Susie Jones
Nachrichten und Updates • 3 min lesen

Fünf Lkw-Mythen entlarvt

Erstellt: 19.08.2024

Aktualisiert: 19.08.2024

Lkw-Fahrer sind seit Jahrhunderten das Rückgrat des globalen Handels - sie transportieren Waren und Güter in die ganze Welt. Doch trotz seiner wichtigen Rolle war der Lkw-Verkehr lange Zeit von Mythen und Missverständnissen umgeben.

Auch wenn einige dieser Mythen mit Vorsicht zu genießen sind, können andere der Lkw-Branche und den in ihr Beschäftigten schaden. Daher ist es von größter Bedeutung, diese falschen Vorstellungen auszuräumen, damit das Lkw-Fahren auch für künftige Generationen eine attraktive Berufswahl bleibt. Wir haben unsere Fahrer-Community auf Facebook nach den größten Mythen gefragt, die sie im Laufe ihrer Karriere gehört haben.

1. Lkw-Fahrer sitzen den ganzen Tag

"Lkw-Fahrer sitzen den ganzen Tag nur herum." Ein Satz, den man häufig von Trucker Luke hört.

Die Welt des Lkw-Verkehrs besteht aus mehr als nur dem Fahren. Lkw-Fahrer arbeiten oft mit anderen an Terminals, Docks und Lagerhäusern zusammen, um Fracht zu ent- und beladen. Auch hinter dem Lenkrad geht nicht alles glatt. Lkw-Fahrer müssen sich auf das Manövrieren ihrer Fahrzeuge konzentrieren und sich an die strengen Fahrtenschreibervorschriften halten. Sie müssen genau wissen, welche Bereiche sie befahren dürfen und welche nicht, und sie müssen sich der potenziellen Gefahren bewusst sein.

2. Alle Trucker sind Männer

Dies ist ein veraltetes Klischee, das der Realität des modernen Lkw-Verkehrs nicht gerecht wird. In letzter Zeit hat sich das Verhältnis zwischen männlichen und weiblichen Lkw-Fahrern deutlich verschoben. Im Jahr 2021 machten weibliche Fahrer nur [1 %] (https://britishtrucking.co.uk/female-truckers-in-the-uk-percentages-in-the-haulage-industry-2021/#:~:text=There%20are%20currently%20315%2C000%20registered,job%20than%20their%20male%20counterparts.) der 315.000 Lkw-Fahrer im Vereinigten Königreich aus. Diese Zahl steigt jedoch von Jahr zu Jahr, da sich die Branche weiterentwickelt und sich der Inklusion verschrieben hat. Fahrerinnen wie Jodi Smith sind unschätzbare Fürsprecherinnen für Frauen in der Branche. Jodi dokumentiert ihre Erfahrungen als Lkw-Fahrerin online und inspiriert damit andere, sich hinter das Steuer zu setzen.

3. Jeder kann einen Lkw fahren

Viele gehen davon aus, dass sie, wenn sie ein Auto fahren können, auch einen Lkw fahren können. Das Lkw-Fahren erfordert jedoch besondere Fähigkeiten, die nicht für jeden geeignet sind. Für das Führen eines Lastkraftwagens ist ein Befähigungsnachweis für Fahrer (CPC) erforderlich. Um den CPC zu erhalten, müssen Fahrer fünf Prüfungen ablegen:

  • Theorie

  • Fallstudie

  • Übungen im Gelände

  • Fahren im Straßenverkehr

  • Praktische Demonstrationen

Hinzu kommt, dass das Lkw-Fahren einen Lebensstil erfordert, der nicht jedermanns Sache ist - mit langen einsamen Stunden auf der Straße, die oft unerwartete Herausforderungen mit sich bringen.

4. Bremsweg

"Autofahrer denken, der Bremsweg eines Lkw sei derselbe wie der eines Pkw", das hat der Lkw-Fahrer Paul schon zu oft gehört.

Der Bremsweg eines Lkw unterscheidet sich aufgrund mehrerer Faktoren erheblich von dem eines Pkw: - Gewicht: Das Gesamtgewicht eines beladenen Lkw ist höher als das eines typischen Pkw, was bedeutet, dass er mehr Kraft benötigt, um abzubremsen und zum Stillstand zu kommen.

  • Mechanik: Das Bremssystem eines Lastkraftwagens ist auf schwere Lasten zugeschnitten, d. h. sie haben größere und robustere Achsen und Bremskomponenten, was zu längeren Reaktionszeiten und längeren Bremswegen führt.

