[{"content":"Since July 2025, the highway parking lots near the Gambacher Kreuz have been closed: Pfahlgraben and Hardt-Wald. Approximately 16 truck parking spaces are missing since then. On my inquiry, the Autobahn GmbH explained the reasons. At the same time, there are new developments regarding the planned six-lane expansion of A45. Whoever I am who regularly travels on the A45, you may have noticed these two closed parking lots already for some time. The parking lot Pfahlgraben in Fahrtrichtung Dortmund and the parking lot Hardt-Wald in Fahrtrichtung Aschaffenburg have been marked with barriers for a considerable period now. What has always puzzled me: Nothing happens there practically. No major construction work, no visible rehabilitation measures. Occasionally, you can see employees of the Autobahn Maintenance Office engaged in green care. Otherwise, there is largely standstill. Since I drive this route almost daily as a professional driver and am well aware of the shortage of truck parking spaces, I wanted to know what lies behind these closures. So on November 3, 2026, I sent a press inquiry to the Autobahn GmbH. On November 11, I received the answer. Closed since July 6, 2025 As Alexander Fessler from Corporate Communications of the Autobahn GmbH, West Branch, informed me after consulting with the competent technical department, both parking lots were closed on July 6, 2025. The reason is significant structural defects. Especially the road and sidewalk surfaces are in a state that endangers traffic safety. Furthermore, toilet facilities cannot be offered at present. The Autobahn GmbH also refers to possible hygienic health risks for parking lot users and entertainment personnel. These are initially understandable reasons. If traffic safety can no longer be guaranteed, a parking lot must be closed if necessary. No one would be helped if someone were to get hurt there. However, this inevitably raises the next question: Why is not rehabilitation carried out? A Rehabilitation Seems Unjustified at Present The answer depends on the planned six-lane expansion of A45. According to the Autobahn GmbH, the two parking lots must be relocated in their current form as part of this construction measure. A rehabilitation at present would therefore be very costly and not a long-term solution. I can also generally understand this reasoning. Why should one invest so much money in rehabilitating just two parking lots when they will be renovated or relocated anyway within the framework of a larger highway project? Only this calculation has a snag. The parking lots are needed now. Not only after the completion of a highway expansion. And precisely here lies the problem for me. Approximately 16 Truck Parking Spaces Are Lost In response to my question about the number of lost truck parking spaces, the Autobahn GmbH informed me that there are approximately 16 such spaces in total. The actual number of usable parking spaces also depends on whether private vehicle areas are blocked there. 16 parking spaces may not seem particularly many at first glance. However, whoever has already searched for a truck parking spot on an expressway in the evening knows that sometimes a single free space decides whether one can reasonably make their prescribed rest break. The legal driving and rest times apply regardless of whether sufficient parking facilities are available. A driver cannot simply continue driving until a suitable parking spot eventually appears. He must plan his journey so that he can comply with legal requirements. If the parking lots are full or closed, this planning becomes correspondingly difficult. And this is not a theoretical problem. It belongs to many professional drivers as part of their daily routine. Six-Lane Expansion: What Is Actually Planned? The affected section of A45 is planned to be expanded from four to six lanes of travel. Specifically, it concerns the approximately 4.7-kilometer-long stretch north of the Talbrücke Langgöns up to the Gambacher Kreuz. In addition to the Talbrücke Langgöns, this project will also replace it. The bridge dates from an era when traffic volume was still significantly lower. Although it was comprehensively restored in 1996 or 2000, it is now approaching the end of its intended technical service life. In addition to the Talbrücke Langgöns, the project includes other bridge structures, adaptations at the connection points, and measures for noise reduction. The planning has been underway for many years. Already in 2018 was the expansion announced. At that time, it was mentioned that a construction start in 2021 and an approximate construction period of five years were expected. From this, nothing came to light. The planfeststellungsverfahren (plan approval procedure) was initiated in September 2022. In September 2024, the Regierungspräsidium Gießen announced the conclusion of the hearing procedure. Subsequently, further documents and adaptations were required, including due to updated traffic forecasts and requirements under natural protection law. New Development in November 2026 Now there is an important development. As reported by Gießener Allgemeine on November 10, 2026, Hessens Verkehrsminister Kaweh Mansoori signed the plan approval decision for the replacement reconstruction of the Talbrücke Langgöns and the six-lane expansion up to the Gambacher Kreuz. This is a significant step towards implementation. Such a decision creates the legal basis for the construction project. Whether it is already irrevocable and when the actual construction work can begin, is not automatically determined at this point. I could not find a new binding start date or completion date in my research. The previously mentioned construction period of about five years dates from 2018 and therefore cannot be directly transferred to the current planning stage without further consideration. In this context, it is interesting to note that according to current reports, the technical service life of the Langgöns Bridge already ends in 2029. The time pressure is therefore quite present. Sources for the expansion: Regierungspräsidium Gießen: Anhörungsverfahren abgeschlossen (12.09.2024) Hessisches Verwaltungsportal: Erläuterungen zur ersten Planänderung (PDF) Gießener Allgemeine: Talbrücke Langgöns bekommt Baurecht (10.11.2026) What happens until the actual start of construction? And thus we are back to the two blocked parking lots. In response to my question about a possible reopening, the Autobahn GmbH referred to the expansion planning. Whether and in what form the parking lots will become available again in the future should be included in the planning for the six-lane expansion between Langgöns and the Gambacher Kreuz. A specific date was not given to me. This means: The parking lots have been closed since July 2025; a renovation of the existing facilities is considered economically unsound, and there is currently no concrete perspective on reopening them. Of course, one cannot simply remove the barriers and make the parking lots available again if there are significant safety deficiencies present there. But must the only alternative be to keep the areas completely closed for possibly several years? Could at least temporary measures be conceivable to make part of the parking spaces usable again? What costs would arise from this? These questions cannot be conclusively answered without further knowledge of the physical state and the necessary measures. However, they should certainly play a role in the planning. The Autobahn GmbH names three alternatives In response to my question about where truck drivers can spend their legally prescribed breaks and rest times instead, the Autobahn GmbH named the following alternatives: The already expanded parking lot Stauferburg on the A45. The parking lot Pfaffenfahrt. The Maxi Autohof Lützellinden. This means that in principle, further parking options are available. However, it remains open whether these facilities can ful","date":"2026-11-11","permalink":"/en/post/bkf/gesperrteparkplaetze/","section":"post","title":"A45: Two Truck Parking Areas Closed for Over a Year – No End in Sight"},{"content":"The European Union wants to better protect children and young people from the dangers of social media, online games, and digital platforms. The EU KIDS Act proposes new age limits and stricter rules for service providers. However, what does this mean for our privacy? Will adults also need to prove their age going forward? And why should only children be protected from commercial profiling? Protecting Children – But At What Cost? I have my own children. Of course, I want them to move as safely as possible on the internet. I do this myself too. In our household, we use AdGuard Home on a Raspberry Pi as a network-wide advertising and tracking filter solution. I am involved in data protection, pay attention to the software used, and try to explain to my children what dangers they may encounter online. Because one thing must be clear: No filter, no age control, and no law can fully replace parental education. That is why I consider it fundamentally right that the European Union focuses on protecting minors online. However, when I looked closely at the proposed EU KIDS Act, several questions arose for me. How far should age controls extend? What data must users now disclose? And what happens to our ability to move anonymously or under a pseudonym online? One question in particular concerns me: How can we protect children without simultaneously restricting the privacy of all internet users? What is the EU KIDS Act? On 17 September 2026, the European Commission proposed a new EU regulation. The official title is EU Keeping Internet Digital Spaces Accountable and Trustworthy, commonly referred to as the EU KIDS Act. The law aims to better protect children and young people from harmful content, cyberbullying, sexual harassment, and manipulative platform functions. In addition, the Commission intends to prevent service providers from designing their services in a way that encourages minors to spend as much time as possible on them. This includes endless scrolling, automatically starting videos, or notifications designed to repeatedly draw users back to a platform. The proposal applies not only to social media but also to video platforms, online games, app stores, and certain artificial intelligence systems. Important: The EU KIDS Act is not yet a passed law. The European Parliament and the Council of the European Union must consider the proposal. Individual provisions may be amended during this process. What Age Limits Are Planned? For certain social media platforms and video services, the proposal outlines an age-based model. Under 13 years old: Children should not have their own accounts on the affected social networks. For some age-appropriate video offerings, limited exceptions via parental accounts are provided. Ages 13 to 14: Parents or guardians can set up restricted and supervised accounts. Examples include daily time limits of no more than one hour and consent for contacts. From 15 years old: Young people should be able to create their own accounts. Platforms must still adhere to special protection requirements for minors. These age regulations do not apply uniformly to all websites but specifically to certain services with high-risk functions. This is an important distinction. Someone claiming that no child under 15 can ever use the internet again would be repeating the proposal incorrectly. Nevertheless, the question arises: How will these new age limits be technically enforced? And this brings us to the first problem. How Will My Age Be Verified? So far, many platforms suffice by asking for a date of birth during registration. This can easily be entered incorrectly. Exactly this simple self-confirmation should no longer be sufficient for affected services going forward. The European Commission therefore relies on certified age proofs. A service would learn only whether someone has reached a certain age threshold. Name, date of birth, or full identification documents need not be disclosed to them. Technically, so-called Zero-Knowledge Proofs can be used for this purpose. In simple terms, one proves a specific property without revealing all the information from which that property is derived. At first glance, this sounds like a reasonable data protection approach. However, a question must not be overlooked: Why do I need to prove my age at all if I have been using the same service without such proof before? The Commission explains that not every adult needs to be rechecked by default. Providers could also use existing, sufficiently reliable information to estimate age. But this immediately raises another question. Where do these sources of information come from? And what data is used for evaluation? A system that transfers as little personally identifiable information as possible is not automatically privacy-friendly if extensive data must be collected beforehand to reliably determine age. The European Digital Identity: Voluntary or Eventually Unavoidable? Currently, the European Union is working on a European digital identity wallet. This allows citizens to manage various digital proofs in the future. An age proof could also be conducted through this system. The use shall be voluntary. Furthermore, the EU should provide at least one free method for verifying age that does not require a digital identity wallet. This is clearly to be welcomed. Nonetheless, I fear an evolution similar to those already observed in other digital services. A feature will initially be offered voluntarily. In the future, it may become increasingly mandatory as more providers rely on it. Eventually, the question of whether I should use a digital age verification document will no longer arise. But rather: which one must I use to access a particular service at all? This development is not inevitable. The EU KIDS Act also does not mandate a general obligation for age verification across the entire Internet. However, we must prevent individual age checks from gradually evolving into a general prerequisite for access. For me, this means continuing to research on the Internet, visiting websites, playing games, and communicating with others without having to constantly prove my digital identity. Does a Messenger need to know that my child is my child? This point concerns me particularly. If I send a message to my child via a messenger, why should the service provider need to know our familial relationship? It could just as easily be an older sibling, a cousin, or another trusted person. For delivery of messages, this knowledge is not fundamentally required. However, for certain supervised children accounts, the KIDS Act does provide that parental responsibility can be verified and may even be required. The EU aims to create privacy-friendly procedures for this purpose. This does not mean that every messenger must examine all family relationships of its users. Nevertheless, I believe it is important to draw clear boundaries here. Proof of parental authority may be necessary if parents wish to grant certain functions on a children\u0026rsquo;s account. But this should not lead to private providers permanently collecting information about who is related to whom. Such information should never be used for advertising, profile building, or other commercial purposes. My family is not data for any platform operator. What does this have to do with so-called chat control? Parallel to the EU KIDS Act, the European Union has been working on regulations to combat sexual child abuse on the Internet for years. In public discourse, this initiative has come to be known as \u0026ldquo;chat control.\u0026rdquo; It concerns in particular how providers can recognize, report, and remove depictions of sexual child abuse. In July 2026, temporary rules were reintroduced that allow certain voluntary identification measures from providers. A permanent legal framework is still being negotiated. Important: The KIDS Act and so-called chat control are two separate legislative initiatives. They are not the same, and the KIDS A","date":"2026-11-08","permalink":"/en/post/allgemein/eukidsact/","section":"post","title":"EU Kids Act: Child Protection or the Start of Mandatory Digital ID?"},{"content":"Mobile networks are set to transmit data in the future, but with 6G Sensing they could also detect movements, people, and objects in their surroundings. Under certain conditions, this can even be done without a smartphone. The technology could locate buried individuals, identify accidents, or measure breathing movements. At the same time, it poses an uncomfortable question: Who is allowed to scan us if we might not even notice it? Your phone is at home. Can the mobile network still detect you? Imagine you go for a walk and deliberately leave your smartphone at home. No location sharing, no app, no GPS. You simply want some peace and quiet. Until now, this at least meant that your smartphone could not provide location data via the mobile network because it wasn\u0026rsquo;t there with you. However, with a technology being developed for the next generation of mobile networks, something fundamental could change. A radio network equipped accordingly could detect under certain conditions that a person is moving in an area without them having to carry a smartphone or any other electronic device. This whole concept is called 6G Sensing. And before anyone thinks of science fiction or secret surveillance technology: Behind this lies a real field of research, where universities, network equipment manufacturers, and international standardization bodies are working. The crucial question is no longer just what data a mobile network can transmit. It is also about what the network could learn about its surroundings from radio waves. How does 6G Sensing work at all? To understand the technology, we first need to look at what happens with radio waves. A mobile phone mast emits electromagnetic waves. These spread out, hit buildings, vehicles, trees, or people, and are partially reflected, attenuated, or altered in their propagation. This already happens today. Normally, a mobile network is mainly interested in ensuring that the transmitted data arrives reliably at the receiver. With so-called Integrated Sensing and Communication, short ISAC, these radio waves should additionally be used as sensors. The basic principle resembles radar. If a reflection changes, a system developed for this purpose can draw conclusions about the movement, position, or speed of an object under suitable conditions. A person walking through a room alters radio propagation differently than a standing cabinet. Even a vehicle leaves other measurable changes than a pedestrian. With appropriate signal processing, such differences can be evaluated. In doing so, a camera image is not necessarily generated. A radio sensor first measures signals from which a computer can derive information. Depending on the equipment and procedures, movements, distances, or certain movement patterns could be recognized. However, it is important: Not every ordinary mobile phone mast automatically becomes a radar for this. Suitable hardware, software, frequency bands, and measurement methods are required. Even the ability to detect people does not automatically mean that the system knows their identity. Detecting people without them owning a smartphone Here, the technology becomes particularly interesting – and problematic from a data protection perspective. Until now, many people associate location tracking via mobile networks mainly with their smartphone. The device logs into the network. The network operator can derive certain location information from this. With 6G Sensing, fundamentally another form of capture would also be possible. A person could simply be detected because their body influences radio waves. This works in principle regardless of whether they own a smartphone, have it switched on, or are even a customer of the respective mobile network provider. It is then initially about detecting an object or a person in the monitored area. Whether this results in a permanently trackable movement profile depends on the technical capabilities, the infrastructure used, and the processing of the data. And exactly there lies a problem. Because while I can still deactivate certain functions or switch off my smartphone, I initially have no comparable control over radio waves from foreign infrastructure. Can 6G Sensing also see through walls? This question will concern many people. Radio waves can penetrate certain materials. We know this, for example, from Wi-Fi, which also works in the neighboring room. Under suitable conditions, radio sensors can therefore detect movements even if an obstacle is located between the sensor and the person. However, this depends strongly on the frequency band used and the material. A thin interior wall behaves differently than a massive reinforced concrete wall. Metallic shielding can significantly affect radio waves. This does not mean that a future mobile phone mast can automatically monitor every room