Sector Hiring

HGV Driver Shortage in Ireland: How to Hire HGV Drivers from Overseas

Updated 12 June 2026  ·  10 min read  ·  By Monette, Founder of CA Recruitment

Every haulier in Ireland knows the problem: lorries parked up because there is nobody to drive them. The Irish Road Haulage Association has put a number on it — around 4,000 additional HGV drivers needed over the next five years — and warned in late 2025 that the industry was approaching a tipping point, with an ageing driver workforce and not enough new entrants coming through.

The overseas route works. HGV drivers can be sponsored on a General Employment Permit, and no quota limits the numbers — the quota table substituted on 13 May 2026 lists no driver role at all. That does not make it a shortcut. You still run the Labour Market Needs Test, you still have to satisfy the 50:50 rule, and there is one condition that decides whether a candidate is viable before anything else is considered: the driving licence. Get that wrong and the application fails no matter how good the driver is.

This guide covers the eligibility rule, the licence condition in practice, the salary floor, and what the full process looks like for a transport or logistics employer.

How bad is the driver shortage?

Bad enough that the industry body is talking about supply chains, not just recruitment budgets.

At its September 2025 conference, the Irish Road Haulage Association estimated Ireland needs roughly 4,000 extra HGV drivers over the next five years, and warned that shortages could affect the supply of goods in the run-up to Christmas. The underlying problem is demographic: a large share of the existing driver workforce is near retirement age, and the pipeline of new Irish drivers — slowed by test waiting times and training costs — is nowhere near big enough to replace them.

For an individual operator, the symptoms are familiar. Vacancies advertised for months with no qualified applicants. Drivers poached between firms at ever-higher rates. Trucks off the road not because there is no work, but because there is nobody licensed to do it.

When the domestic market cannot supply qualified drivers, the employment permit system is the legal route to recruiting outside the EEA. For HGV drivers it works — with one significant catch.

Can you hire HGV drivers from outside the EEA?

Yes, conditionally.

Large goods vehicle drivers appear on DETE's ineligible occupations list — the list of roles that cannot be filled through an employment permit. But the listing carries a specific exception, and the exception is the whole story for transport employers.

A General Employment Permit can be granted to an HGV driver who holds:

No quota applies to these permits. Schedule 5 of the Employment Permits Regulations 2024, as substituted on 13 May 2026, is the only thing that can cap a General Employment Permit, and it lists no driver role. Watch the wording if you go looking on DETE's own site: the schedule does cap HGV/Bus mechanics at 442, and DETE still has an old "no new applications for HGV/Bus Mechanics" notice up from February 2025. Neither touches drivers. The first permit is issued for up to two years. To renew it, the driver must by then have obtained an Irish CE/C1E licence — more on that below.

Two related roles are worth flagging at the same time. Van drivers are ineligible with no exception — a permit cannot be issued for a van driver regardless of licence. Taxi drivers and chauffeurs are also fully ineligible. The carve-out applies to qualified heavy goods drivers, not driving jobs generally.

The licence rule that decides everything

This is where most HGV permit plans succeed or fail, so it deserves a plain explanation.

The permit exception only applies to drivers whose existing licence Ireland recognises. DETE currently points to five jurisdictions with mutual recognition agreements covering CE/C1E licences:

A driver from one of these countries with the equivalent of a CE or C1E licence can be sponsored. A driver from anywhere else — however experienced — does not meet the condition on their home licence alone.

That has a practical consequence employers should understand before they start: the licence rule shapes the candidate pool more than nationality or experience does. A driver with fifteen years behind the wheel in a country without a recognition agreement cannot simply sit into an Irish truck. In our experience the realistic sourcing pool for Irish operators is drivers from the recognised jurisdictions, plus non-EEA nationals who already hold a recognised licence — for example, drivers who have been working in the EU or UK and hold a licence from one of those systems. (An EEA national, of course, needs no permit at all.)

Two further conditions sit alongside the licence:

The Irish licence at renewal. The first permit runs for up to two years on the recognised foreign licence. Renewal requires an Irish CE/C1E licence, so the driver needs to complete the exchange during that first permit period. Build it into the onboarding plan rather than discovering it in month twenty.

Driver CPC. Permit holders must comply with the same regulatory requirements as every professional driver in Ireland, including the Driver Certificate of Professional Competence rules. Check the candidate's CPC position as part of vetting, not after arrival.

If you are unsure whether a specific candidate's licence qualifies, the RSA (rsa.ie) maintains the current list of recognised jurisdictions — and it is worth confirming before any money is spent, because recognition agreements are added and amended over time.

Salary requirements

The minimum annual remuneration for an HGV driver on a General Employment Permit is €36,605 — the standard GEP threshold.

Drivers do not qualify for the reduced agri-food rate of €32,691. That lower threshold covers only horticulture workers, meat processor operatives, healthcare assistants and home support workers. Some employers assume transport gets a sector discount; it does not.

The €36,605 is gross basic pay. Overtime, night-out money, subsistence and bonuses do not count toward the threshold. Given what experienced HGV drivers command in the current Irish market, most operators are already paying at or above this level — the threshold is rarely the obstacle for this role. The licence rule is.

Permits are available from 20 hours a week up — that floor is set in the Employment Permits Regulations 2024, and there is no permit ceiling above it. Thresholds are quoted against a 39-hour week, but the annual figure is not reduced for a shorter one, so below 39 hours the effective hourly minimum rises. The 48-hour limit that gets quoted alongside this is a working-time rule, not a condition of the permit. For drivers it comes from S.I. 36/2012, which caps mobile road transport workers at an average of 48 hours over a reference period and at 60 hours in any single week. The permit itself sets no ceiling, but that 60-hour limit is a real constraint on what you can contract.