Bei einer Geschwindigkeit von 60 km/h benötigt ein Lkw 132 m zum Bremsen, ein Pkw dagegen nur 73 m. Dies zeigt, wie wichtig es ist, bei einer Vollbremsung genügend Platz zwischen sich und einem Lkw zu lassen.

5. Lkw-Fahrer sind schmutzig

Im Laufe der Jahre wurde Lkw-Fahrern das Klischee des schmutzigen und faulen Fahrers angedichtet - eine ungerechte Verallgemeinerung. Viele Fernfahrer verbringen viel Zeit außer Haus und in ihren Kabinen - das bedeutet, dass ihre Hygiene und die Sauberkeit ihrer Kabinen eine Priorität sind.

Es ist wichtig, mit den Mythen und falschen Vorstellungen über den Beruf des Lkw-Fahrers aufzuräumen, um ihn besser zu verstehen. Die Entlarvung einiger gängiger Mythen wird die Attraktivität der Branche für künftige Generationen erhöhen und das Bewusstsein für den Beruf des Lkw-Fahrers als hochqualifizierten Beruf schärfen, der eine wichtige Rolle in unserer Wirtschaft spielt.

Ist Lkw-Fahren einsam?

Bevor man eine Karriere als Lkw-Fahrer in Erwägung zieht, sollte man sich darüber im Klaren sein, was dieser Beruf mit sich bringt. Ein Problem für viele Lkw-Fahrer ist der Umgang mit der Einsamkeit - lange Stunden auf der Straße mit wenig oder gar keiner Kommunikation ist für manche schwierig, für andere aber ein Traum.

Darüber hinaus kann die Abwesenheit von geliebten Menschen für viele eine Belastung darstellen. Es ist jedoch für Fahrer einfacher geworden, mit Freunden und Familie per Telefon oder Videoanruf zu kommunizieren. Es gibt auch viele Foren und hilfreiche Tipps für Trucker, um die Einsamkeit zu lindern.

Kann ein Lkw-Fahrer einen Zweitjob haben?

Angesichts der Lebenshaltungskostenkrise im Vereinigten Königreich ziehen immer mehr Fahrer einen Zweitjob in Betracht. Eine Nebentätigkeit birgt jedoch Probleme und Risiken, vor allem in der Lkw-Branche. Die Fahrer müssen prüfen, ob ihr Unternehmen eine Nebentätigkeit zulässt, bevor sie weitere Schritte unternehmen.

Bei der Ausarbeitung einer Nebentätigkeitspolitik sollten Unternehmen und Betreiber die Auswirkungen auf die Leistung, Anwesenheit und Müdigkeit der Fahrer berücksichtigen. Ganz zu schweigen von der Einhaltung der Arbeitszeiten der Fahrer und der Arbeitszeitvorschriften.

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Mittwoch 18 Juni 2025 • Nachrichten und Updates