of a building. Nevertheless, the basic possibility of detection behind certain obstacles is real. And with this, we must also ask how privacy within apartments or other protected rooms should be ensured. Measuring breathing rate and heartbeat – without physical contact? What initially sounds incredible has already been demonstrated in scientific experiments. When breathing, the rib cage moves slightly. Even the heartbeat causes tiny bodily movements. Correspondingly sensitive radio systems can attempt to measure these changes via reflected signals. A research paper published in June 2025 examined a combined radio and sensor system capable of capturing breathing rates and heart rates of subjects in a controlled office environment. The researchers used specially developed radio signals and compared the results with conventional measurement methods. This is a remarkable development. However, such laboratory results should not be equated with a medical function available on a widespread scale. Distance, obstacles, multiple people, and distracting movements can significantly complicate measurements. Nevertheless, this experiment demonstrates the potential inherent in combining radio technology and sensing. And thus we arrive at the truly positive aspects. When Technology Can Save Lives Finding Buried People After an Earthquake After a severe earthquake, every minute counts. Rescue teams must determine whether people are still trapped beneath collapsed buildings. It is often difficult to detect signs of life. Injured individuals may be unconscious, unable to speak, or no longer able to attract attention. Radio sensing could assist in detecting even the slightest movements—or possibly even breathing—under suitable conditions. The buried person would not need to possess a mobile phone. Such procedures could help rescue forces examine areas more precisely and obtain clues about survivors. However, it has not yet been proven that future 6G networks can reliably detect people through thick rubble fields. Conditions following a building collapse are significantly more complex than those in a research room. Nevertheless, searching for and rescuing humans is explicitly listed among the application areas investigated for ISAC. Detecting Falls and Other Accidents Imagine an elderly person living alone in their apartment. They fall and are subsequently unable to get up. Today, certain smartwatches or home emergency alert systems can help. However, the affected individual must wear a suitable device or be able to trigger an emergency call. Future radio sensing might potentially detect that a person has suddenly moved unusually and then remains motionless for an extended period without requiring any wearable device. If the system is configured accordingly, this could trigger an alarm. This would only be sensible if the detection works reliably, the affected person has consented to such monitoring, and someone actually responds to the alarm. After all, a false alarm is merely annoying; a missed serious accident can be life-threatening. Increased Safety for Hazardous Solo Work This could also become interesti","date":"2026-11-07","permalink":"/en/post/allgemein/6gsensing/","section":"post","title":"6G-Sensing: When the mobile network recognizes you – even without a smartphone"},{"content":"In March 2025 I already addressed the new 30 km/h speed limits in Hochsauerlandkreis. A year and a half later, the situation shows: while some municipalities are introducing further speed restrictions, they are being lifted again elsewhere. At the same time, the Sauerland Mobility Association is calling for a nighttime driving ban for through-traffic trucks. Time for a review. Tempo 30: Lots of activity in Sauerland When I published my first article on Tempo 30 and noise protection in March 2025, Antfeld, Niedersfeld, and Züschen were the main focus. Since then, more locations have been added. Especially along the B7, B480, and B236, residents have campaigned for speed limits. Other major roads in Sauerland are also involved. The arguments are understandable. Anyone living directly next to a heavily trafficked federal highway does not want to have to endure engine noise, tire noise, and vibrations around the clock. However, the question remains whether erecting a Tempo 30 sign is actually sufficient to significantly reduce these burdens. The developments of 2026 show at least that the answers are not the same everywhere. Where Tempo 30 has been introduced Several corresponding regulations can now be identified in Hochsauerlandkreis. Olsberg-Antfeld: Since early 2025, a speed limit of 30 km/h applies on the local section of the B7. The measure was introduced based on the local noise protection plan. Winterberg-Niedersfeld and Züschen: Both towns have speed restrictions on their main roads. In Züschen, a full-day Tempo 30 regulation was additionally ordered in January 2026 in the area of a pedestrian crossing and important bus stops. Winterberg-Siedlinghausen: Also since January 2026, there is a corresponding order in the area between the church and the Sparkasse bank. Here, the safety of pedestrians and schoolchildren is particularly in focus. Olsberg-Assinghausen and Wiemeringhausen as well as Hallenberg: According to the Sauerland Mobility Association, Tempo 30 regulations were also introduced there. However, the exact route sections and periods of validity are not fully visible from the evaluated publications. Meschede-Olpe: On June 10, 2026, the city of Meschede announced Tempo 30 for Freienohler and Berger Straße. This was preceded by noise calculations and consultations with the police and Straßen.NRW. In the 2021 traffic count, 9,132 vehicles were recorded daily there, including 12.4 percent heavy goods vehicles. Whether the announced signage has been fully implemented can no longer be conclusively confirmed based on the published notice. Particularly interesting is the justification given by the city of Meschede: a speed restriction exclusively for trucks would not sufficiently reduce noise in their view. Different speed limits for cars and trucks could also encourage dangerous overtaking maneuvers. This shows how complex such decisions actually are. Sundern steers back The political debate becomes particularly clear in Sundern. Full-day Tempo 30 restrictions were introduced on several main roads there in November 2025, based on the city\u0026rsquo;s noise action plan. The reactions were by no means exclusively positive. In an online survey in May 2026, 2,568 people participated. Many participants criticized extended travel times, worse traffic flow, and restrictions for commuters. According to WDR reports, 87 percent of respondents reported extended travel times. However, one must look closely at this. The survey was not representative. Only about 13 percent of participants lived directly next to the affected roads. Furthermore, multiple participation could not be reliably excluded. Interesting is also the difference between subjective perception and calculated travel time: while a citizen reported up to 15 minutes of additional travel time, the city administration calculated only 53 seconds on the relevant route. For the journey over all reduced route sections, they estimated around 3.2 minutes additionally. These are calculations, not actually measured travel times under all traffic conditions. On October 15, 2026, the Sundern city council finally drew conclusions. In future, Tempo 30 shall apply only at night in several areas: Hachen, Hachener Straße and L519: 22 to 6 o\u0026rsquo;clock. Sundern, Hauptstraße and Silmecke: 22 to 6 o\u0026rsquo;clock. Stemel: 22 to 8 o\u0026rsquo;clock, on a shortened route section. Seidfeld: for now still full-day Tempo 30, especially due to the poor road surface condition. When the new regulations would be fully implemented through corresponding signage was still open at the time of the announcement of the resolution. Remarkable is also the previous criticism from Straßen.NRW. The authority had expressed doubts about the legal certainty of the original speed restrictions because the noise calculations used did not correspond to the procedure it considered relevant. Thus, Sundern shows that a noise action plan alone does not justify every traffic law order. Tempo 30 was also lifted again in Hagen Another example can be found in the Sundern district of Hagen. On the L687, the speed limit of 30 km/h was lifted again in spring 2026. It had originally been introduced in connection with the closure of the Rahmedetalbrücke on the A45. The diversion routes had additionally burdened the local section. After the bridge\u0026rsquo;s reopening in December 2025, investigations revealed a reduction in overall traffic of approximately 15 percent. Heavy goods vehicle traffic decreased by even around 30 percent. Furthermore, the road surface was renewed in autumn 2025. For the town of Sundern, this meant that the original reasons for the speed reduction had been eliminated. This example is particularly instructive: a genuinely relieved traffic route and a renewed road surface can lead to the conclusion that a previously ordered speed limit is no longer necessary. However, it cannot be quantified from this how large the specific contribution of the road resurfacing was to noise reduction. Hellefeld: No blanket 30 km/h speed limit In September 2026, politics in Sundern also decided against a continuous 30 km/h speed restriction in Hellefeld. A traffic survey recorded 6,206 vehicle passages. The average speed was 34.5 km/h, with a median of 36 km/h. 85 percent of the recorded vehicles drove at most 42 km/h. The responsible committee decided against the blanket speed restriction and instead opted for targeted improvements to traffic safety. These include measures on school routes and a review of signage for heavy goods vehicles. However, neither noise nor exhaust values were measured during this traffic survey. Therefore, no conclusive statement about the actual noise exposure can be derived from the speed data alone. What does 30 km/h actually achieve against traffic noise? According to the Federal Environment Agency, reducing speed from 50 to 30 km/h can reduce road traffic noise by approximately two to three decibels. This is far from insignificant. Traffic noise is a serious health issue, particularly in the case of prolonged nighttime exposure. However, the actual effect depends on several factors. Decisive are not only the driving speed, but also the condition of the road surface, the volume of traffic, the proportion of heavy goods vehicles, and the operating conditions of the vehicles. For a passenger car, the reduction in speed can be clearly perceived. For a heavy truck, the situation can look different in part. In particular, in the Sauerland region, there are numerous town passages with significant gradients and downhill stretches. Driving uphill with a loaded semi-trailer or articulated lorry may require selecting a lower gear at 30 km/h. The engine speed can thereby increase. Going downhill, vehicles must be controlled to brake. Depending on the vehicle, gradient, and speed, engine brakes or retarders are used. Their noises can also play a role. This does not mean that 30 km/h is fundamentally noisier for trucks than 50 km/h. Such a bl","date":"2026-11-04","permalink":"/en/post/bkf/tempo30sauerland/","section":"post","title":"Speed limit 30 in the Sauerland: Where municipalities are retreating and why noise protection needs more than traffic signs"},{"content":"Those who regularly drive trucks across Germany know the problem: a motorway is closed over the weekend, a federal road remains impassable for months due to bridge construction, or a weight restriction renders the shortest route unusable. It becomes particularly annoying when the closure is only noticeable shortly before the relevant exit. Then another route must be found. This costs time, fuel and sometimes even the last minutes of available driving time. We have therefore compiled current and announced closures on motorways and federal roads. The focus is on measures taking place in November and December 2026 or continuing until 2027 and beyond. Research status: 4 November 2026. This overview focuses on selected measures relevant to freight transport. It does not claim to be exhaustive. Closure dates can change due to weather, construction progress or short-term decisions. Directly to the Federal State Here you can directly select the desired federal state: Baden-Württemberg · Bavaria · Berlin · Brandenburg Bremen · Hamburg · Hesse · Mecklenburg-Vorpommern Lower Saxony · North Rhine-Westphalia · Rhineland-Palatinate · Saarland Saxony · Saxony-Anhalt · Schleswig-Holstein · Thuringia Baden-Württemberg B294 – Loßburg to Alpirsbach-Aischfeld Period: 19 October 2026 to approximately 30 June 2027 Restriction: Partial full closures The Regional President Karlsruhe is rehabilitating the B294 over a length of around eight kilometres. A total of 14 construction sections are planned. For through traffic, this means alternating restrictions over several months. The accessibility of individual properties depends on the respective construction section. The closure is particularly relevant for timber transport, delivery traffic and regional freight transport in the Black Forest. Here, the actually permitted diversion routes must be checked before starting the journey. Source: Regional President Karlsruhe – B294 Bavaria B173 – Lichtenfels bypass Period: 16 November to approximately early December 2026 Restriction: Full closure in both directions The State Building Office Bamberg is rehabilitating the final section of the Lichtenfels bypass. Affected is the area between Lichtenfels-East and Michelau. The exits remain accessible. Traffic will be diverted via Lichtenfels-Centre, Klosterlangheim, Altenkunstadt, Burgkunstadt and Zettlitz. Source: State Building Office Bamberg B472 – Waakirchen Period: Until approximately end of November 2026 Restriction: Full closure The construction work between the roundabout Kammerloh and Waakirchen is taking longer than originally planned. During earthworks, tar-containing materials were discovered unexpectedly that must be disposed of separately. The diversion takes place via Hauserdörfl, State Road 2365 and District Road MB6. Source: State Building Office Rosenheim B301 – Freisinger Allee Period: 31 October to including 8 November 2026 Restriction: Full closure in the intersection area In the course of work on the Freisinger Allee, the B301 will be fully closed. Signposted diversions exist for traffic to Munich Airport. Source: State Building Office Freising A9 – Ingolstadt Period: 11 November, approx. 21:00, to 12 November, approx. 6:00 Restriction: Nighttime full closure towards Nuremberg Between Ingolstadt-South and Lenting, the direction towards Nuremberg is closed. The exits in between are also affected. For long-distance traffic, the Autobahn GmbH recommends a large-scale diversion via the A93 from the Holledau interchange. Source: Autobahn GmbH – A9 A99 – Munich-East to Munich-South Period: Weekend 20 to 23 November 2026 Restriction: Planned full closure in both directions For the demolition of a bridge at the Haar exit, the A99 between the motorway interchanges Munich-East and Munich-South must be closed. The exits Haar, Hohenbrunn and Ottobrunn are also affected. Source: Autobahn GmbH – Construction project A99 Berlin B96a – Schönhauser Allee Period: Until approximately 13 November 2026 Restriction: Lane narrowing In the area of Buchholzer Straße, only one lane is available according to the Traffic Information Centre. B96a – Petersburger Straße Period: Approximately until December 2027 Restriction: Road narrowed to one lane Long-term restrictions exist between Landsberger Allee and Rigaer Straße. B96a – Elsenbrücke Restriction: Temporary weight restriction to 30 tonnes In the area of the Elsenbrücke between Treptower Park and Friedrichshain, the permissible gross mass is also restricted. This restriction is particularly important: an ordinary fully loaded 40-tonne semi-trailer truck must not drive through the corresponding signposted area. Source: Traffic Information Centre Berlin Brandenburg B1 – Brandenburg an der Havel Period: 6 November, 22:00, to 9 November, 5:00 Restriction: Full closure out of town The Potsdamer Straße is closed in the area of construction work. Traffic into town remains restrictedly possible. A complete reopening is planned for early December 2026. Source: State Road Agency Brandenburg – B1 B167 – Finowfurt Period: Until approximately November 13, 2026 Restriction: Full closure The federal highway is being renovated on a section in the district of Finowfurt. The bypass route leads via Biesenthal, Lanke, and Zerpenschleuse depending on the direction of travel, or alternatively north of Lake Werbellin. The restrictions also partially affect the Finowfurt exit at the A11. Source: State Road Agency Brandenburg – B167 B167 – Neuruppin Period: Until approximately early December 2026 Restriction: Alternating traffic routes and one-way closures Between the A24 exit in Neuruppin and the entrance to Neuruppin, the federal highway is being renewed. Particularly for delivery traffic to the logistics center and surrounding commercial enterprises, the alternating access options must be observed. Source: State Road Agency Brandenburg – Neuruppin Bremen Traffic restrictions for the state of Bremen are published via the Traffic Management Center. In the checked reports, there is currently no sufficiently confirmed long-term full closure of a federal highway that can be included here with a reliable section and end date. The traffic situation, including the federal motorways, can be checked via the Traffic Management Center Bremen . Hamburg A7 – Hamburg-Stellingen to Hamburg-Heimfeld Period: November 20, 10 PM, to November 23, 2026, 5 AM Restriction: 55-hour full closure in both directions One of the most important closures in November concerns the A7, including the Elbe Tunnel. The motorway is completely closed for work on traffic technology, the future motorway interchange Hamburg-Hafen, and other structures. The Autobahn GmbH recommends a large-scale bypass via A1, A21, and B205 for cross-regional traffic. This closure is particularly significant for freight traffic to and from Scandinavia as well as to the North German ports. Source: Autobahn GmbH – A7 Hamburg Berliner Tor – Berlinertordamm Bridge Period: November 20 to 24, 2026 Restriction: Multi-day closures At the same time as the A7 closure, heavy steel girders are being installed at the Berlinertordamm bridge. The Bürgerweide will be closed from November 20 to 24. The Berlinertordamm is affected according to the plan from November 20 to 23. This further restricts additional intra-city diversion options. Source: Hamburg Authority for Transport and Mobility Transition Hesse B254 – Niedervorschütz Period: October 26 to approximately December 4, 2026 Restriction: Full closure Hessen Mobil is renewing the road surface in the area of the new bridge over the Ems. Traffic will be diverted via Obervorschütz, Werkel, Gudensberg, and Maden. Source: Hessen Mobil – B254 B277 – Ehringshausen to Aßlar-Werdorf Period: Indefinitely Restriction: Full closure During the acceptance of the newly installed asphalt surface, defects were identified. Therefore, the originally planned reopening in early November could not be confirmed. Hessen Mobil is investigating the damage. A","date":"2026-11-04","permalink":"/en/post/bkf/strassensperrungen/","section":"post","title":"Motorway and Federal Road Closures 2026/2027: Nationwide Overview for Truck Drivers"},{"content":"Wer am Reformationstag oder an Allerheiligen mit dem Lkw unterwegs ist, muss weiterhin genau hinschauen. Niedersachsen und Nordrhein-Westfalen haben ihre Ausnahmeregelungen für den Güterverkehr bis zum 31. Dezember 2030 verlängert. Damit dürfen Lkw an den jeweiligen Feiertagen nachts zunächst weiterfahren. Tagsüber bleiben bestimmte Autobahnabschnitte für den Transitverkehr freigegeben. Eine generelle Aufhebung des Feiertagsfahrverbots ist das allerdings nicht. Zwei Feiertage, zwei Bundesländer – und ein Problem für den Güterverkehr Am 31. Oktober wird in Niedersachsen der Reformationstag gefeiert. Einen Tag später, am 1. November, ist in Nordrhein-Westfalen Allerheiligen. Während in Niedersachsen am 1. November kein entsprechender Feiertag gilt, ist der 31. Oktober in NRW ein ganz normaler Werktag – sofern er nicht wie in diesem Jahr auf ein Wochenende fällt. Für den Güterverkehr ist diese unterschiedliche Feiertagsregelung seit Jahren ein Ärgernis. Ein Lkw, der beispielsweise von Nordrhein-Westfalen nach Niedersachsen fährt, kann am Reformationstag von einem Fahrverbot betroffen sein. Einen Tag später stellt sich bei der Rückfahrt das umgekehrte Problem. Besonders ärgerlich wird es, wenn Start und Ziel der Fahrt in Bundesländern liegen, in denen überhaupt kein Feiertag ist. Trotzdem kann die Fahrt an einer Landesgrenze enden. Niedersachsen und Nordrhein-Westfalen haben deshalb ihre Ausnahmen vom Feiertagsfahrverbot verlängert. Die Regelungen