The process step by step

The application follows the standard General Employment Permit route, with the licence check added at the front.

Step 1 — Verify the candidate's licence. Before anything else, confirm the driver holds a CE/C1E licence or a recognised equivalent from one of the mutual recognition jurisdictions. No recognised licence, no permit — every later step depends on this.

Step 2 — Run the Labour Market Needs Test (LMNT). Advertise the vacancy for 28 consecutive days on JobsIreland.ie, on EURES, and on at least one other online platform — three platforms, two postings, since registering on jobsireland.ie places the notice with DSP and puts it on EURES — and genuinely consider any Irish or EEA applicants. Given the documented driver shortage, qualified local applicants are rare — but the test must still be run correctly, with records kept.

Step 3 — Check the 50/50 rule. At least 50% of your workforce must be EEA, Swiss or UK citizens at the time of application. Most established hauliers meet this comfortably, but count before you commit — particularly if you have sponsored drivers before.

Step 4 — Agree terms. The contract must meet the €36,605 basic-pay floor and state the working hours.

Step 5 — Submit the GEP application. Applications go through DETE's Employment Permits Online System (EPOS). The fee is €1,000 for a permit of up to 24 months, 90% refundable if the application is refused. The application then sits in the decision queue — our processing times tracker shows how long that is running right now.

Step 6 — Employment visa. Once the permit issues, the driver applies for an employment D-visa at the Irish embassy or consulate covering their country. This adds 4 to 8 weeks.

Step 7 — Arrival, registration and licence exchange. On arrival the driver registers with Immigration Service Delivery for their Irish Residence Permit. Then start the Irish licence exchange and confirm CPC compliance early — the renewal in two years depends on the Irish licence being in place.

Timeline and costs

Plan for around six months from first conversation to a driver's first day:

The stages mostly run in sequence — the permit cannot be submitted until the advertising period ends, and the visa cannot be applied for until the permit issues. Operators who start the process when a driver hands in notice are six months behind operators who started when they saw the gap coming.

Costs to budget:

CA Recruitment manages the full process — licence verification, LMNT, EPOS application, visa coordination and arrival.

What about bus and coach drivers?

Coach and bus operators face the same shortage and the permit system treats them almost identically.

Bus and coach drivers are also on the ineligible list with a licence-based exception: a permit can be granted to a driver holding a category D, DE, D1 or D1E licence, or an equivalent recognised through an RSA mutual recognition agreement. The same logic applies — verify the licence first, then run the standard GEP process at the standard €36,605 threshold.

If you operate coaches and have been told flatly that drivers cannot be sponsored, that is out of date. The eligibility turns on the licence, not the sector.

What this means for your business

The permit route for HGV drivers is uncapped and used by Irish operators — but it runs the same LMNT and 50:50 checks as every other General Employment Permit, and it rewards employers who check the licence question first and start early. The pattern that fails: find a driver abroad, agree terms, then discover the licence is not recognised. The pattern that works: define the licence requirement, source candidates who already meet it, and run the LMNT while the candidate's documents are being verified.

If you want a straight answer on whether a specific candidate qualifies — or you want us to source licensed drivers who do — that is a short conversation.

Contact Monette: WhatsApp or get in touch here.

For the wider picture on permits, see our full work permit guide and our logistics and warehousing sector page.

Frequently asked questions

Related reading: Staff shortage in Ireland? Your options for hiring overseas workers — The cost of hiring an overseas worker in Ireland — Minimum salary for an overseas worker in Ireland — Full work permit guide

Yes. Large goods vehicle drivers sit on DETE's ineligible occupations list, but there is a specific exception: drivers who hold a valid category CE or C1E driving licence, or an equivalent licence recognised through a mutual recognition agreement between the Road Safety Authority and the licensing authority in the driver's country. If the driver meets the licence condition, a General Employment Permit application is open to them. No quota applies to driver permits: the quota table (Schedule 5 of the Employment Permits Regulations 2024, as substituted on 13 May 2026 by S.I. 213/2026) lists no driver role. It does cap HGV/Bus mechanics at 442 permits — a different occupation, and that cap does not reach drivers. DETE can introduce a driver quota at a future review. No quota is not the same as no process: the 28-day Labour Market Needs Test, the 50:50 rule and the salary floor all still apply.

DETE currently lists five jurisdictions with mutual recognition agreements covering CE/C1E licences: South Africa, Australia, Japan, Georgia and South Korea. Drivers holding an EU or EEA licence do not need a permit arrangement based on recognition because the licence itself is valid across the EU — and an EEA national needs no permit at all. The RSA website carries the current list of recognised jurisdictions, which can change.

€36,605 per year in basic pay — the standard General Employment Permit threshold. The reduced agri-food rate of €32,691 does not apply to drivers; it covers only horticulture workers, meat processor operatives, healthcare assistants and home support workers. Bonuses, subsistence and overtime do not count toward the €36,605 minimum.

Plan for around six months from first conversation to the driver's first day. The Labour Market Needs Test requires 28 consecutive days of advertising, the DETE decision queue adds a wait that moves with application volumes (our processing times tracker has the current dates), and the employment visa adds a further 4 to 8 weeks before travel and onboarding. The permit cannot be submitted until the advertising period is complete, so the stages largely run in sequence.

The first permit can be granted on the strength of the recognised foreign CE/C1E licence, and is issued for up to two years. To renew the permit, the driver must by then hold an Irish CE/C1E licence — so the licence exchange needs to happen during the first permit period. Drivers must also comply with the same regulatory requirements as any professional driver in Ireland, including Driver Certificate of Professional Competence (CPC) rules.