WIEDERERÖFFNUNG DER POLNISCH-UKRAINISCHEN GRENZE: WAS FLOTTENBETREIBER WISSEN MÜSSEN

Guest

After months of disruption, freight traffic between Poland and Ukraine is moving freely again. But with tensions still simmering and the threat of renewed blockades on everyone’s minds, fleet operators must remain alert to the risks – and prepared to protect driver welfare on both sides of the border.This article explains what caused the disruption, how it affected drivers, and the steps you can take to reduce the impact if industrial action returns.The situation began in late 2023 when Polish truck drivers began protesting at major border crossings. They claimed that the EU’s decision to waive permit requirements for Ukrainian hauliers – introduced as a temporary wartime measure – led to an influx of lower-cost operators undercutting Polish firms.The protests escalated, blocking key freight routes into Ukraine and trapping thousands of vehicles in queues stretching for miles. At its peak, the blockade left at the border, some waiting more than a week to cross. Non-Ukrainian EU drivers, too, suffered long delays, strained schedules and poor conditions. What began as a logistical dispute evolved into a broader protest by Polish truckers over Ukrainian imports, market access, and the impact of emergency EU transport measures. Polish farmers soon joined in, frustrated by the effect of Ukrainian agricultural products on domestic prices.Polish drivers also for border crossings – known as eCherha – arguing that it put EU hauliers at a disadvantage. While the system was designed to streamline freight movement by allowing carriers to pre-book crossing slots, Polish operators claimed it gave Ukrainian firms greater flexibility and faster access. Issues such as language barriers, limited integration with EU logistics systems and inconsistent implementation left many EU drivers waiting longer at the border, further fuelling the perception of unfair treatment and contributing to the broader unrest. Protests begin at Dorohusk, Hrebenne and Korczowa crossings. More crossings are blocked, including Medyka; three Ukrainian drivers die waiting in queues. The Polish government comes to an agreement to pause the blockade until March. Sporadic blockades resume at smaller crossings. A new four-month blockade began at Yahodyn-Dorohusk but was overturned in court. All major border crossings remain open, but the risk of future disruption remains.In response to the disruption and its wider implications, the Polish government has taken a proactive stance. Border crossings with Ukraine have been designated as critical infrastructure, giving them greater protection from future blockades and helping to ensure the continued flow of freight, humanitarian aid and military support. A new Council for Cooperation with Ukraine has also been established to generally strengthen ties between the two countries. Part of its remit is to improve coordination across trade and transportation. In parallel, Poland is investing in eastern border infrastructure and engaging with EU officials to press for fairer terms for Polish hauliers. While these actions may not resolve the situation overnight, they signal a longer-term commitment to stability and structured dialogue.The blockade created unacceptable conditions for professional drivers. Many spent days or weeks in their cabs with no access to toilets, food or running water. Some were stuck in freezing temperatures with no heating or shelter. during the blockade period, with exhaustion and untreated medical conditions believed to be contributing factors. The disruption also caused significant mental and emotional strain, particularly for Ukrainian drivers trying to reach or return from home during wartime. Delays affected not only trade but also the movement of fuel, aid and military goods critical to Ukraine’s national defence.While Polish protesters insisted that humanitarian and military aid vehicles were permitted through the border, indicate that this wasn’t always the case.These conditions weren’t just traumatic for drivers – they also exposed gaps in fleet risk management and emergency planning. Operators must now treat border disruption as an ongoing threat.Although the situation has stabilised, underlying tensions between Polish hauliers, Ukrainian operators and EU policy remain unresolved. Fleet managers operating in or near the region should be alert to the possibility of further industrial action – especially during seasonal pressure points or EU policy reviews.Here are the SNAP team’s recommendations for managing the situation effectively:Stay up-to-date with news from Polish and Ukrainian logistics associations and government sources. Subscribe to border traffic alerts and follow trusted logistics partners for real-time updates.Have contingency plans that redirect vehicles through Hungary, Slovakia or Romania if crossings between Poland and Ukraine become blocked again.Ensure your trucks are stocked with essentials: food, water, power banks and medical kits. During periods of unrest, access to secure truck parking in Poland is essential, so that your drivers are safe, rested and off the roadside. Equip drivers with up-to-date information on secure truck parking and rest areas along their route.Our has an interactive map of truck parking, with 11,000 HGV service providers across Europe, including Poland, Hungary and Slovakia. It’s an easy-to-use tool for finding secure truck rest areas in Poland, making it especially valuable during periods of industrial action. Although the app does not currently offer bookable truck parking in Ukraine, Ukrainian operators and drivers can use intruck to locate reliable rest stops within the EU during long-distance journeys or times of disruption.With increased demand during periods of disruption, advanced booking is critical. Drivers can also use intruck to find and book trusted truck parking in Poland in advance. Whether your vehicles are travelling deep into Eastern Europe or returning westward, it allows your drivers to access parking for trucks near Warsaw and other high-traffic areas.Establish check-in schedules, especially if long waits or diversions are expected. Reassure drivers that their wellbeing is a priority and provide support if they face unexpected delays. If possible, suggest secure lorry parking locations in Ukraine in advance, so they know where to take a break.The reopening of the Poland-Ukraine border is welcome news for fleets operating in Eastern Europe. But with political tensions unresolved, it’s essential to stay prepared.“The situation is rapidly changing,” says Nick Renton, Head of European Strategy and Business Development at SNAP. “With the potential for further disruption at the Poland-Ukraine border, we recommend that fleet operators put robust plans in place to prioritise driver wellbeing and minimise operational risks. That includes building flexibility into delivery schedules, providing essential supplies in vehicles and ensuring drivers have access to secure truck parking. “Our network of bookable truck stops across Europe and Poland gives you the tools to stay agile – offering peace of mind to both operators and drivers when conditions on the ground become unpredictable.”View our interactive map of .