gelten bis einschließlich 31. Dezember 2030. Von Mitternacht bis 6 Uhr dürfen Lkw fahren Die erste Erleichterung betrifft die Nachtstunden. In Niedersachsen dürfen Lkw am 31. Oktober zwischen 0 und 6 Uhr fahren. Nordrhein-Westfalen erlaubt entsprechende Fahrten am 1. November ebenfalls zwischen 0 und 6 Uhr. Das gilt für die vom Fahrverbot erfassten gewerblichen Gütertransporte mit Lkw über 7,5 Tonnen zulässiger Gesamtmasse sowie mit Anhängern hinter Lkw. Auch die damit verbundenen Leerfahrten sind eingeschlossen. Wichtig: Die Ausnahme gilt ausdrücklich auch dann, wenn der jeweilige Feiertag auf einen Sonntag fällt. Das ist 2026 besonders relevant. Allerheiligen fällt in diesem Jahr auf Sonntag, den 1. November. Normalerweise würde deshalb bundesweit das Sonntagsfahrverbot greifen. Die NRW-Sonderregelung ermöglicht dennoch die genannten Fahrten bis 6 Uhr. Ab 6 Uhr gelten wieder Einschränkungen. Allerdings bleiben bestimmte Autobahnabschnitte für den Transitverkehr freigegeben. Diese Autobahnen sind für den Transit freigegeben Die Ausnahmen zwischen 6 und 22 Uhr gelten nicht für das gesamte Autobahnnetz, sondern ausschließlich auf festgelegten Strecken. Bundesland Feiertag Betroffene Autobahnen Niedersachsen 31. Oktober – Reformationstag A1, A2, A30, A31, A33 Nordrhein-Westfalen 1. November – Allerheiligen A1, A2, A30 Dabei sind ausdrücklich nur einzelne Abschnitte freigegeben. Nordrhein-Westfalen: Die Strecken im Detail Der NRW-Runderlass benennt folgende Strecken, die zwischen 6 und 22 Uhr befahren werden dürfen: A1: Vom Autobahnkreuz Lotte/Osnabrück bis zur Landesgrenze NRW/Niedersachsen im Bereich der Anschlussstelle Osnabrück-Nord. A2: Vom Autobahnkreuz Bad Oeynhausen bis zur Landesgrenze im Bereich der Anschlussstelle Bad Eilsen. A30: Von der Landesgrenze bei Rheine-Nord bis zur Landesgrenze bei Hasbergen-Gaste sowie von der Landesgrenze bei Bruchmühlen bis zum Autobahnkreuz Bad Oeynhausen. Die genannten Strecken dürfen jeweils auch in Gegenrichtung befahren werden. Für Niedersachsen sind die freigegebenen Abschnitte im entsprechenden niedersächsischen Erlass festgelegt. Eine Aufzählung der Autobahnnummern allein reicht deshalb für die Tourenplanung nicht aus. Wer beispielsweise die A2 nutzen möchte, darf daraus nicht ableiten, dass die gesamte Autobahn von Oberhausen bis zur polnischen Grenze freigegeben wäre. Warum nicht einfach das Fahrverbot bundesweit vereinheitlichen? Genau das ist eigentlich vorgesehen. Die Bundesregierung arbeitet an einer Änderung der Straßenverkehrsordnung, nach der das Lkw-Feiertagsfahrverbot künftig nur noch an bundeseinheitlichen Feiertagen gelten soll. Damit würden die bisherigen regionalen Fahrverbote an Fronleichnam, am Reformationstag und an Allerheiligen grundsätzlich entfallen. Die entsprechende Änderung wurde im Juli 2026 vom Bundeskabinett beschlossen. Sie ist aber noch nicht in Kraft getreten. Deshalb haben Niedersachsen und Nordrhein-Westfalen ihre bestehenden Ausnahmeregelungen erneut verlängert. Die Befristung bis Ende 2030 bedeutet übrigens nicht, dass die Länderregelungen zwangsläufig so lange benötigt werden. Sollte die bundesweite StVO-Reform vorher in Kraft treten, könnte sich die Rechtslage bereits früher ändern. Was bedeutet das für Fahrer und Speditionen? Ein Beispiel: Ein Fahrer möchte am 31. Oktober von Nordrhein-Westfalen über Niedersachsen weiter Richtung Bremen fahren. Liegt die Fahrt innerhalb des Anwendungsbereichs der niedersächsischen Ausnahme, kann er zwischen 0 und 6 Uhr auch die ansonsten vom Feiertagsfahrverbot betroffenen Strecken nutzen. Ab 6 Uhr darf er dagegen nur noch die ausdrücklich freigegebenen Transitabschnitte befahren, sofern keine andere Ausnahme vorliegt. Und selbst wenn die Fahrt durch Niedersachsen erlaubt ist, bedeutet das nicht automatisch, dass sie in Bremen fortgesetzt werden darf. Dort gilt der Reformationstag ebenfalls als gesetzlicher Feiertag. Die niedersächsische Ausnahme ersetzt keine Regelung eines anderen Bundeslandes. Für Fahrer und Disponenten heißt das: Nicht nur Start und Ziel sind entscheidend, sondern auch die Bundesländer und Strecken dazwischen. Meine Meinung: Eine vernünftige Ausnahme, aber keine vernünftige Dauerlösung Ich fahre seit rund 30 Jahren Lkw. Und ganz ehrlich: Diese unterschiedlichen Feiertagsregelungen sind im heutigen Güterverkehr kaum noch nachvollziehbar. Da wird eine Tour geplant, das Fahrzeug beladen und die Lieferzeit abgestimmt. Anschließend muss geprüft werden, ob irgendwo auf der Strecke ein Feiertag gilt, der im Nachbarbundesland überhaupt keiner ist. Mitunter darf man auf einem festgelegten Autobahnabschnitt weiterfahren, während wenige Kilometer daneben das Fahrverbot gilt. Natürlich brauchen wir Regeln für den Güterverkehr. Dazu gehören auch Einschränkungen an Sonn- und Feiertagen. Aber warum sollte ein regionaler Feiertag einen Lkw auf der Durchreise stoppen, obwohl er in dem betreffenden Bundesland weder be- noch entladen wird? Die Ausnahmen von Niedersachsen und NRW sind deshalb sinnvoll. Sie verhindern unnötige Unterbrechungen und sorgen für mehr Planungssicherheit. Trotzdem bleibt die Frage, warum wir dafür überhaupt alle paar Jahre neue Ländererlasse benötigen. Eine bundesweit einheitliche Regelung wäre wesentlich verständlicher. Für Speditionen, Disponenten und vor allem für diejenigen, die am Ende mit dem Lkw unterwegs sind. Bis dahin gilt: Die Verlängerung bis Ende 2030 ist eine Erleichterung. Ein Freifahrtschein ist sie nicht. Quellen und weiterführende Informationen Ministerialblatt NRW – Runderlass zur Ausnahme vom Feiertagsfahrverbot an Allerheiligen IHK Hannover – Lkw-Fahrverbote am 31. Oktober und 1. November Gesamtverband Verkehrsgewerbe Niedersachsen – Ausnahmeregelungen bis Ende 2030 IHK Arnsberg – Aktuelle Ausnahmen für Transportunternehmen Stand: 1. November 2026. Für die konkrete Tourenplanung sind die amtlichen Erlasse und die jeweils geltenden Bestimmungen der durchfahrenen Bundesländer maßgeblich.","date":"2026-11-01","permalink":"/en/post/bkf/lkw-fahrverbot2030/","section":"post","title":"Lorry ban: Lower Saxony and NRW extend exceptions until end of 2030"},{"content":"The German Federal Government wants to abolish the truck driving ban on regional public holidays. The corresponding amendment was already decided in July 2026, as I reported earlier . However, on Reformation Day, trucks remain stationary in several federal states. A number of exceptions are intended to allow at least certain transit trips. Anyone who believes they can drive freely through Germany with this may quickly experience a nasty surprise. On October 31 is Reformation Day. Therefore, the public holiday driving ban for commercial freight transport with heavy trucks applies in principle in nine federal states. The day after follows All Saints\u0026rsquo; Day. This holiday affects other federal states again. This year, November 1 also falls on a Sunday. Consequently, the nationwide Sunday driving ban applies in principle. For logistics companies, this means additional planning. Drivers must know when they are allowed to start their tour, which roads are open, and whether an exception permit exists. There should actually be no more of this patchwork soon. The Federal Government has already decided on the reform On July 15, 2026, the Federal Cabinet adopted a package of measures for reducing bureaucracy in the transport sector. Included therein is the planned abolition of the truck driving ban on non-uniform statutory public holidays. This concerns three holidays: Corpus Christi Reformation Day All Saints\u0026rsquo; Day The Federal Government wants to restrict the public holiday driving ban to nationwide uniform holidays in the future. This should eliminate different regulations between neighboring federal states and avoid additional standstill times in freight transport. However, the Cabinet decision is not yet a valid regulation. The amendment must go through the intended legislative procedure. Only with the proper promulgation and entry into force of the amended Road Traffic Act (StVO) can the new regulation be applied. By October 31, 2026, this has not happened. The regional public holiday driving bans remain in § 30 Paragraph 4 StVO. Source: Federal Government – Less Bureaucracy in the Transport Sector, July 15, 2026 Which trucks are affected at all? According to § 30 Paragraph 3 StVO, the Sunday and public holiday driving ban applies in principle to commercial or paid freight transport including empty trips with: Trucks over 7.5 tonnes permissible gross mass Trucks with trailers, regardless of whether the tractor unit exceeds the limit of 7.5 tonnes The driving ban applies in principle from 0 to 22 hours. It affects not only motorways but the public road network within its respective spatial scope of application. Crucial are also the vehicle type and the purpose of the trip. Not every heavy vehicle automatically falls under the ban with every use. On which holidays does the truck driving ban apply? The following table shows all holidays that § 30 Paragraph 4 StVO explicitly covers. Holiday Federal States with Driving Ban New Year\u0026rsquo;s Day, January 1 Nationwide Good Friday Nationwide Easter Monday Nationwide Labour Day, May 1 Nationwide Ascension Day | Nationwide | Whit Monday | Nationwide | Corpus Christi | BW, BY, HE, NRW, RP, SL | German Unity Day, October 3 | Nationwide | Reformation Day, October 31 | BB, HB, HH, MV, NI, SN, ST, SH, TH | All Saints\u0026rsquo; Day, November 1 | BW, BY, NRW, RP, SL | First Christmas Day | Nationwide | Second Christmas Day | Nationwide | BW = Baden-Württemberg, BY = Bavaria, HE = Hesse, NRW = North Rhine-Westphalia, RP = Rhineland-Palatinate, SL = Saarland, BB = Brandenburg, HB = Bremen, HH = Hamburg, MV = Mecklenburg-Vorpommern, NI = Lower Saxony, SN = Saxony, ST = Saxony-Anhalt, SH = Schleswig-Holstein, TH = Thuringia. Other regional holidays such as the Holy Three Kings, Assumption of Mary, or Repentance and Prayer Day do not in themselves trigger a public holiday driving ban under § 30 StVO. If such a holiday falls on a Sunday, the general Sunday driving ban applies naturally. Source: § 30 StVO – applicable provision Which statutory exceptions apply on all Sundays and public holidays? Regardless of which holiday it is, there are explicitly regulated exceptions in § 30 Paragraph 3 StVO. Combined Transport Allowed under the legal prerequisites: Rail-Road: Trips from the consignor to the nearest suitable loading station or from the nearest suitable unloading station to the recipient within the legally defined distance of at most 200 kilometers. Port-Road: Loading and unloading in combined transport between the loading or unloading point and a port within a radius of at most 150 kilometers. These exceptions do not apply to arbitrary transports just because a station or port is passed along the way. Certain Perishable Foods Exempt from the driving ban are transports of: Fresh milk and fresh dairy products Fresh meat and fresh meat products Fresh fish, live fish, and fresh fish products Easily perishable fruit and vegetables The exception regulation is limited to the goods specified by law. Not every cargo transported under refrigeration automatically falls under this category. Other Explicitly Regulated Exceptions These include transports of certain animal by-products, the use of rescue, towing, and breakdown assistance vehicles in accidents or emergencies, as well as the transport of live bees. Also, the empty trips mentioned in § 30 related thereto are exempt. In addition, there are special regulations for certain requested vehicles and for militarily required transports. Important: An empty trip is not permitted simply because the truck is not carrying a load. The exception must also cover the relevant empty leg of the journey. Corpus Christi: Driving Ban in Six Federal States Corpus Christi fell on June 4, 2026. In the coming year, the holiday will be observed on May 27, 2027. Whether the regional truck holiday driving ban still applies then depends on whether the planned Road Traffic Act (StVO) reform has come into force by that time. The holiday driving ban applies in Baden-Württemberg, Bavaria, Hesse, North Rhine-Westphalia, Rhineland-Palatinate, and Saarland. In the remaining federal states, there is no corresponding driving ban due to Corpus Christi. This is particularly problematic for transit traffic. For example, if you are traveling from Lower Saxony to Rhineland-Palatinate or from Saxony to Baden-Württemberg, you may not drive through the respective holiday state solely because the start and destination lie outside it. There is no nationwide, blanket permission for all transit trips on Corpus Christi. In addition to statutory exceptions, route-specific state regulations and individually granted exception permits may apply. Whether such a permit can be used for a planned trip must be checked based on the respective valid order. This also applies to international transports. An overseas destination does not lift the driving ban. Reformation Day: Nine Federal States Affected On October 31, the holiday driving ban applies in Brandenburg, Bremen, Hamburg, Mecklenburg-Western Pomerania, Lower Saxony, Saxony, Saxony-Anhalt, Schleswig-Holstein, and Thuringia. Difficulties arise, especially on important east-west connections. However, there are several exception regulations. Sources and further information: Lower Saxony – Exception regulations for the truck driving ban on Reformation Day Federal Office for Logistics and Mobility – Exception permit for Berlin traffic on October 31, 2025 and 2026 (PDF) The exceptions apply only under the respective specified conditions. In particular, the approved highway sections must be observed, as well as the actual departure or destination location in the case of the Berlin regulation. A general permission for transit traffic through all affected federal states does not exist. Lower Saxony: Trips Allowed Until 6 AM For Reformation Day 2026, Lower Saxony has issued a general exception. Accordingly, affected trucks may drive between 0 and 6 AM. Between 6 AM and 10 PM, certain tr","date":"2026-10-31","permalink":"/en/post/bkf/feiertagstransit/","section":"post","title":"Truck Holiday Driving Bans 2026: Reform Approved, Driving Bans Remain in Effect"},{"content":"35 hours of further training every five years are part of the daily routine for professional drivers. In the future, up to twelve of these hours could be completed digitally. The legal basis for this has been in place since February 2026. However, an important step remains between the political decision and practical implementation. At the same time, drivers are being asked how they would like to learn in the future. Anyone who commercially drives a truck or bus and falls under the Professional Driver Qualification Act knows the procedure: Within five years, a total of 35 hours of further training must be completed. Many drivers attend five one-day courses at an accredited training institution for this purpose. This will not change initially regarding the scope. What is new is the possibility to design parts of the further training digitally in the future. Instead of having to sit in the training room personally for every topic, drivers could work on certain content online or participate in digital lessons. What at first sounds like a simple modernization raises questions, however. Which contents are suitable for digital learning? How will participation be controlled? And do drivers actually benefit from more flexibility? The legal basis has already been decided On December 18, 2025, the German Bundestag passed amendments to the Professional Driver Qualification Act. The Bundesrat agreed on January 30, 2026. The corresponding amendment act was published in the Federal Law Gazette on February 5, 2026, and came into force on February 6. An important component concerns digital further training. The Professional Driver Qualification Register will be able to record information about digital instruction in the future. In doing so, the legislator distinguishes between synchronous and asynchronous forms of instruction. Synchronous means that participants attend the lesson together at a fixed time, for example via video conference with an instructor. Asynchronous means that learning content can be worked on independently of time. Digital learning modules with videos, explanations, and tasks are conceivable. Important: The passed amendments do not yet mean that professional drivers can already credit any online courses to their prescribed further training hours. The specific requirements for implementation, recognition, and control must be regulated accordingly. Sources: German Bundestag – Resolution on E-Learning Legislative procedure for the amendment act Where does the limit of twelve hours come from? The possibility of digital further training goes back to European regulations. Directive (EU) 2022/2561 stipulates in Annex I, Section 4 that at most twelve of the total 35 further training hours may be conducted as e-learning. However, the European provisions contain not only this time limit but also require that the quality of instruction be maintained. Training institutions must select suitable instructional content. In addition, reliable identification of participants and appropriate control measures are provided for. The European legislator thus makes it clear that digital learning must not simply mean playing a training film and subsequently confirming participation. Further training should convey knowledge that is actually needed for professional work. Source: Directive (EU) 2022/2561 – EUR-Lex What actually applies at the end of October 2026? The current Professional Driver Qualification Ordinance was last amended by an ordinance dated August 12, 2026, which was published on August 17. In § 4 BKrFQV, it remains at 35 instructional units in instructional units of at least seven instructional units each. The provision does not yet contain a general approval for twelve hours of e-learning in its current version. The SVG also points out in its publication dated October 19, 2026, that the concrete start of the new online offerings is still open. For drivers, this means: Anyone currently planning their further training should not rely solely on advertising statements about digital modules. What matters is whether a training course is recognized according to current regulations and properly recorded in the Professional Driver Qualification Register. Sources: § 4 BKrFQV – current further training regulations Federal Law Gazette 2026 I No. 236 Further training should be more than an attendance check The mandatory further training pursues several goals. These include, in particular, road safety, health protection, economical driving, and the updating of professional knowledge. The BKrFQV explicitly requires that the prescribed areas of knowledge be deepened and refreshed. Nevertheless, participation in further training is not equivalent to a renewed theoretical or practical driver test. What matters fundamentally is proper participation in recognized training courses. This leads to a fundamental question: How can it be determined whether the conveyed knowledge actually takes root in professional daily life? Digitalization alone does not answer this question. Poor face-to-face instruction will not become better simply because the same slides appear on a screen in the future. Conversely, a carefully developed digital learning offering can certainly offer advantages. Which contents are suitable for online instruction? Not all topics of professional driver further training require the same form of instruction. Changes to legal regulations can be explained, for example, via digital learning programs. These include new regulations on driving and rest periods, changes in social law, or requirements for the use of the digital tachograph. Basic principles of new vehicle technologies can also be taught partially online. A learning module could, for example, explain the functioning of regenerative braking, assistance systems, or high-voltage systems in electrically powered commercial vehicles. The situation is different with practical exercises. Anyone who needs to secure a load correctly must not only know which forces can occur; they should also be proficient in handling securing devices, anchorage points, and specific loading situations. Similar requirements apply to certain safety exercises and driving training. Therefore, a sensible approach would be a combination: teach theory digitally where it is professionally appropriate, and continue to link practical topics with actual exercises. Taking Professional Differences More Seriously Another point is the different nature of drivers\u0026rsquo; work. A professional driver in scheduled bus service has different daily requirements than someone who performs international transport with a tractor-trailer. Tasks also differ significantly within freight transport. In timber transport, securing irregular loads, behavior on forest roads, and safe handling of loading cranes play a role. Drivers in temperature-controlled transport must instead