Übersetzung für "Hgv driver" in Deutsch

Josef Sturm has a permanently employed HGV driver and an office worker on an hourly basis.

To come back to the first report, an HGV driver who is also the owner of his own HGV is always on the fringes of legality if he wants to work and earn a decent living.

On the other hand, the HGV driver is not permitted to release the brake of the HGV completely, because otherwise the HGV would be pushed away towards the front due to the effect of the momentum of the material sliding out.

For this reason, an HGV driver should be able to balance the braking force on the HGV sensitively against the push of the road paver or feeder so that no damage results in the pavement and so that the road-building material lands on target in the hopper.

There is a risk, however, that the HGV collides against the pushing device too quickly, or that the HGV driver drives against the pushing device for too long, which can lead to a displacement of the paver and in this way to unwanted line-shaped imprints in the roadway surface.

Again and again, one would hear stories where overtired lorry drivers would cause accidents: “Do you want to drive along the motorway and wonder each time you see an HGV whether the driver is employed or self-employed?”

How for example should a Bulgarian executive official be able to judge whether a German HGV driver is really self-employed?

The docking to the road paver or the feeder, and also the drive together along the installation route, while the material is being dumped into the hopper greatly depend on the routine of the HGV driver.

MEPs had written several letters to Commissioner Kallas and Commission President Barroso, urging to use the forthcoming revision of the Directive to clarify whether the Commission was in favour of the cross-border use of these HGVs or not.Legislative proposal shall be published mid-April Even during the course of organising the network meeting, it looked as if the European Commission did not want to deal with this issue in the draft Directive at all and would prefer instead to focus on the aerodynamic design of HGV driver cabins.

Even during the course of organising the network meeting, it looked as if the European Commission did not want to deal with this issue in the draft Directive at all and would prefer instead to focus on the aerodynamic design of HGV driver cabins.

Even if this false self-employment was regulated – an end of this unfair practice is still not in sight: it is hardly possible to determine for control organs whether an HGV driver is a "genuine" self-employed driver or a false self-employed drivers.

Few car drivers but almost all HGV drivers would describe their main job as professional driver.

Even now, many HGV and bus drivers are groaning under their workload.

In addition, the safety of road haulage and proper working conditions for HGV drivers have to be guaranteed.

How would we check the hours worked by self-employed HGV and bus drivers without a huge amount of bureaucracy, and on what basis would we be checking this anyway?

The plethora of often diverse rules and regulations certainly means that the lot of HGV drivers - mainly men and rarely women - can hardly be called an easy one.

The first is HGVs with overtired drivers, who are at the wheel for far too long, and the second, increasingly, is the express services, the so-called sprinter class, which represent the greatest potential for danger on our roads and motorways.

HGV drivers who are employees are pleased about driving-time restrictions, which aim to protect their own health, but not about compulsory waiting at uncomfortable locations.

The primary objective is to avoid major difficulties which drivers, and more particularly HGV drivers, are likely to encounter in the years to come by virtue of the multiplicity of incompatible national systems, not to mention the risk of finding themselves in involuntary breach of the national legislation of countries other than their own.

The implementation of the proposed directive, which should affect more than five million heavy goods vehicles (3.5t and over), is a matter of priority, given that around four hundred people are killed each year because HGV drivers fail to detect other road users in the immediate vicinity of their vehicle.

GB national statistics (DfT, 2008) suggest that drivers of LGVs were contributory to the cause of accidents as frequently as HGV drivers, slightly less often than motorcyclists but more often than car, bus and pedal cycle drivers/riders.

The drivers of LGVs were also found to be more likely to be suffering from fatigue without exceeding hours limits than HGV or bus drivers, but this could be related to the higher hours limits permitted for LGVs.

In its recommendation 2001/115/EC of 17 January 2001 to the Member States on the maximum permitted blood alcohol content for drivers, the Commission proposed a maximum of 0.5 mg/ml for all vehicle drivers and 0.2 mg/ml for HGV drivers.