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Mittwoch 04 Juni 2025 • Nachrichten und Updates

DIE AUSWIRKUNGEN DES STROMAUSFALLS AUF DER IBERISCHEN HALBINSEL 2025 AUF DEN STRASSENGÜTERVERKEHR

Guest

On 28 April 2025, a widespread power outage swept across the Iberian Peninsula, leaving millions of homes, businesses and public services in Spain and Portugal without electricity. The Spain-Portugal blackout, which began at 12:33pm local time, affected major cities including Madrid, Barcelona, Lisbon and Porto, as well as large parts of the surrounding regions. In some areas, power returned within four to six hours; in others, the disruption lasted well into the following morning.Although the precise cause is still under investigation, early reports suggest a failure in the cross-border transmission network disrupted electricity flow across both national grids. The impact was swift and widespread, halting train services, grounding aircraft, affecting hospitals and public services and paralysing digital infrastructure. For the transport and logistics sector, the challenge was immediate, touching every aspect of road-based operations, from freight and fuel supply to traffic control and driver welfare.“When power fails, so do many of the systems we rely on to keep roads safe – from traffic lights and signage to communications,” says Raquel Martinez, European Sales Manager at SNAP. “For both drivers and fleet operators, the 2025 blackout highlighted just how quickly routine journeys can become high-risk and how important it is to be aware of where drivers can stop to maintain the security of themselves and their loads.”For transport firms, the first and most pressing issue was the suspension of freight movement. Across the Iberian Peninsula, operations at warehouses, fulfilment centres and cross-docking hubs slowed or stopped entirely. International movements were also affected, with trucks held at borders as authorities worked to restore basic traffic control and ensure road safety.With rail freight at a standstill, some operators attempted to shift loads onto the road network, but this brought its own limitations. Congested routes, inoperative traffic systems and patchy fuel access meant that road transport couldn’t absorb the demand. It took several days to clear the backlog and restore supply chain reliability.The Iberian power cuts also revealed the extent to which modern infrastructure depends on digital systems. Traffic lights in major cities went dark, causing congestion and increasing the risk of accidents. Electronic signage, motorway sensors and smart routing systems all failed, depriving drivers of real-time guidance and updates.Toll booths were similarly affected. With automatic barriers and electronic payment systems out of action, staff in some areas had to lift gates manually or collect cash. This led to delays on major routes, lost revenue for toll operators, and concerns about system integrity once power was restored.One of the clearest signs of the sector’s reliance on electricity came at the fuel pumps. As power failed, petrol stations across Spain and Portugal were forced to close. Pumps and payment systems stopped working, leaving only a small number of forecourts with emergency generators able to serve customers. These were quickly overwhelmed, leading to long queues and, in many cases, drivers stranded without fuel.The disruption also extended upstream, with port facilities and fuel distribution networks unable to operate at normal capacity, delaying the movement of fuel to inland areas and further compounding supply issues.For operators of electric vehicles, the outage posed a particular challenge. EV charging across Spain and Portugal were out of service, rendering EVs unusable unless they already had enough charge to complete their route. With no access to recharging, some deliveries were suspended and electric vehicles temporarily taken off the road.For logistics businesses considering the transition to electric fleets, the Iberian power cuts underlined the importance of contingency planning and backup infrastructure to maintain operations during grid failures.Perhaps the most pressing concerns centred around driver welfare. Rest areas and service stations were plunged into darkness – many without lighting, heating, hot food or functioning toilets. Some drivers were left without a safe or secure place to rest during enforced delays.Communication was another major issue. With mobile networks disrupted, drivers struggled to contact depots, request support or access traffic updates. For many, local radio became the only reliable source of information. The situation served as a stark reminder of how exposed the industry can be when critical infrastructure fails.Although the Spain-Portugal blackout lasted less than 24 hours in most places, the disruption to road transport and haulage was significant. The power outage effects on logistics covered everything from fuel supply and infrastructure resilience to emergency preparedness and driver wellbeing. However, it also prompted renewed discussion around how fleet operators can improve business continuity and safeguard their people in the face of similar events.Establishing and testing a robust business continuity plan is an important first step. This should cover communications protocols, fuel access, routing alternatives and vehicle deployment. Where possible, alternative schedules and delivery partners should be identified in advance – particularly for time-sensitive or critical loads.Supporting driver wellbeing is crucial in situations like this. Emergency kits – containing snacks, water, torches, power banks and reflective clothing – can offer reassurance and practical help. “Operators may also wish to review facilities at depots to ensure drivers have safe places to rest, especially during longer delays,” says Raquel. “Knowing that there is a network of truck stops in the region, such as our partner network, can provide reassurance that there is somewhere to stop until the power returns. “Blackouts of this scale may be rare, but the risk is real. Operators must consider how they build resilience and adapt to situations to keep moving – from securing fuel access to re-evaluating route planning and rest provision during emergencies.”We have an extensive network of truck stops and service areas across Spain and Europe.