deal with the cold chain and technical requirements for transport equipment. The European directive already requires that further training should address the specific needs of the driver and the types of transport they perform. The regulations thus provide an approach for more occupation-specific training. Whether this is actually utilized in teaching depends largely on the training offerings and their implementation. The Quality of Training Institutions Also Belongs to the Discussion When it comes to digitalization, the advantages for participants are often in the foreground. However, the requirements for trainers should not be overlooked. According to § 7 BKrFQV, trainers must regularly refresh their knowledge. At least 24 instructional units are prescribed within a training course that must be completed at least once every four years. Digital teaching formats create additional requirements. A lecturer teaching a group in a training room does not automatically need the same skills as someone who designs an interactive online course. Digital further training must be understandable, profession","date":"2026-10-31","permalink":"/en/post/bkf/weiterbildungsreform/","section":"post","title":"BKF Continuing Education 2026: What is Actually Changing"},{"content":"Now, Indeed Visitor Statistics? Why I Changed My Mind Those who have followed my blog for a long time know that privacy is very important to me. No advertising networks, no unnecessary cookies and certainly no services that track the behavior of my readers across different websites. Nothing has changed in this regard. Nevertheless, there is now a feature on Christian\u0026rsquo;s blog that I have deliberately avoided so far: visitor statistics. A contradiction? Perhaps at first glance. But the story behind it is a bit longer. Over 15 Years of Blogging – and Eventually It Stops Moving Forward Christian\u0026rsquo;s blog has been around for over 15 years now. During this time, I have spent countless hours writing articles, gathering information and sharing my experiences. Especially for professional truck drivers, but also for other topics that occupy me. Over the years, I have built up a certain reach and a steady readership. I am proud of that. After all, there is no publisher, no editorial team and no marketing department behind this blog. I do all of this myself, alongside my actual job. However, I eventually noticed that my reach was no longer growing significantly. The readers are there, new ones will certainly come, but I could no longer detect a real growth. Of course, I could just keep doing what I\u0026rsquo;ve been doing. Write articles, publish them and hope that they find their readers. But I didn\u0026rsquo;t want to settle for that. So I started to thoroughly overhaul my blog. And from what was originally just minor adjustments, it developed into a near-complete redesign of the website. The Hugo theme was largely rebuilt. The presentation of the articles, the navigation and the usability were revised. New features, additional information offerings and a whole range of technical improvements were added. A lot of work also went into the search engine optimization. Because what good is the best article if it disappears in the back pages of Google and other search engines and hardly anyone finds it? But I wasn\u0026rsquo;t trying to turn my blog into the biggest possible click machine. I simply want to reach the people for whom I write my content. And after all this effort, a question naturally arises: Has all of this actually made a difference? I can\u0026rsquo;t judge this so far. The server logs provide a lot of numbers, but they include real page views as well as search engine bots, automated scanners and other accesses. A page being accessed a hundred times doesn\u0026rsquo;t necessarily mean that a hundred people read the article. That\u0026rsquo;s why I want to look more closely now. Not to monitor my readers, but to find out whether my work on the website is bearing fruit and whether Christian\u0026rsquo;s blog is reaching more people again. So, Indeed Matomo That\u0026rsquo;s why I have decided to use Matomo for analyzing my visitor numbers from now on. Matomo is an open-source software for web analysis. Unlike with many commercial statistics services, I run it myself. The application runs on my own home server, which I have named Holzi. My publicly accessible server only handles the encrypted forwarding of the necessary requests. The collected statistics remain under my control. I don\u0026rsquo;t need a Google Analytics account and I don\u0026rsquo;t have to send my readers to an external advertising company just to find out which article was read most frequently. What interests me are the page views and their development. I want to know, for example, which articles were read most frequently within a year or whether an older article suddenly receives more attention. I\u0026rsquo;ve had this before when my blog was still running on WordPress. This is especially interesting for topics around professional truck drivers, traffic law or technical instructions. Some information is not only needed on the day of publication but may be needed again months or even years later. Privacy Remains Privacy Now one could naturally say: For years arguing against tracking and then starting to do it yourself. I can understand this objection. I didn\u0026rsquo;t make this decision lightly. But there is a significant difference between a data-sparing reach measurement and systematic spying on internet users. I don\u0026rsquo;t want to know who you are. I don\u0026rsquo;t want to find out where you\u0026rsquo;ve been on other websites, what products you buy or what personal interests you have. What interests me is whether my texts are being read. That\u0026rsquo;s why I have limited Matomo accordingly. No tracking cookies are set. IP addresses are shortened, referral information is reduced and the recognition of individual visitors is limited as much as possible. Individual raw data should be deleted after 30 days. The aggregated statistics, such as the monthly page views of an article, remain. After all, I want to be able to compare how the reach has developed in the coming year. I can\u0026rsquo;t promise complete anonymity. Certain connection data is inevitably collected when visiting a website. That\u0026rsquo;s why I deliberately refer to a data-sparing and IP-anonymized analysis. You Decide, Not Me And then there\u0026rsquo;s the most important point: Participation in this statistics is voluntary. When visiting my blog, you can decide whether you want to support the anonymized reach measurement or not. If you decline, Matomo won\u0026rsquo;t be loaded and no statistics data will be sent to Matomo. You can continue to use all articles and functions without any restrictions. An initially granted consent can also be revoked at any time via the statistics settings. I will not deny anyone access to my content just because they don\u0026rsquo;t want to be tracked. I also don\u0026rsquo;t want an opt-in dialog where the big green button invites you to agree, while the option to decline is hidden somewhere. A free decision should indeed be free. And Now I\u0026rsquo;m Looking Forward What I expect from the statistics are not the biggest numbers, with which I can somehow claim something. I want to see whether my blog is still developing. Whether the overhaul of the Hugo theme and all the technical improvements contribute to people finding my content better. And which topics my readers are particularly interested in. There is, of course, a limitation here: Those who don\u0026rsquo;t agree to the statistics won\u0026rsquo;t be recorded in them. The numbers will therefore not provide a complete picture of my actual reach. Also, I lack the corresponding historical Matomo data for an exact before-and-after comparison. Nevertheless, I can recognize developments in the future. And that\u0026rsquo;s exactly what I\u0026rsquo;m after. Perhaps I will later even display a small overview of the most-read articles directly on the blog. Of course, only with aggregated view counts and without any information about individual visitors. My fundamental principles will remain unchanged: My blog remains ad-free, independent and focused on the protection of the privacy of its visitors. I want to know how many people my content reaches. I don\u0026rsquo;t have to know who these people are.","date":"2026-10-24","permalink":"/en/post/allgemein/statistik/","section":"post","title":"Why I am now using visitor statistics on my blog"},{"content":"The European Union is working on a comprehensive reform of the weight and dimension regulations for heavy goods vehicles (HGVs). This goes far beyond the planned increase in permissible gross vehicle weight to up to 44 tonnes. Longer vehicle combinations, additional space for new propulsion technologies, and even the size of driver cabs are also under discussion. At the same time, the European HGV market is changing. In Switzerland, more than one in four newly registered heavy trucks is now electric. What does all this mean for transport companies and, above all, for professional drivers? A semi-trailer combination may weigh up to 40 tonnes, be 16.50 metres long and 4 metres high in cross-border European freight transport. For classic tractor units, a maximum length of 18.75 metres applies. Of course, there are various exceptions, national special provisions, and specific regulations for certain types of transport. These limits date back to a time when electric drives played virtually no role in heavy goods vehicles. Things have changed since then. Manufacturers are developing battery-electric tractor units, more and more transport companies are using such vehicles, and at the same time, requirements for transport capacity, road safety and economic viability are growing. That is why the European Union wants to fundamentally revise Directive 96/53/EC. The European Parliament adopted its position on 12 March 2024. On 4 December 2025, the Ministers of Transport of the Member States finally agreed on a common position. Since then, negotiations have been taking place on the final version. As of October 2026, the reform is not yet complete. Nevertheless, it can already be seen in which direction the regulations could develop. 44 Tonnes: What the EU actually wants to change When discussions are currently underway about raising the permissible gross weight to 44 tonnes, one might assume that such vehicles have never been allowed on European roads before. However, this is not correct. Vehicle combinations are already permitted to weigh up to 44 tonnes under certain conditions in combined transport today. Germany has had corresponding regulations for this purpose for decades. What is decisive here includes, among other things, which vehicle combination is used and whether the journey is actually part of a permissible combined transport operation. In regular road freight transport, the European weight limit for conventional semi-trailer combinations is fundamentally set at 40 tonnes. This is exactly where the planned reform of EU Directive 96/53/EC starts. The aim is not to reinvent the existing 44-tonne regulations in combined transport. Rather, permissible weights are to be adjusted, particularly for zero-emission vehicles, and existing regulations in cross-border transport are to be further developed. The background is primarily the higher own weight of new propulsion technologies. In battery-electric tractor units, the battery systems can cause significant additional mass. Without corresponding weight allowances, this would reduce the possible payload in weight-critical transports. Therefore, the EU is discussing granting additional weight reserves for zero-emission vehicle combinations, which could go beyond the pure weight of the propulsion technology under certain conditions. However, the reform is not yet complete. Which weight limits will apply to which vehicle combinations in the future must still be clarified in the final legislative procedure. Axle loads must also match What good are 44 tonnes of gross weight theoretically for a company if the drive axle is already at its permissible load limit? Especially with battery-electric tractor units, weight distribution can pose a challenge. Battery systems, drive components and vehicle structure influence how mass is distributed across the individual axles. Therefore, adjustments to axle load regulations are also being discussed in connection with the reform. An increase in the permissible drive axle load from 11.5 to 12.5 tonnes belongs to the approaches under discussion. Whether and under which conditions such a change will actually become part of the final directive is still open. I have another small anecdote from my professional life that comes to mind in this regard. During a traffic control in the Paderborn area, a police officer once tried to explain to me that axle loads of eight tonnes were generally only permitted in Germany. He did not accept our ten tonnes registered in the vehicle registration document. I then explained to him that the vehicle manufacturer had installed these axles themselves, the TÜV had approved the vehicle after assembly according to the specifications, and the district government had issued us a permit for 44 tonnes based on these technical data. The registration office had also approved the vehicle with exactly these axle loads. In other words: Several authorities had already dealt with the vehicle and its technical data. The police officer\u0026rsquo;s response? Such axles did not exist in Germany at all. Well. A look at § 34, paragraph 4 of the German Road Traffic Licensing Regulations (StVZO) would have actually clarified the matter quite quickly. There, up to ten tonnes are provided for non-driven single axles and even up to 11.5 tonnes for driven single axles, of course taking into account further legal and vehicle technical limits. If the official had thought things through consistently, he would actually have had to take the vehicle out of service if he was truly convinced that we were operating with an impermissible axle construction. However, he did not go that far. Perhaps by the end, he was no longer entirely sure about his own position. When I now read that even higher drive axle loads are being discussed within the framework of the EU reform, I am inevitably reminded of this inspection. What would the official have said about a drive axle with 12.5 tonnes? 😄 But back to the planned reform. In all considerations regarding higher axle loads, the impact on roads and bridges must naturally also be taken into account. After all, a heavier electric truck does not load the road surface any less just because it lacks a diesel engine. The challenge lies in enabling technical developments without excessively straining the existing transport infrastructure. And this brings us to another interesting change. Trucks could become longer in the future In addition to higher weights, changes to vehicle dimensions are also planned. According to the position of the EU Council, emission-free vehicles could be granted up to an additional 90 centimeters in length. However, this extension is not simply intended as additional cargo space; it is primarily meant to facilitate the installation of emission-free drive technologies. The impact this will have on the construction of future trucks remains to be seen. Manufacturers could thereby gain more opportunities to accommodate batteries, hydrogen systems, or other technical components without necessarily having to sacrifice existing installation space. However, one should distinguish between vehicle length and the length of the driver\u0026rsquo;s cab. Since September 2020, under certain conditions, extended, aerodynamically designed driver cabs have been permitted. They are intended, among other things, to reduce air resistance and improve the driver\u0026rsquo;s direct visibility. These existing regulations have already led to new cab concepts. An example of this are the particularly spacious driver cabs of the DAF-XG and XG+ series. The current EU reform now takes a step further in this regard. For the first time, the needs of drivers are also explicitly addressed in this context. More space in the driver\u0026rsquo;s cab – even sanitary facilities are being discussed This point is likely to be particularly interesting for many professional drivers. In its position from March 2024, the European Parliament explicitly stated that additional vehicle dim","date":"2026-10-24","permalink":"/en/post/bkf/elektrolkwausbau/","section":"post","title":"The Future of Trucks: More Weight, Longer Vehicles, and Finally More Space for Drivers?"},{"content":"Private charging points for electric trucks are to be opened up to other logistics companies in the future. A sensible idea that would allow existing infrastructure to be used more efficiently. However, it seems that once again, the focus is mainly on vehicles, electricity prices, and operational processes, while the people driving these vehicles are surprisingly overlooked in the discussion. On October 20, 2026, the industry portal trans.info published an article titled \u0026ldquo;No private charging point? EU eases electric truck charging\u0026rdquo; . Reading only the headline might lead one to believe that the European Union has already adopted a corresponding regulation. In reality, however, we are still quite some way off from that. Behind the news is a joint initiative by the International Road Transport Union (IRU) and the environmental organization Transport \u0026amp; Environment (T\u0026amp;E). Both organizations addressed a letter to the European Commission on October 8, 2026, calling for a legal framework for so-called Semi-Private Charging. This refers to the possibility of logistics companies making their private charging points available to other transport companies under certain conditions. However, nothing has been decided yet. This is initially a request to policymakers, which should be considered as part of a revision of the European regulation on alternative fuels infrastructure (AFIR). Whether, when, and in what form this will actually become binding law remains open at present. The headline at trans.info anticipates the result to some extent, even though the article itself explains the background correctly. Use existing infrastructure instead of building new ones everywhere The basic idea behind the proposal is indeed reasonable. A logistics company that electrifies its vehicle fleet must inevitably think about charging infrastructure. Those who can create such possibilities on their own premises may invest considerable sums in charging stations, grid connections, and the associated technology. However, this infrastructure will not necessarily be used around the clock. While their own vehicles are on the road, individual charging points could be made available to other companies. This would be particularly interesting for smaller logistics companies. After all, not every company has its own sufficiently large property or the financial means to build high-performance fast-charging stations. And even if the money is available, that does not necessarily mean that the local grid operator can provide the required connection capacity in the short term. So why not share existing infrastructure? In other areas of logistics, it has long been common practice to use resources across companies. Vacant warehouse spaces are rented out, handling capacities are shared, and transport orders are assigned to subcontractors. Why should charging points be fundamentally different? The initiators therefore want to achieve that companies can voluntarily open their charging infrastructure for a limited circle of users without having to meet all the requirements applicable to publicly accessible charging infrastructure solely because of this. Which legal obligations apply in individual cases depends, under current law, on actual accessibility and usage. It is precisely here that a clearer legal framework should be created. Up to this point, I can agree with the reasoning. Problems arise only when a technically and economically understandable idea is mentally transformed into a functioning infrastructure for road freight transport. A charging column in place does not guarantee charging capacity Let\u0026rsquo;s take a larger logistics company that has installed six charging points with 350 kilowatts each on its premises. On paper, this results in a possible total capacity of 2.1 megawatts. Whether this capacity can actually be drawn simultaneously is a completely different matter. The charging points may have to share the available connection capacity, and even existing load management can only distribute the electricity that is actually available. As long as mainly the own fleet is being charged, this can be organized relatively well. After all, the entrepreneur knows their vehicles, their usage times, and the approximate energy requirements. However, when foreign vehicles are added, planning becomes more complicated. An