pandemic, the labor crisis in the trucking industry has become more acute, he said. The company has had to increase wages by around 30% over the past three years.
âLong hours on the road, sleeping in the cab and now not knowing if the people you are interacting with have the virus – truck driving is not very appealing anymore,â said Constantinescu, who founded the company. 27 years ago. âI look behind me and I don’t see any new generation of drivers. The pandemic has made this job very unattractive. “
In the United Kingdom, the ranks of truck drivers fell 23%, or around 72,000 people, in the second quarter compared to 2019, according to data from Logistics UK. In China, it is the fear of draconian quarantines due to the government’s Covid-zero strategy that keeps drivers away. As recently as last week, the entire western city of Xi’an, with a population of 13 million, entered a instant lock after 127 cases.
âChina has very strict political measures to control outbreaks and this makes truck drivers reluctant to go to certain areas where they could be quarantined,â said Salmon Aidan Lee, head of polyesters at the firm of Wood Mackenzie energy consultancy. “These tough measures have further contributed to supply chain problems and some polyester factories have had to close.”
The shipping industry faces similar workforce challenges.
While the crew change crisis that prevented sailors from returning home and being replaced by new sailors largely eased – less than 5% of sailors were on board ships beyond the Their contract expired in mid-November, down from 9% in mid-November. In July, according to the crew change indicator in Neptune’s statement, companies can no longer attract them.
Western Shipping Pte Ltd., a Singapore-based tanker operator, said about 20% of its roughly 1,000 sailors do not want to re-board ships. About 5% of Anglo-Eastern Univan Group’s 30,000 sailors had indicated last month that they were not interested in a new contract.
Western Shipping needs to hire seafarers from other companies and offer them good bonuses to get started, according to managing director Belal Ahmed, who also chairs the International Maritime Employers Council.
Some of those delaying the return to sea are senior crew members, such as senior and tenured officers, said Bjorn Hojgaard, managing director of Anglo-Eastern Univan ship manager.
âEven before Covid, it was difficult to find the right person with the right experience and the right training on a ship,â said Hojgaard, who is also president of the Hong Kong Shipowners Association. âToday we have to compromise. It worries me, we are not doing anything good for the safety of the ships.
The shortage could worsen as shipowners and charterers demand that only vaccinated crews be hired. And with omicron requiring more callbacks, the shortage is intensifying. According to the Neptune Declaration indicator, less than 30% of Indian and Filipino seafarers, among the major seafarer supplier countries, were fully vaccinated by mid-November.
“We cannot force sailors to be vaccinated, but customers are saying they will only use fully vaccinated crews,” said Columbia Shipmanagement Ltd. CEO Mark O’Neil. âIt has been a challenge to keep these huge freighters moving. “
Wilhelmsen Ship Management, which manages a pool of around 10,000 sailors, is troubled by the tendency of junior officers to turn down contracts, although this has not yet affected the company’s overall crew retention rate, said said CEO Carl Schou. Still, the pipeline of future officers, who require years of training, could be disrupted.
âWhat happens then is you bring in people who are not qualified, you give them shorter training and promote them to roles that require more experience,â Ahmed said. âThis could lead to more serious incidents and accidents on ships, groundings and even pollution. I’m afraid we’re headed for disaster.
âWith help from Jack Wittels, Claire Jiao and Andreo Calonzo.
Copyright 2022 Bloomberg.