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Freitag 16 Mai 2025 • Nachrichten und Updates

AUTONOME LKW: DER WEG IN DIE ZUKUNFT IST GEEBNET

Susie Jones

Autonomous trucks a daunting idea for some, but seemingly, the future of the logistics industry. As technology advances within the sector, the prospect of having partially or fully autonomous vehicles delivering your goods is high. In fact, it could be as close as 2026, according to the UK government, as in May 2024, the Automated Vehicles (AV) Act became law.However, what happens when an autonomous truck gets into an accident? Who is liable? In this blog, we'll delve into the world of autonomy, how it could impact the mobility sector, who is liable when accidents occur, and what drivers think of the change.There are six levels of driving automation:• Level 0 No automation. The human performs all driving tasks.• Level 1 Driver assistance. The vehicle features a single automated system. • Level 2 Partial automation. The vehicle can perform steering and acceleration. However, a human still monitors all tasks and can take control at all times.• Level 3 Conditional automation. The vehicle can perform most driving tasks. However, human override is still required.• Level 4 High automation. Geofencing is required, and the vehicle can perform all driving tasks under specific circumstances. Human override is an option. • Level 5 Full automation. The vehicle performs all driving tasks in all conditions. No human attention or interaction is required. Sensors, cameras, and artificial intelligence enable autonomous trucks to drive independently. Advanced programs make decisions instead of human drivers. • Legalities Who is liable when accidents occur? Is it the driver, their employer, or the maintenance company? We delve into this below. • Infrastructure Our existing roads are built for a world of petrol engines. Therefore, infrastructure must be upgraded or replaced to support self-driving vehicle fleets, requiring money and a substantial amount of political will. • Societal shifts An evolution in public attitudes will need to occur, too. The prospect of AI vehicles is daunting to many, with concerns regarding safety, journey tracking, and the legal grey areas regarding road accidents. • Security A system relying on digital networks becomes more vulnerable to cyber threats. The safety of autonomous trucks has been a hot topic of discussion within the sector, with many debating whether the technology is at a reliable standard to deal with unpredictable weather and recognise obstacles something that is of concern for truck drivers on SNAP's social media pages:"In the slightest bit of rain, my truck loses all automatic capabilities, AEBS, and cruise control. There is no way trucks will be allowed to drive themselves without a driver anytime soon."“This will kill more people on the roads and cause more queues. Just think how reliable your electronics are on your Euro 6 vehicle. The same people are making autonomous trucks.”In the event of an accident, responsibility may shift between the driver and the manufacturer. The court must determine whether an accident was caused by a technical fault, inadequate maintenance, or driver error. A manufacturer will become liable in the following instances: • Sensor malfunction• Software glitches• Inadequate cybersecurity measures• Inadequate testingA driver of an autonomous truck may be liable for an accident if they neglect the necessary service or maintenance required for the vehicle to operate properly one could argue that this liability could fall on fleet managers, too. Despite this, there is still some confusion among those in the mobility sector. We asked truck drivers on our who they believe would be held liable in the event of an accident with an autonomous vehicle. 51% of drivers thought the driver would be responsible, 37% suggested automated truck manufacturers, and 12% believed software developers. It's evident that more clarification is needed among those in the sector before autonomous trucks are a permanent fixture on our roads. In their revisited campaign, SNAP looks at the future of the mobility sector. As technology advances, autonomous vehicles will play a significant role in the industry, with a 50% chance that machines could take over all human jobs in the next 120 years.However, how will they deal with some of Europe's most hazardous highways? Truck driving is more than just sitting behind the wheel it's often about navigating ever-changing and unpredictable road conditions. It poses the question of whether autonomous trucks could deal with some of the poorest roads in Europe. From their most recent campaign, , SNAP identified Europe's most dangerous roads, with results showing Bulgaria, Lithuania, and Czechia as the most concerning.One could argue that autonomous trucks will face challenges while trying to navigate some of these roads without human interaction. Limited GPS accuracy, sensor interference, and a lack of consistent infrastructure could complicate things.