additional truck requiring several hundred kilowatt-hours is not comparable to a passenger car that recharges a few kilowatt-hours during shopping. It will become particularly interesting if the own vehicles return earlier than planned or if several foreign trucks arrive at the same time. Then the operator must decide how to distribute the available charging capacity. In case of doubt, giving priority to the own fleet would be understandable from an economic perspective. However, for the foreign entrepreneur and their driver, this could mean that a planned charging stop suddenly turns into a longer waiting time. A legal easing for shared use will not initially change anything about this. Because opening up existing charging points does not create additional grid capacity. The real problem of many companies, namely the limited availability of high-performance grid connections, remains. Naturally, an intelligently organized shared use can ensure that existing capacities are utilized more effectively. However, the involved companies must coordinate their charging times and make reliable arrangements. Otherwise, one merely shifts part of the infrastructure problem from one\u0026rsquo;s own premises to those of another company. The driver must cope with what others have planned What stands out in the discussion is the predominantly economic perspective. For freight forwarders, it is about investment costs, additional revenues, and the possibility of using electric trucks even without their own charging infrastructure. These are undoubtedly important questions. Yet, transport planning famously does not end at the dispatcher\u0026rsquo;s office door. In the end, a human sits behind the steering wheel who must drive the vehicle to the designated charging point. And this person must keep an eye on both the remaining battery capacity and their driving and rest periods. Let us imagine, therefore, that a driver has already been on the road for several hours and arrives at a charging point on the premises of a foreign freight forwarder. The tour was planned accordingly, the remaining range reaches there, and the charging time should ideally be combined with a mandatory driving break. On paper, everything fits together perfectly. On site, it then turns out that the charging pile is currently needed by a company-owned vehicle. Perhaps the available charging power has also decreased because other vehicles are connected. Or access to the premises is simply not possible outside regular business hours. With a conventionally powered truck, one can often switch to another gas station in case of problems. With an electric truck with low remaining range, this is not necessarily so easy. Although the public charging network for heavy-duty vehicles is also being expanded, the spatial distribution and availability of suitable charging points remain crucial for route planning. Particularly annoying is that legal driving and rest periods cannot simply be adjusted to operational difficulties. If the permissible driving time has been largely exhausted, it helps the driver little if another charging point might be available 40 kilometers away. Anyone who wishes to establish charging points at foreign companies as a fixed component of transport planning must therefore also consider reliable access options, transparent information on actual availability, and preferably binding reservations. Otherwise, shared use becomes an additional source of uncertainty, whose consequences will ultimately have to be borne by those on the road. And where is the driver supposed to stay? The matter becomes even more i","date":"2026-10-21","permalink":"/en/post/bkf/elektro-lkw/","section":"post","title":"Electric Trucks: When the Socket Becomes More Important Than the Driver"},{"content":"Politics promises a cheaper driver\u0026rsquo;s license. Driving schools warn of rising costs. At the same time, the transport industry is desperately seeking new recruits, while aspiring professional drivers face training costs they can hardly afford out of their own pockets. And those who rely on state support may first have to prove that they will find a job afterward. Something doesn\u0026rsquo;t quite add up. It was actually just a normal phone call with an instructor. We discussed the planned driver\u0026rsquo;s license reform and the fact that the license is supposed to become cheaper in the future. However, my conversation partner saw things somewhat differently. In his opinion, the training could end up being more expensive. Among other reasons, due to rising taxes and other burdens on driving schools. That piqued my curiosity. On the one hand, politics is talking about making driver\u0026rsquo;s license training cheaper. On the other hand, driving schools are naturally under economic pressure. Vehicles must be purchased, maintained, and insured. Energy costs money, employees must be paid, and other operating expenses do not simply disappear with a reform. But does that automatically mean the driver\u0026rsquo;s license has to become more expensive? And are there possibly savings potentials that have been discussed too little so far? Things get even more interesting when shifting the focus from the passenger car driver\u0026rsquo;s license to training for professional drivers. Because it is not just about a few additional driving lessons here. Anyone who wants to drive trucks commercially usually needs, in addition to the appropriate driving license, also a professional driver qualification. And exactly here begins a problem that often goes unnoticed in the public discussion about cheaper driver\u0026rsquo;s licenses. Cheaper Driver\u0026rsquo;s License: What Politics Actually Wants to Achieve Driver\u0026rsquo;s license training has become expensive in Germany. For a passenger car driver\u0026rsquo;s license, several thousand euros are now frequently required. How high the bill actually comes to depends, among other things, on the region, the driving school, and the number of driving lessons needed. Politics therefore wants to modernize and make the training more cost-effective. Among other things, less bureaucratic effort, digital learning options, and increased use of driving simulators are being discussed. The basic idea behind this is understandable. Not every exercise necessarily has to take place in real road traffic. Anyone who should first learn how to operate a vehicle could also train certain procedures on a simulator. However, one must distinguish between political announcements and actually applicable law. Not every measure being discussed has already been decided. Above all, a cheaper training for the driving school does not automatically mean that the savings will fully reach the student. There is no binding guarantee for lower driver\u0026rsquo;s license prices. Rising Taxes and Operating Costs: Is the Reform Already Being Braked Before It Starts? Let\u0026rsquo;s return to the claim that actually sparked this article in the first place. It is allegedly rising taxes that are supposed to force driving schools to increase their prices despite the planned reform. However, one must distinguish at this point. A concrete new tax increase specifically affecting driving schools and inevitably leading to higher driver\u0026rsquo;s license prices cannot be derived from this claim alone. Of course, driving schools are businesses. They are subject to tax obligations and must bear numerous ongoing costs. Rising social security contributions, insurance premiums, or energy costs can affect the calculation. In addition come personnel costs, which vary depending on company size, employment relationships, and regional conditions. That is why I consciously refrain from setting any blanket salaries or personnel costs here. But when talking about rising operating costs, one should also be allowed to discuss what options companies have to reduce these costs. Because not every cost increase has to be unavoidable. Why Not an Electric Car as a Driving School Vehicle? One point from my conversation with the instructor was the fuel price. That gasoline and diesel cost money and fluctuating prices make calculations difficult, no one can deny. Especially for vehicles that are on the road several hours a day, fuel costs can add up significantly. But why must it always be an internal combustion engine? Electric cars are long no longer exotic vehicles. They are used daily by private individuals, companies, and fleet operators. So why not also use them more intensively in driving schools? The range should at least not represent an insurmountable problem for many driving schools. A driving school vehicle normally does not drive 800 kilometers non-stop on the highway. It operates mainly within a limited area of operation and regularly returns to the depot. Of course, the vehicle must be charged. But sensible deployment planning ultimately also belongs to the daily business of a driving school. It becomes particularly interesting when the driving school has its own charging facility. Then energy costs per kilometer can fall considerably lower than with a comparable gasoline or diesel car. In addition, there may be savings in maintenance. An electric car does not require regular engine oil changes, for example. Certain wear-prone components of an internal combustion engine are also eliminated. However, it would be dishonest to list only the advantages. Electric cars can be more expensive to purchase initially. Charging infrastructure also costs money. Those who charge predominantly at public fast-charging stations may end up paying significantly higher electricity prices. In addition, insurance, depreciation, and potential financing costs must be taken into account. Driver training itself also has its limits. An electric vehicle typically does not have a manual transmission. Anyone wishing to obtain the corresponding driving license without restrictions to automatic vehicles must comply with the applicable training and examination regulations. The key number B197 offers an option for this under certain conditions. So, it is not about every driving school having to sell its combustion engines tomorrow. It is about whether rising fuel prices should really be considered solely as an unavoidable cost factor as long as technical alternatives exist. Driving Simulators: Why Practice Everything on the Road? I find the potential use of driving simulators even more exciting. Anyone who has once watched a novice driver try to pay attention to the clutch, brake, accelerator, steering wheel, and traffic simultaneously for the first time knows that this can be quite a challenge. Why not teach certain basics initially in a simulated environment? Starting off, braking, gaze guidance, or recognizing typical hazardous situations can at least partially be practiced on a simulator. Mistakes there have no immediate consequences for other road users. Of course, a simulator does not replace reality. A real vehicle behaves differently, and road traffic cannot be fully replicated either. But that is not the point anyway. The crucial question is which training contents can sensibly be taught via a simulator and which exercises must continue to take place in a real vehicle. One should not overlook that a driving simulator itself represents an investment. Depending on equipment and functionality, such systems can cost considerable sums. Moreover, they require space, maintenance, and possibly support. Therefore, the decisive factor is not just the purchase price, but also how intensively the device can be used. And one more thing is important: As long as the corresponding legal basis is missing, simulator hours cannot simply be credited to prescribed practical driving lessons at will. The reform could open up new possibilities here. Which of these are ","date":"2026-10-20","permalink":"/en/post/bkf/fuehrerscheinteurer/","section":"post","title":"Driving License Reform 2027: Will the driving license really become cheaper?"},{"content":"Children and young people should be better protected on the internet. Few would likely have serious objections to this. Cyberbullying, sexual harassment, manipulative algorithms, and platforms that want to keep their users on the screen for as long as possible are real problems. The question is, however, how to address these issues. The European Commission has found an answer: the so-called EU Kids Act. A draft regulation that significantly restricts minors\u0026rsquo; access to social networks and obliges platform operators to implement extensive protective measures. What initially sounds like a reasonable initiative raises some uncomfortable questions upon closer examination. Because to reliably verify the age of children and young people, platforms will inevitably also have to determine which users are already adults. And thus, the EU Kids Act suddenly affects not only children and their parents, but practically everyone who uses social networks. What the EU Commission plans specifically On September 17, 2026, the European Commission published its proposal for the EU Kids Act. Behind the abbreviation lies the somewhat cumbersome name „EU Keeping Internet Digital Spaces Accountable and Trustworthy“. The draft proposes a unified system of age limits across Europe. Children under the age of 13 should generally not be allowed to have their own accounts on social networks that fall under the specified access restrictions. A limited exception is provided for certain child-friendly video platforms that can be accessed via parental authorization. For 13- and 14-year-olds, so-called Mini-Accounts should be possible. These would have to be set up and managed by the guardians. Daily usage should be limited to at most one hour. Contact options should also be restricted. Only from the age of 15 could young people open their own accounts independently. However, that would not be the end of the matter. Additional protective measures should apply to all minors under the age of 18. These include restrictions on personalized recommendations, stricter privacy settings, and measures against features that promote excessive use. The draft also applies to more than just traditional social networks. Video platforms, online games, app stores, operating systems, and certain AI chatbots are also included in its scope. It is important to note: The EU Kids Act is still a legislative proposal and not yet binding law. The European Parliament and the Council of the European Union must first consider the draft. Changes are therefore explicitly possible. Why must adults prove their age if children are to be protected? Here begins one of the biggest problems of the entire initiative for me. Let\u0026rsquo;s assume someone wants to open a new account on a social network in the future. The platform may only offer certain functions to people who have reached the prescribed minimum age. How should it know whether the new user is twelve, sixteen, or forty years old? A simple question about the birthdate is clearly not enough. After all, anyone can make up any information. The EU Kids Act therefore provides for technical procedures to determine age. Certified European solutions should be used for certain access restrictions. The Commission explicitly relies on privacy-friendly procedures, particularly so-called zero-knowledge proofs. In simple terms, a platform should be able to find out whether someone has reached a certain age limit without needing to receive the name, full birthdate, or a copy of an ID. This is initially a sensible approach. It makes a significant difference whether I have to provide my ID to a social network or merely a cryptographic proof that I am at least 18 years old. Nevertheless, a fundamental question remains. Why should I have to prove that I am old enough to use a social network in the future? Until now, many services allowed registration with an email address and a self-chosen username. The platform did not necessarily know who was behind the account. With mandatory age verification, a new technical infrastructure is now created that must be passed through before using certain offerings. Of course, an age verification does not automatically mean that the platform learns the identity of the user. That would be a wrong conclusion. But even a data-efficient system must be operated. It needs trustworthy issuers, technical interfaces, and rules for how proofs are issued and verified. How independent are these entities? What data is collected during issuance? How is it prevented that repeated checks create user profiles? And what happens if someone does not have access to an accepted proofing procedure? These are not minor technical details. They determine whether such a system actually protects privacy or merely creates a new barrier to accessing the internet. When the state decides when children may use the internet Another point concerns the role of parents. Of course, parents have the responsibility to protect their children and to accompany them in the use of digital media. This does not, however, mean that every child reaches the same developmental level at the same age. A 13-year-old can certainly handle social networks more responsibly than another teenager who is 16 years old. Nevertheless, the EU Kids Act sets rigid age limits. This becomes particularly clear in the case of the proposed mini-accounts. Even if parents trust their 14-year-old child with more responsibility, they would likely not be able to simply waive the prescribed maximum daily usage duration of one hour. Thus, the legislator sets a ceiling that is supposed to apply regardless of individual circumstances. One can consider such provisions as sensible. But then one should also openly discuss how far the state should intervene in the upbringing and decisions of families. There is also a practical problem: Who is actually supposed to verify whether someone is indeed legally responsible for a child? With cohabiting parents, this may still seem relatively straightforward. But what happens in cases of separated parents, disputes over custody, or in foster families? What about teenagers whose parents are unreachable? Or families whose documents cannot easily be processed by European verification systems? The draft requires corresponding checks and contains general requirements for the procedures. However, whether these different family situations can be reliably and without disproportionate data collection mapped out remains a completely different question. The real problem lies with the platform operators Especially questionable is the fact that the political debate keeps returning to users and their age. We already know that many problems of social networks do not arise by chance. Platforms like TikTok, Instagram, or Facebook are designed to capture attention. The longer people use the services, the more opportunities there are to display advertisements and collect data on usage behavior. Endless scrollable content, automatic video playback, and notifications are not accidental features. They are part of a deliberately designed user interface. The recommendation algorithms also pursue economic goals. They are supposed to select content that keeps users engaged for as long as possible. Once someone has watched several videos on a specific topic, they often get further similar content recommended. This can lead to a real pull. This applies, by the way, not only to children. Adults also spend hours scrolling through social networks, even though they originally only wanted to check something briefly. So why does the political discussion focus so strongly on age limits, when the problematic mechanisms work regardless of age? Fairly speaking, one must say that the EU Kids Act does indeed attempt to regulate these business models more strictly. The draft contains concrete requirements for recommendation systems. For minors, for example, certain signals derived from usage behavior should no longer be used b","date":"2026-10-20","permalink":"/en/post/allgemein/kidsact/","section":"post","title":"EU Kids Act: Protecting children, controlling adults? What Brussels plans for the internet"},{"content":"I announced on Facebook yesterday: Christians Blog is moving. In the meantime, the domains are with netcup, and the website is now being hosted from my own server. The email service has also moved along with it. The address remains the same: christiansblog.eu . Behind the scenes, quite a few things have changed. Why the move at all? One thing I want to make clear upfront: I\u0026rsquo;m not moving because I was unhappy with All-Inkl. Over the years, I\u0026rsquo;ve had good experiences there. The move has a different reason: My website is now clearly more than just a place where I occasionally publish an article. In addition to the articles, there are maps, data sources, search functions, and various tools. Some data needs to be regularly retrieved, prepared, and updated. There are also services that run in the background and also want to be maintained. With these requirements, the project has gradually grown out of the existing webspace. At some point, the question arises: Should we continue trying to fit everything into the existing environment—or take the next step? For me, this moment has now arrived. The server was already there I didn\u0026rsquo;t start from scratch. The website was already running as an Onion Service on my server at netcup. Anyone who visited it via the Tor network has already used the version hosted there. Now, the server also delivers the website under the familiar internet address. Access via Tor remains available. \u0026ldquo;Own server\u0026rdquo; means, by the way, a self-managed virtual server at netcup. The hardware isn\u0026rsquo;t sitting under my desk. However, I take care of the software and operations myself. This gives me more options. It also means that I\u0026rsquo;m responsible for things that were previously taken care of by web hosting providers: updates, security, backups, and the question of why a service isn\u0026rsquo;t doing what it\u0026rsquo;s supposed to do. A move consists of more than copying files The website itself is built with Hugo and delivered as a static page. That\u0026rsquo;s manageable for the actual website operation. However, there are several things attached to it. Domains must point to the correct target. Certificates must be correct. Emailboxes and existing messages must come along. And regularly running tasks don\u0026rsquo;t automatically move along just because the related files are already on the new server. Exactly these small details become apparent after the move. The status display of my Tor Relay suddenly showed \u0026ldquo;Unknown.