2025 Survey Report on Employment and Living Conditions of Truck Drivers

Abstract

China’s highway freight transport still dominates the country’s cargo transportation system, with approximately 17 million truck drivers serving as the core workforce for road freight. 

Against such backdrop, the Institute of Employment and People’s Livelihood Research at Renmin University of China has launched the 2025 survey focusing on truck drivers’ employment and living conditions and compiled this research report. 

This report systematically outlines the demographic profile of truck drivers, their income levels and consumption structure, evaluates employment quality and social security coverage, analyzes drivers’ participation in various organizations, and depicts their occupational identity and career development trajectory. Meanwhile, it explores development trends of diverse internet-based freight platforms and the profound impacts brought by emerging technologies on drivers’ working modes and revenue composition.

First, the report sketches the overall demographic portrait of truck drivers: the group is dominated by middle-aged and young male workers with generally modest educational attainment but abundant working experience; medium-to-long haul transportation constitutes their primary business, and self-employment is the prevailing employment arrangement. Diesel-powered trucks remain mainstream while new energy vehicles see rising market penetration.

Second, the report analyzes drivers’ income and consumption. Compared with other emerging flexible employment groups, truck drivers register relatively high income and consumption levels. Despite downward pressure on earnings, their occupational economic advantages remain prominent. In terms of consumption structure, food spending accounts for a large share of household expenditure; drivers attach great importance to children’s education investment and maintain rational spending on entertainment.

Third, the report examines employment quality and social security for truckers. Most drivers operate alone with long working hours and insufficient voluntary rest time. Their spare-time leisure mainly includes sleeping and short-video browsing, while a portion opts for family gatherings, music appreciation and physical exercise. Social security coverage among truck drivers remains inadequate, with a notable share uninsured or paying social insurance at low contribution ratios, calling for further improvement of their welfare protection.

Fourth, findings reveal a solid sense of occupational identity within the truck driver cohort. Most practitioners previously worked as farmers or blue-collar workers, lured into the freight sector by decent pay and flexible working schedules. A substantial number of respondents intend to stay in trucking or related industries; the sector is growing more appealing to young entrants and female drivers. Many veteran drivers have achieved career upgrading after years of industry accumulation.

Fifth, the report investigates drivers’ participation in formal and informal organizations. Three major organizational forms – CPC grassroots Party organizations, trade unions and spontaneous driver groups – differ in membership foundation, service functions and operational modes, jointly forming the core participation channels for truck drivers.

Furthermore, the report highlights the critical role of digital literacy and online freight platforms. Evolving from simple information portals into full-process operational systems, internet freight platforms exert far-reaching influences over every link of drivers’ daily work, yet functional discrepancies exist across different platform types. Most truck drivers boast proficient digital capabilities to operate smartphones and freight applications competently. Statistically, digital competence and platform order volume positively correlate with personal income: higher digital proficiency and more platform-sourced orders translate into better earnings.

Lastly, the report assesses the impacts of new technologies on truck operators. Drivers demonstrate favorable acceptance of advanced driver-assistance systems (ADAS) and growing recognition of new-energy vehicles. Improved driving safety and fatigue reduction stand as core reasons for embracing ADAS, whereas low operational costs, environmental friendliness and promising market prospects make new-energy trucks attractive. While ADAS and new energy deliver tangible benefits to practitioners, large-scale nationwide promotion still faces multiple practical hurdles.

Based on above analytical outcomes, the report puts forward seven targeted policy recommendations:

1. Launch specialized training covering new-energy vehicles, intelligent driving and digital operations to help drivers adapt to technological transformation;

2. Improve the comprehensive living service system for truckers by upgrading roadside rest facilities and mental health support services;

3. Cooperate across government departments and market entities to develop flexible social security mechanisms and enhance drivers’ occupational security;

4. Boost the attractiveness of formal organizations, standardize the sound development of spontaneous driver associations, expand interest-expression channels and facilitate negotiation between platforms and drivers;

5. Fully leverage online freight platforms to stabilize employment and raise driver income by establishing dual credit evaluation systems for cargo owners and truckers to secure compliant freight transactions;

6. Build a career development support system to enable drivers to shift toward management and operational roles and realize diversified career progression;

7. Implement differentiated policies for short-haul and long-haul drivers respectively: beef up support for long-distance truckers on freight payment dispute resolution, cross-regional welfare and fatigue prevention; optimize pricing algorithms, order allocation rules and operational burden for short-haul platform-based drivers.