\u0026rdquo; The relay was running—only the data supply for the status display wasn\u0026rsquo;t properly moved during the move. That\u0026rsquo;s now been fixed. During the opportunity, the sidebar also received an indicator for the server\u0026rsquo;s uptime. Now, it\u0026rsquo;s possible to see how long the server has been running since the last restart. The more extensive features, especially around the Eco-Move map, are also still being checked for dependencies from the previous hosting environment. Email traffic reduced I was also able to significantly reduce my incoming email traffic. Since I\u0026rsquo;m not only running the web server myself but also my email server for incoming and outgoing emails, I could already sort out the bulk spam at the point of entry. So far, only the most important emails are getting through. If a spam or phishing email somehow ends up in my inbox, my spam filter learns from it when I mark an email as spam. Now, it\u0026rsquo;s more surprising that hardly any emails come in because most of them end up in the spam folder. 🙂 As much as possible, nothing should change for you You don\u0026rsquo;t need to remember a new address. The articles remain reachable under christiansblog.eu, and the additional access via the Tor network remains available. If something still seems off to you—a map that doesn\u0026rsquo;t load, a function that doesn\u0026rsquo;t work, or an error message—please let me know. The most helpful are the affected page and a short description of what you were trying to do. The move creates the foundation for further development of the website and its tools. The follow-up work is part of that. One point I\u0026rsquo;ve already further developed: Anyone visiting my website with the Tor Browser and using the normal URL https://www.christiansblog.eu will now see a notice that this page is also reachable as an Onion Service. I\u0026rsquo;d like to thank All-Inkl for the past years. Now, Christians Blog is running at netcup : under the same address, with more options in the background, and probably another opportunity or two to learn something new. 🙂","date":"2026-10-17","permalink":"/en/post/allgemein/umzugderseite/","section":"post","title":"Christians Blog has moved: More space for what's still coming"},{"content":"Regarding the planned changes at the Federal Ministry of Transport concerning our profession, I have once again sent an open letter to the Federal Ministry of Transport and described the situation from the driver\u0026rsquo;s perspective, which is often overlooked in all discussions about recruiting new drivers. Here is the open letter to the Federal Ministry for Digital and Transport: Open Letter to the Federal Ministry for Digital and Transport: Combating the Driver Shortage Means Improving Working Conditions To the Federal Ministry for Digital and Transport Invalidenstraße 44 10115 Berlin Subject: Your announced measures against the driver shortage – Proposals and questions from the practice of a professional truck driver Dear Ladies and Gentlemen, On October 14, 2026, the industry portal Trans.info reported on the initiatives presented by your ministry at the logistics network meeting in Berlin . Among other things, the focus was on easing access to the profession of truck driver, recognizing foreign driving licenses, reducing bureaucracy, and improving highway infrastructure. As a professional truck driver who has been active in road freight transport since 1995, I welcome every initiative that aims to make our profession more attractive and eliminate existing problems. However, I miss a crucial perspective in the announced measures: that of those who have already been behind the wheel for years or decades. For a long time, discussions have taken place on how to attract additional people to the profession. Training models are being revised, recognition procedures are being simplified, and new possibilities for recruiting personnel are being sought. However, in my opinion, the question of why experienced professional truck drivers leave their profession or at least seriously consider doing so receives far too little attention. This is exactly where a sustainable strategy against the driver shortage should start. Because it helps little to always train new people for road freight transport if others leave the industry again due to working conditions. I know that your time is valuable and not designed for reading longer letters or emails. Nevertheless, I ask you to take the time to read my somewhat longer email, because improvements must come not only from the perspective of companies but also from the perspective of drivers; things must change so that the profession becomes attractive and remains so. The driver shortage is also a result of working conditions I have already dealt with the causes of this development in my article „The driver shortage is not a recruitment problem – but a symptom of an industry under pressure“ . After more than three decades in the profession, I have experienced numerous changes and met different transport companies. There are and were indeed employers who pay their drivers well, plan their routes reasonably, and treat their personnel respectfully. However, I also know the other side. Long working hours, last-minute changes to route planning, hour-long waiting times at loading ramps, and the increasing transfer of additional tasks belong to the daily life of many professional truck drivers. It becomes particularly problematic when drivers have almost no influence on their daily routine. Whoever stands on time in front of a ramp in the morning, waits there for several hours for processing, and then must already adhere to the next fixed loading appointment, can hardly plan their evening reliably. This affects not only personal leisure activities. It also makes reconciling work and family difficult and can lead to significant stress in the long term. Therefore, the industry should not only ask why too few young people take up the profession. It should also deal with why already trained professional truck drivers switch to other occupations. I would welcome it if your ministry took corresponding investigations more seriously and developed concrete measures together with employees to retain existing skilled workers in the profession for the long term. The tasks of a professional truck driver need clearer boundaries A concrete example of working conditions is the increasing transfer of warehouse work to driving personnel. In my contribution „One paragraph, a thousand experts – legal myths in the transport industry“ , I have already dealt extensively with § 412 HGB and the responsibilities for loading and unloading. The provision generally regulates the responsibilities of the freight contract parties. However, it does not contain a general prohibition for professional truck drivers to carry out corresponding work. I also do not consider such a blanket ban on loading and unloading to be effective. In wood transport, for example, working with a loading crane naturally belongs to the driver\u0026rsquo;s tasks. The same applies to many tank and silo transports as well as other areas where independent loading and unloading is part of the transport performance. However, it looks different when drivers are supposed to take over additional warehouse work after the actual unloading. Especially in central warehouses of large retail companies and discounters, drivers must sometimes not only bring the goods from the vehicle onto the ramp but also remove transport films, repack pallets, sort goods, or prepare load carriers for further processing in the warehouse. In doing so, they take on tasks that actually belong to the internal warehouse logistics of the recipient of goods. Here I propose a legal clarification. Discharging transported goods up to the agreed handover point (immediately behind the unloading ramp) may be part of the transport service. However, additional work beyond this handover point should generally not be required of professional drivers. In this context, necessary exceptions for certain types of transport and expressly agreed transport-related activities must be taken into account. I am not trying to prevent sensible business processes; rather, I aim for a clear delineation of responsibilities. If a driver has delivered the goods properly at the agreed location, they should not subsequently be used as a substitute for missing warehouse staff. An appropriate regulation could prevent additional warehouse tasks from being increasingly shifted onto drivers through general contract terms or operational directives from the consignees. I therefore request your ministry to examine whether such a legal delineation is possible and what changes in transport or labour law would be required for this purpose. In this connection, the responsibility of clients should also be given greater consideration. Article 10(4) of Regulation (EC) No 561/2006 includes shippers, freight forwarders, principal contractors, and subcontractors in the responsibility to ensure that agreed transport schedules are compatible with European social regulations. In my view, it would be sensible to improve the enforcement of this existing responsibility, rather than leaving the consequences of poorly organised transport operations primarily with the executing companies and their drivers. Less bureaucracy should benefit not only businesses The announced simplification of access to the profession is fundamentally sensible. I have already addressed this topic in my article \u0026ldquo;Access to the profession as a professional driver: New facilitations\u0026rdquo; . If unnecessary duplicate checks and overlapping training content can be avoided, that should be welcomed. Professional qualification and road safety must, of course, remain guaranteed. However, reducing bureaucracy should not end with training. Even experienced professional drivers must regularly incur significant financial and organisational expenses to continue exercising their already learned profession. Currently, we require three different documents: the driving licence, the driver card for the digital tachograph, and the driver qualification certificate. These documents have different validity periods, applic","date":"2026-10-14","permalink":"/en/post/bkf/bundesverkehrministeriumpoffenerbrief/","section":"post","title":"Open Letter to the Federal Ministry of Transport: Combating the Driver Shortage Means Improving Working Conditions"},{"content":"Anyone delivering goods as a professional driver knows: between opening the drop-down doors and the final acceptance of the goods, numerous additional work steps may lie in between. In my article § 412 HGB – Why a single paragraph does not explain the entire legal situation , I have already explained why this provision cannot be used to derive a general prohibition on loading and unloading for drivers. However, it also does not answer every question regarding the tasks demanded of us at the ramp. This article picks up exactly there. What happens if the driver is not just supposed to unload the pallets but also remove shrink wrap, prepare the goods for a high-bay warehouse, or must repack an entire delivery onto other pallets? What concerns me is how far the driver\u0026rsquo;s task extends when the recipient transfers their warehousing processes onto them – and which legal limits apply independently of contractual agreements. From the Driver\u0026rsquo;s Seat to the Transfer Device During deliveries to Kaufland logistics centers in Dortmund and Edeka in Hamm, I experienced the following procedure: As a driver, I was handed a small utility knife. I had to leave my truck keys as collateral to receive the key for the electric tow tractor. This device was a towed industrial truck. I walked alongside it and steered it via the drawbar. Subsequently, I unloaded the pallets myself from the vehicle. If they were shrink-wrapped, I had to remove the wrap sufficiently so that the pallet was free for further storage. Then I pushed the pallet into the transfer device for the high-bay warehouse. The warehouse employee merely scanned the label during this work step. If the automated storage system rejected the pallet, for example due to a slightly shifted pallet block, I was asked to repack the entire goods onto another pallet. If I refused, I should have taken the rejected goods back with me. I am describing my own experiences here. No conclusion can be drawn from this about how all deliveries at these locations are organized today. However, the procedure raises questions that go far beyond these two examples. The requirements of a high-bay warehouse are not yet an instruction for work It is understandable that an automated warehouse makes certain demands on pallets. A damaged pallet can impair safe transport or storage. However, three questions must be separated: Is the pallet actually damaged? Does it merely fail to meet a special requirement of the system? And who must carry out the necessary rework? The computer\u0026rsquo;s message does not yet provide an answer to the last question. § 412 HGB also provides no general prohibition on loading and unloading for drivers. The provision generally assigns the loading and unloading obligation to the consignor but takes into account deviating circumstances and trade customs. The carrier is responsible for safe loading. The provision does not contain a general statutory duty for the driver to repack rejected goods for the high-bay warehouse. Whether such performance is owed must be clarified separately. § 412 HGB Who can assign which tasks to the driver? In an employment relationship, the right to give instructions generally belongs to the employer. They may concretize the activity within the applicable limits according to equitable discretion. Statutory provisions, collective agreements, works agreements, and the employment contract limit this right. § 106 GewO For an employed driver, this means: The customer\u0026rsquo;s warehouse employee does not automatically become their legal superior upon delivery. This does not exclude coordinated procedures, validly transferred powers, or safety instructions on the business premises. However, a corporate safety rule and the demand to repack an entire delivery are different things. Therefore, an unexpected additional work order must be clarified with one\u0026rsquo;s own employer or the responsible dispatch department. The statement \u0026ldquo;All drivers do this here\u0026rdquo; answers neither the question of authority nor that of safe execution. A key does not replace instruction The electric tow tractor is a tool of work. Whoever is to use it must possess the required knowledge and be instructed on its safe use. § 12 of the Occupational Health and Safety Act requires task-related instruction before use. It must also consider hazards of the work environment, protective measures, and behavior in case of malfunctions. The information must be conveyed in a form and language understandable to employees. Further instructions are regularly required, at least annually; their execution must be documented. In cases of special hazards, only appropriately assigned employees may be deployed. § 12 BetrSichV It depends on the design. A pure towed device is assessed differently from an industrial truck with a driver\u0026rsquo;s cab or driver\u0026rsquo;s seat. Requirements for qualification and written assignment apply to the latter. The occupational safety association also explains requirements for qualification and verifiable assignment for motorized towed industrial trucks. The blanket statement \u0026ldquo;Every E-tow tractor requires the same forklift license\u0026rdquo; would therefore be just as inaccurate as \u0026ldquo;Anyone can drive it immediately.\u0026rdquo; BGHM: Industrial Trucks Handing over a device key does not, in itself, prove that these prerequisites have been met. Lack of instruction is no reason for insults The problem became particularly clear to me with a foreign driver. To my knowledge, he had never worked with an electric forklift before. He did not know how to operate the device. At least, he was able to convey this to me in a mix of broken German and English. I informed the warehouse staff about this situation, but all I heard afterwards was \u0026ldquo;Wow, he\u0026rsquo;s so stupid.\u0026rdquo; The warehouse employees reacted with anger and insults. Instead of explaining how to operate it, they portrayed him as stupid. When I objected that it was their duty to provide instruction, this was dismissed in essence with the remark: If someone cannot handle an electric forklift, they should question whether they are suitable for the profession at all. Here, two different skills are being conflated. Safely driving a truck and safely operating a specific material handling device are separate tasks. A driver\u0026rsquo;s license does not provide proof that someone is familiar with every warehouse device provided. My objection at the time also needs to be legally clarified: Responsibility for qualification, instruction, and assignment lies with the involved employers and must be organized between them. It does not automatically follow that every warehouse employee present must personally conduct a complete qualification. However, the receiving company has its own obligations. Depending on the activity, it must ensure that employees from outside the company have received appropriate instructions regarding hazards in its operation. § 8 ArbSchG (Occupational Health and Safety Act) If someone clearly does not know how to operate a powered device, the safe use must first be clarified. Pressuring them creates no competence. For me, this situation shows where the discussion often goes astray. It is expected that the driver takes on additional tasks. If he asks or lacks the knowledge for them, his professional suitability is questioned. However, it should first be checked whether the prerequisites for this additional task have actually been created. Occupational health and safety does not end at the customer\u0026rsquo;s gate When employees of different employers work at the same workplace, the employers must cooperate in occupational health and safety. They must exchange relevant hazard information and coordinate protective measures. This is particularly relevant for a driver who operates a provided material handling device between ramps, warehouse traffic, and an automated transfer station. § 8 ArbSchG (Occupational Health and Safety Act) The own employer re","date":"2026-10-13","permalink":"/en/post/bkf/beundentladung2/","section":"post","title":"Unloading is one thing – warehouse work is another"},{"content":"Hellmann acquires a consolidated cargo business, DHL invests hundreds of millions of euros in Eastern Europe, Rhenus develops new trade routes between Asia and Europe, and Spain digitizes its transport documents. At the same time, logistics corporations are investing in electric trucks. What initially appears to be a series of independent corporate announcements reveals, upon closer inspection, how European freight transport is changing. But what are the consequences for forwarding agents, transport operators, and above all, professional drivers? Anyone observing European freight transport currently encounters a number of press releases that seem unrelated at first glance. In Germany, a major logistics company acquires another location; investment programs are announced in Eastern Europe; a container terminal is to be established on the Caspian Sea; and in Spain, transport documents are being digitized. In addition, new ferry connections and investments in electric trucks are emerging. Companies speak of more efficient transport networks, more resilient supply chains, and better connectivity of international trade flows. These are initially economic decisions made by individual companies. Taken together, however, they reveal where parts of European logistics are heading: freight orders are being organized within larger networks, international routes are being expanded, and information is increasingly processed electronically. The technology used to transport goods is also changing. For professional drivers, however, another question is likely at least as interesting. What actually comes out of these changes into the driver\u0026rsquo;s cab? Hellmann and Honold: Why consolidated cargo business is changing On October 7, 2026, Hellmann Worldwide Logistics and the Honold Logistics and Real Estate Group announced that Hellmann will acquire the shares in Honold International GmbH \u0026amp; Co. KG effective January 1, 2027. The affected consolidated cargo business at the Neu-Ulm site is to become part of Hellmann\u0026rsquo;s nationwide road transport network. Both companies are family-run and already connected within the piece-goods network NG.network. For Hellmann, the acquisition strengthens its presence in southern Germany. Honold, on the other hand, intends to focus more on other business areas, including contract logistics, logistics real estate, defense logistics, and Night Star Express. Remarkable is the reasoning behind this decision. Honold sees no sufficient economic basis for the independent long-term development and expansion of the affected consolidated cargo business. With the sale, existing activities are being integrated into a larger transport network. Such an acquisition is initially neither unusual nor necessarily problematic. Larger networks can better consolidate shipment volumes, utilize existing transshipment facilities, and reduce empty runs. This is particularly relevant in piece-goods transport, where many small shipments must be transported daily between various locations; the size of a network plays a significant role here. At the same time, this development raises questions. What economic opportunities remain for medium-sized forwarding agents who wish to maintain their own networks? And what position do smaller transport operators take that actually perform the transports for such networks? Because there can be multiple contractual relationships between a logistics corporation organizing a transport and the driver finally delivering the goods, an expanding transport network does not automatically mean that the performing carrier becomes economically stronger. Whether and to what extent changes result for subcontractors or drivers from the specific acquisition in Neu-Ulm cannot be derived from the press release. DHL bets on Eastern Europe – and thereby changes the logistics map Just one day after the Hellmann announcement, DHL announced on October 8, 2026, a comprehensive investment program for Central and Eastern Europe. The group plans to invest more than 400 million euros there by 2030. Poland, the Czech Republic, Hungary, and Romania hold particular importance for DHL. Planned measures include additional warehousing and transport capacities, the expansion of international connections, and investments in digital systems for managing supply chains. This is not simply about expanding some warehouses. DHL is also responding to changes in European industry. Companies are reviewing their existing production sites, procurement routes, and sales markets. Spatial proximity between production and European customers is gaining importance in certain areas. Poland occupies a special position in this development. DHL points out that Polish trade grew significantly faster between 2016 and 2025 than global and entire European trade. The group also expects above-average growth for the coming years. This is certainly of interest to German forwarding agents. New production and logistics sites in Eastern Europe can create additional transport orders. At the same time, the geographical distribution of trade flows is changing. Shipments that were previously processed via certain German transshipment points may take different routes in the future. Whether and where this happens depends on the specific supply chains. Crucially, it also matters who performs these transports. The European single market allows transport companies from various member states to offer cross-border carriage. In competition, besides the operational capability of the enterprises, different cost structures also play a role. For precisely this reason, it would be too simplistic to portray DHL\u0026rsquo;s investments either as a threat to German freight forwarders or as an unrestricted windfall for European freight transport. Investments initially create infrastructure and additional opportunities. How the resulting orders are distributed among companies and employees is a separate question. Rhenus develops new trade routes between Europe and Asia While DHL expands its European networks, Rhenus looks even further east. On September 30, 2026, the company reported on the further development of a planned trimodal container terminal in Aktau on the Caspian Sea. In addition to Rhenus, the port of Aktau and the Kazakh railway company Kazakhstan Temir Zholy are involved in the project. The project is part of the Trans-Caspian International Transport Corridor. This connects trade routes between Asia and Europe via Central Asia, the Caspian Sea, and the South Caucasus. It offers an additional connection that can bypass Russian territory. The political and economic significance is clear. International companies have been trying for years to reduce their dependence on individual transport routes. This concerns both geopolitical risks as well as delivery times, capacities, and the reliability of existing connections. A trimodal terminal is intended to connect different modes of transport and facilitate container transshipment. This can contribute to improving international supply chains. However, the project is still in development; therefore, it cannot yet be described as a fully functional new logistics hub. Such projects are nevertheless relevant for European road freight transport. Containers arriving in Europe via new sea and rail connections must ultimately be transported to their recipients. In this process, the truck often remains an important component of the transport chain. The question is therefore not whether rail and shipping will fundamentally displace trucks. More interesting is how the modes of transport will be connected in the future and what tasks road freight transport will assume within these connections. DFDS expands connections to North Africa That international transport routes are changing is also shown by the Danish shipping company DFDS. On October 8, 2026, the company announced an expansion of its capacities on the connection between Algeciras in Spain and Tanger Med in Moro","date":"2026-10-13","permalink":"/en/post/bkf/transportnews/","section":"post","title":"Europe's Logistics in Transition: Larger Networks, New Trade Routes, and the End of Paper Freight"},{"content":"How many vacation days do I actually have as a professional truck driver? 20, 24, 30 or even more vacation days? How much recovery leave a professional truck driver actually has depends not only on their profession. The key factors are the regular working days, the employment contract, and possible collective agreement regulations. In addition, there are statutory leave entitlements, which must not be confused with annual leave. Recently, I came across an article online about the vacation entitlements of professional truck drivers. Among other things, it mentioned additional vacation days that are said to result from various statutory and collective agreement regulations. This piqued my interest. After all, as a driver, I would certainly have no objection to having a bit more recovery leave. But which of these entitlements actually exist? What does the Federal Leave Act regulate, what additional vacation days can arise from collective agreements, and what other possibilities for leave entitlements does labor law provide? I therefore looked more closely at the relevant legal provisions and some decisions of the Federal Labor Court. My main aim was to place the different regulations in context and to find out under what conditions professional truck drivers can claim additional vacation days. In long-distance transport, this is an important topic. Those who are on the road for several days in a row, have irregular working hours, and also drive at night know how difficult it can sometimes be to balance work and family life. Therefore, it is worth looking not only at the statutory minimum leave but also at the history of collective agreements in freight transport. Because additional vacation days for long-distance drivers were actually agreed upon in collective agreements in the past. However, one must distinguish between statutory recovery leave, collective agreement additional entitlements, special leave entitlements, and the prescribed rest periods. They have different legal bases and do not always serve the same purpose. How much vacation is legally entitled to a professional truck driver? The basis is the Federal Leave Act (BUrlG) . According to § 3, the statutory minimum annual leave is 24 working days per year. The law assumes a six-day week, in which Saturday is also counted as a working day. In the case of a regular five-day week, this corresponds to 20 working days. In both cases, the employee receives four weeks of paid recovery leave. Those who work regularly on four days a week have at least 16 vacation days accordingly. The number of vacation days therefore depends on the distribution of working days, not simply on the number of working hours. In the case of irregular working time models, the calculation can become more complex. Then it depends on how many days in the relevant period a working obligation exists. The full statutory leave entitlement is first acquired after six months of employment under § 4 BUrlG. However, this does not mean that before that time, no vacation can be claimed at all. For certain cases, § 5 BUrlG provides for a partial leave entitlement. Many employees receive more than the legally prescribed four weeks. For example, 30 working days in a five-day week correspond to six weeks of annual leave. Such an entitlement can arise from a collective agreement or an employment contract agreement. However, there is no nationwide statutory entitlement for professional truck drivers to have 30 vacation days. The key remains which provisions apply to the respective employment relationship. The BMT-F: Long-distance drivers used to actually get additional vacation days A look into the history of freight transport shows that special vacation regulations for long-distance drivers are by no means new. In the Federal General Collective Agreement for Freight and Furniture Long-distance Transport (BMT-F) from July 14, 1988, additional vacation days were provided. According to § 16 Abs. 6, entitled employees received two additional vacation days after six months of continuous employment. After five years, three more days were added. Thus, under appropriate collective agreement conditions, a total of five additional vacation days could be granted. This regulation is documented by a decision of the Federal Labor Court from August 26, 1997 (1 ABR 16/97). The court mainly dealt with compensation for night work, but also reiterated the relevant provisions of the BMT-F. The duration of the regular annual leave was determined by the respective local collective agreements. In certain collective agreement situations, a total of 35 vacation days were possible. That is quite interesting, because it shows that the special burdens of long-distance drivers were already the subject of collective agreement arrangements decades ago. However, the BMT-F from 1988 has already been terminated since the end of 1992. The drivers apparently do not want a new one. A terminated collective agreement does not necessarily lose its effect immediately. According to § 4 Abs. 5 Collective Agreement Act, its legal norms can continue to have effect under certain conditions until they are replaced by another agreement. Even employment contract references to collective agreement regulations can play a role. However, this does not allow for a general claim for all currently employed professional truck drivers. Whether a previous regulation still has significance must be assessed based on the specific employment relationship. The BMT-F shows above all that additional recovery leave for long-distance drivers is certainly possible through a collective agreement. Whether such claims still exist today is a different question. Additional Leave for Shift Work: It\u0026rsquo;s Not Just About the Time of Day One of the biggest challenges in the transport sector is the changing working hours. Someone who starts early in the morning today, is on the road until late at night the next day, and has to drive at night in between experiences significant shifts in their sleep and recovery rhythm. The health effects of such working time models are an important aspect of occupational safety. However, it must be distinguished between colloquial changing working hours and legally defined shift or rotating shift work. In various collective agreements, there are additional leave regulations for employees who regularly perform shift or rotating shift work. A well-known example is § 27 of the collective agreement for the public service (TVöD). There, additional vacation days are provided for certain forms of shift work, provided the collective agreement conditions are met. However, these regulations do not automatically apply to employees of private transport companies. A professional truck driver therefore does not automatically gain an additional vacation entitlement just because their trips start at different times of the day. This does not mean that additional leave for drivers is excluded. A relevant collective agreement or an appropriate employment contract regulation can certainly establish such a claim. The jurisprudence of the Federal Labour Court regarding the calculation of vacation for shift work is also to be considered. In the judgment of 21 July 2015 (9 AZR 145/14), the court dealt with a master in the switchgear service who worked in a fixed rotating shift model. The collective agreement for the supply companies applied to his employment relationship. This provided for 30 vacation days in a five-day week and required a corresponding conversion if the distribution of working hours was different. Since the employee\u0026rsquo;s night shifts spanned two calendar days, the court had to clarify how many working days should be considered in this calculation. In the specific case, this resulted in a claim for 33 instead of 30 vacation days. At first glance, this sounds like three additional days of rest. In reality, it was about the fact that the employee needed more vacation days due to his shift","date":"2026-10-11","permalink":"/en/post/bkf/urlaubaberrichtig/","section":"post","title":"How many vacation days do I actually have as a professional truck driver?"},{"content":"Austrian haulier Gartner has ordered 40 fully electric tractor units. Half will come from MAN, and the other half from Chinese manufacturer SuperPanther. Deliveries are scheduled to begin in early 2027. This order not only shows that electric trucks are increasingly gaining ground in the transport sector, but also indicates a shift in competition among commercial vehicle manufacturers. Gartner KG, based in Lambach, Austria, is one of Europe\u0026rsquo;s larger transport companies with around 2,700 tractor units and over 4,000 trailers. Anyone researching the company will quickly encounter one manufacturer: MAN. Over 80 percent of Gartner\u0026rsquo;s fleet consists of vehicles from the Munich commercial vehicle manufacturer. In May 2025, both companies agreed on a framework contract for the delivery of up to 1,200 additional diesel tractor units by the end of 2028. Given this context, Gartner\u0026rsquo;s order of 20 electric MAN eTGX vehicles is hardly surprising. What is remarkable, however, is the other half of the order. In addition to the German vehicles, 20 SuperPanther eTopas 600 units are set to join the fleet. SuperPanther is a Chinese manufacturer that has so far been little known in Europe and only began serial production of its electric tractor unit in Austria this summer. Chinese Technology, Final Assembly in Austria SuperPanther is still a young company specializing in electric heavy-duty commercial vehicles. With the eTopas 600, the manufacturer aims to establish itself in the European market. In doing so, SuperPanther follows a slightly different approach than simply importing vehicles from China. Since July 2026, the tractor units will be finished in Austria at the Austrian company Steyr Automotive. The vehicles are produced there using the so-called Semi-Knocked-Down (SKD) process. This means that major subassemblies are delivered pre-assembled and then assembled in Austria. Components originating from China include, among others, the electric powertrain and parts of the power electronics. Other components are supplied by European suppliers such as ZF, Schaeffler, and Continental. Therefore, it cannot be said to be a fully European development or production. However, it is also not a completely finished Chinese truck imported ready-made. The first customer vehicles are already on the road. At the end of July, vehicles were handed over to DHL and other European companies, among others. With Gartner\u0026rsquo;s order, another major logistics provider is now joining. Based on previously published information, this represents the largest known single order for SuperPanther in Europe. What\u0026rsquo;s Inside the SuperPanther eTopas 600? Technically, the eTopas 600 is quite interesting. The electric 4x2 tractor unit features a lithium iron phosphate battery from Chinese manufacturer CATL with a capacity of 621 kWh. The two electric motors deliver a combined continuous output of 394 kW, which corresponds to approximately 535 horsepower. The peak power available for short periods is even 692 kW or around 941 horsepower. Regarding range, SuperPanther claims up to 560 kilometers on a single battery charge. The manufacturer cites an average energy consumption of about 1.1 kWh per kilometer for this. According to Steyr Automotive, previous test drives under various operating conditions achieved an average of about 0.95 kWh per kilometer. Such figures are naturally initially manufacturer specifications or results from documented test drives. How the vehicles perform later in regular haulage operations will have to be seen. Anyone who regularly travels with a fully loaded tractor unit knows, after all, how topography, outside temperatures, speed, and actual train weight can influence energy consumption. However, what I find particularly interesting is the charging technology. The SuperPanther features two CCS2 charging ports, one on each side of the vehicle. Both ports can be used simultaneously, enabling charging powers of up to 660 kW. Under appropriate conditions, the battery should be able to charge from 20 to 80 percent in around 38 minutes. This sounds quite good at first glance. However, the charging infrastructure must also actually be able to provide this performance. Two charging ports on the vehicle alone are not enough for that. I am not entirely unfamiliar with SuperPanther. At IAA Transportation in September 2026, I had the opportunity to drive the eTopas 600 myself. The test train was not empty, but also not completely full, weighing in at around 35 tons on the scales. And I must say, especially the acceleration impressed me quite a bit. My arms get tired pretty quickly when stepping on the right pedal. 😄 The chassis felt somewhat different to me. It was too soft for my personal taste and sometimes even a bit spongy, even though it is fully air-suspended. Otherwise, the truck made a quite decent impression on me. Of course, a short test drive at IAA cannot be compared with several weeks in regular long-haul traffic. But I was at least able to get a first impression of the vehicle. My detailed experiences, further images, and technical data can be found in my article IAA Transportation 2026: Asia on the March . And What Can the MAN eTGX Do? The MAN eTGX is no longer just a development project. The electric tractor units are already in operation with various transport companies. Gartner also uses electric MAN vehicles on individual routes in Germany. Depending on the configuration, MAN offers different battery sizes. For the previous 4x2 tractor unit with six battery packs, the manufacturer states a usable battery capacity of up to 480 kWh and a range of up to 570 kilometers under favorable operating conditions. Newer variants are equipped with larger batteries. For the current generation with six battery packs, MAN cites a battery capacity of up to 552 kWh and a range of up to 660 kilometers. For charging, MAN also relies on high power levels. Via the Megawatt Charging System (MCS), charging powers of up to 750 kW are planned for the eTGX. However, it is not yet known which specific vehicle and battery configuration Gartner has ordered. Therefore, a direct technical comparison would only be partially meaningful at this point. More interesting will undoubtedly be how both manufacturers perform in daily operations later on. Range on paper is not decisive In my view, the discussion about electric trucks still focuses far too often solely on range. The question of whether a tractor unit can cover 500 or 600 kilometers on a single battery charge is by no means the only criterion. A transport company must know whether the vehicle can be used economically on its routes. This includes actual energy costs, available payload capacity, charging times, and of course the question of how reliably a vehicle functions over several years. Especially with a new manufacturer like SuperPanther, workshop support will also play a role. A truck that is out of service for several days due to a technical problem ultimately costs money. It does not matter whether it runs on electricity or diesel. From the driver\u0026rsquo;s perspective, there are many other questions to consider. How is the cab designed? How well does the heating function in winter? What impact does a longer standstill with climate control switched on have on range? How reliably does charge planning work? And how easily can a necessary charging break be combined with prescribed driving and rest times? Especially in long-haul transport, everyday usability is not decided solely based on a technical data sheet. Therefore, I would find a comparison between the two vehicle types in regular Gartner operations much more interesting than any test drive under optimal conditions. It won\u0026rsquo;t work without charging infrastructure Gartner does not limit its investment to the vehicles alone. At its headquarters in Lambach, twelve DC fast-charging stations for electric tractor units are being built simultaneously. The total inv","date":"2026-10-10","permalink":"/en/post/bkf/autonomfahren/","section":"post","title":"20 MAN, 20 SuperPanther: Why Gartner's order of 40 electric trucks is remarkable"},{"content":"What to do when a tour after planning seems unlikely to fit within the legal time limits? The answer must not be to drive faster, to skip breaks, or to manipulate the speedometer. Then the planning must be reviewed. In an earlier article from 2017, I drew premature conclusions about a specific company based on observations on the Autobahn and from the services offered by a workshop. These were not reliable. A single traffic situation does not prove manipulation—and a workshop that checks or calibrates speedometers in accordance with § 57b StVZO is, taken alone, no ground for suspicion. Such inspections are provided for by law and can only be carried out by authorized persons. The fundamental question remains important: What can drivers do when a schedule seems to require only one rule violation? First, calculate, then continue driving For vehicles and journeys within the scope of Regulation (EC) No 561/2006, fixed limits apply. The maximum driving time per day is generally nine hours. This may be extended to ten hours twice a week. A maximum of 56 hours per week is allowed, and within two consecutive weeks, a maximum of 90 hours in total. After no more than four and a half hours of driving time, a break of at least forty-five minutes is required. These rules are not target values that must be \u0026ldquo;pushed\u0026rdquo; during a tight tour. In addition to traffic jams, waiting times, roadworks, weather conditions, parking searches, and actual work processes can alter the planned time requirement. A scheduled stop in the navigation device does not override the legal limits. Responsibility lies not only with the driver The driver must observe the applicable driving and rest time rules and record their activities correctly. At the same time, Article 10 of Regulation also obliges the transport operator: it must organize work so that drivers can comply with the regulations, instruct them properly, and regularly verify compliance. Compensation models must not lead to a situation where safety is endangered or violations are encouraged. The Driver\u0026rsquo;s Law prohibits certain payments based on distance or cargo volume if they could impair traffic safety. Thus, not every performance-based payment is automatically prohibited; what matters is the design and effect. A tight time requirement does not make a rule violation unavoidable or permissible. It is an occasion to reorganize the tour and report the actual situation. Manipulation is not a solution Falsifying, concealing, or deleting speedometer data is prohibited. Likewise, manipulating the speedometer, the driver\u0026rsquo;s card, or charts in such a way that records can be falsified, suppressed, or destroyed is prohibited. Companies must train drivers on correct use of the device, monitor its usage, and cannot set up direct or indirect incentives for misused use. A legal inspection or calibration in accordance with § 57b StVZO is clearly distinguished from this. It involves checking installation, condition, measurement accuracy, and working method of the device. This is routine vehicle engineering and not evidence that a business manipulates tachographs. Accusations of manipulation should therefore not be derived from speculation, nationality, vehicle make, or a supposedly high speed. If there are concrete indications, these should be reported to a competent authority—not in public accusations against a specific company without reliable evidence. What drivers can do concretely under time pressure Check remaining driving time. This includes hours already driven during the day and week, as well as driving time from the previous week. Report deviations early. If it becomes clear that a delivery date cannot be met with the regulations, the disposition should be informed promptly. Request a new plan. This may include a later time window, another unloading point, a driver change, or a safe break. Record instructions and actual processes. Messages, waiting times, and changes to the tour can later help reconstruct the situation. Use the speedometer correctly. Activities must not be recorded incorrectly or retroactively changed in a way that conceals violations. Stop safely before crossing a limit. Further driving should only continue after a legally sound and safe plan has been made. If there is no other option and the disposition shows no insight: say NO and insist. No driver is obligated to violate legal driving and rest time rules just so a tour can be carried out as planned. Refusing to carry out a legally unlawful instruction is not considered negligent. A termination solely for this legitimate refusal would, in principle, be legally attackable. What is important is to document the situation and inform the disposition promptly why the tour cannot be carried out as planned. A factual message to the disposition could, for example, read: \u0026ldquo;With the remaining driving time and current delays, I can no longer reach the delivery point conformly with the regulations. I will park at a suitable safe location. Please reorganize the tour.\u0026rdquo; It is important to accurately report actual times and circumstances. If pressure recurs or a specific instruction to violate rules is given, trade unions, labor unions, or an employment legal advisory office can help in subsequent steps. In case of immediate danger on the road, safety takes precedence. A tight tour is not proof A late truck or a tight schedule alone are not enough to prove a violation of the law or manipulation. On the other hand, no one should simply make up for an obviously unachievable plan at the expense of their own safety and that of other road users. To drive professionally means also to call out limits in time, record them correctly, and demand a safe solution. If the tour were only possible through rule violations, the planning would have to be changed. Legal status: 8 October 2026. Which specific regulations apply depends, among other things, on the vehicle and the particular journey. This article provides general orientation and does not replace individual legal advice. Still Relevant Today Even today there are freight forwarders whose dispatch apparently did not understand that it cannot work in the long run if tours are constantly \u0026ldquo;struck with the hot needle.\u0026rdquo; This may have worked for weeks, months, or perhaps even years. But eventually comes the point where the calculation no longer adds up. And even if something goes wrong, the tour planning is not necessarily questioned. Instead, things continue as before. The responsibility then quickly falls on the driver, even if he had hardly any chance to avoid the situation. How problematic such situations can be is shown by an example from a freight forwarder in this region. Several drivers of this company have independently reported that tour planning in long-distance transport should generally proceed in such a way that regular planning is made up to the time limits. It is not about individual tours where the dispatch may have been mistaken at some point, but rather about an apparently systematic approach. According to the reports of these drivers, it comes about that after a shift of up to 15 hours they can only finally begin to search for a suitable truck parking spot for their daily rest period. And precisely this is the decisive point. If the entire tour planning is designed to make full use of available times without sufficient reserves for traffic jams, waiting periods or searching for parking spots, then it is no longer about occasional planning problems. Then the question arises whether compliance with legal driving and rest times in such a type of tour planning is actually realistic. One must imagine this once more. Someone has already had a long working day behind him, is therefore exhausted and has to watch where his truck can be parked at all. That such things do not contribute to traffic safety should be clear to everyone. What makes me especially thoughtful is another circumstance: ","date":"2026-10-10","permalink":"/en/post/bkf/touren-legal-schaffen/","section":"post","title":"If the tour can succeed solely through rule violations, the planning is flawed."},{"content":"The European Union has launched a new project aimed at addressing the driver shortage in European road freight transport. Under the \u0026ldquo;Skilled Driver Mobility for Europe II\u0026rdquo; (SDM4EU II) initiative, a total of 600 professional drivers from Egypt and Morocco will be trained. Subsequently, 200 of them are planned to be facilitated into the European labour market with support. Drivers from Egypt will be employed in Romania, while those from Morocco will work in Italy. The project has been running since June 2026 and is scheduled to conclude by the end of November 2028. In addition to vocational training, language courses, assistance with residency procedures, and integration into the labour market are planned. At first glance, this sounds like a quite reasonable measure. The European transport sector lacks qualified professional drivers, and if people from other countries are given the opportunity to work here under fair conditions, there is fundamentally nothing against it. However, this raises a question for me that has been far too rarely answered in the discussion about the driver shortage over the years: Why does one keep trying to recruit new people for this profession while hardly anything changes at the conditions under which they are supposed to work? Recruiting drivers is easier than eliminating the root causes Already back in June of this year, I dealt extensively with the causes of the driver shortage in my article \u0026ldquo;The driver shortage is not a youth problem – but a symptom of an industry under pressure\u0026rdquo; . There, among other things, we discussed the economic pressure on transport companies, working conditions for employees, lack of truck parking spaces, waiting times at ramps, and the increasing shift of additional tasks onto professional drivers. After around 30 years in this profession, I am convinced that we will not solve the driver shortage solely by putting more people behind the wheel. Of course, the industry needs new blood. There is an ageing workforce, and eventually experienced drivers will retire. This is neither surprising nor a problem affecting exclusively road freight transport. What concerns me, however, is the question of why people leave the profession long before reaching retirement age or why many experienced drivers advise their own children against becoming professional drivers as well. Anyone who only thinks about where the next drivers should come from is merely dealing with part of the problem. When the professional driver suddenly becomes a warehouse worker One point that is particularly important to me in this discussion concerns the additional tasks that professional drivers are increasingly expected and required to take on. This does not explicitly mean that drivers should fundamentally not load or unload their vehicles themselves. Depending on the transport order, this has been part of the daily routine for decades and is entirely understandable. The problem arises where the actual transport performance has long been completed, yet the driver is suddenly expected to take on tasks belonging to internal warehouse logistics. There, plastic films are removed from pallets, goods are repacked because the original pallet does not fit into the high-bay warehouse, or deliveries are sorted afterwards. Sometimes it is even demanded that drivers store goods themselves in high-bay racks or take on picking tasks, as for example at Kaufland. And this, although we are neither responsible for the original packaging nor for the organisation of the warehouse. I have experienced such situations myself during my professional life. These are not always individual misunderstandings at a ramp. In some places, fixed routines have developed over years from these situations. The driver then faces the decision to take on the additional work or risk a discussion that might cost him hours. Because while work continues in the warehouse, the next transport order is waiting outside. What impact such work has on working time, what qualifications might be required, and who bears responsibility in case of an accident are questions that are by no means trivial. And now I ask myself: What should change if in the future a professional driver from Egypt or Morocco stands at this ramp? Will he be less pressured? Will he be able to defend himself more easily against additional demands? Or is there not rather the danger that someone who may not yet sufficiently master the language and depends on their job will simply accept such conditions initially? This is not an argument against foreign professional drivers. It is an argument for finally taking existing working conditions seriously. Because we European drivers face the same problems. Because this pressure is also exerted on us. Additional drivers do not create new parking spaces Another problem concerns infrastructure. For years, suitable truck parking spaces have been missing on European motorways. Drivers must comply with their legally prescribed driving and rest times but often find no suitable place to park their vehicle, especially in the evening hours. In addition come rest areas whose sanitary facilities do not meet requirements, lack of safety measures, and the fact that many drivers spend their rest periods over longer durations away from their families. The EU has indeed recognised these problems. There are funding programmes, European regulations for safe parking areas, and provisions for the protection of employees. However, there is a significant difference between political objectives and the actual situation on an overcrowded highway parking lot. The European Mobility Package has indeed brought important improvements. Yet regulations alone are insufficient if they are not adequately enforced or if the necessary infrastructure is lacking. Finally, an additional professional driver requires just as much space for parking, access to a toilet, and a suitable place for rest breaks as any other driver. Economic causes persist Furthermore, economic competition within the European transport sector plays a major role. Freight forwarders face considerable cost pressure. Clients expect low transport prices, short delivery times, and high flexibility. At the same time, operating costs are rising, while many companies struggle to secure economically viable freight rates. This pressure inevitably has consequences for employees. Of course, there are freight forwarders that pay their drivers fairly, value their work, and strive for good working conditions. It would be wrong to judge all companies by the same standard. Nevertheless, it must not be overlooked that economic pressure can be passed down along the transport chain until it finally reaches the people who actually transport the goods. As long as this does not change, there remains the risk that the sector will continue to need new drivers because others leave the profession. The crucial question is therefore not only how many people are attracted to work in road freight transport. Equally important is how many still wish to work voluntarily in this profession after five or ten years. That is why I contacted the European Commission directly On October 9, 2026, I therefore sent a detailed inquiry to Apostolos Tzitzikostas, the EU Commissioner for Sustainable Mobility and Tourism, and to Magnus Brunner, the EU Commissioner for Home Affairs and Migration. I also wrote to Magda Kopczyńska, Director-General of the Directorate-General for Mobility and Transport (DG MOVE). My inquiry does not aim to question the pilot project in principle or to deny professional opportunities to the drivers involved. Rather, I am interested in how the European Commission intends to reconcile the recruitment of additional professional drivers with the structural problems of the sector that have been known for years. Among other things, I asked what concrete measures are planned to retain already employed drivers in their profession in the long te","date":"2026-10-09","permalink":"/en/post/bkf/fahrerausdrittstaaten/","section":"post","title":"600 truck drivers from Africa: Why I ask the EU Commission uncomfortable questions"},{"content":"\u0026ldquo;Take a break\u0026rdquo; sounds simple, but in daily driving operations it can refer to different things: the mandatory break from driving time, a break according to working hours regulations, or waiting time during which the driver must remain available for the company. These periods are not freely interchangeable. Distinguishing between them allows drivers to plan their day better and recognize when a standstill is actually restorative—and when it needs to be classified differently. Three terms, three different questions When taking a break, the first question to ask is: Is it about driving time, working hours, or whether the driver can freely dispose of their time? Term What is it about? Basic rule Break from driving time How long can I drive before I must stop? After a maximum of 4.5 hours of driving, an interruption of at least 45 minutes is generally required. Rest break under working hours rules How long can I work without taking a working break? Additional break rules apply to recorded drivers regarding working hours. Standby time Must I remain available even if I am not currently driving? The classification depends, among other things, on whether the period and its expected duration are known in advance. The break after driving time According to Article 7 of EU Regulation 561/2006, a driver must generally take an uninterrupted break from driving of at least 45 minutes after 4.5 hours of driving, provided they do not take rest time. It can be divided into two sections: first at least 15 minutes, followed by at least 30 minutes. During such an interruption, the driver must neither drive nor perform other work. The time must be used exclusively for recovery. Therefore, the break cannot be filled with activities such as paperwork, vehicle checks, or monitoring a load. Exceptions exist for certain vehicle types and operations; however, the basic rule applies to journeys falling within the scope of the regulation. An important clarification: The regulation does not require that the driver must leave the truck for this purpose. What matters is that during the interruption, the driver does not drive or work and can recover. The break after working hours In addition to driving time, working hours regulations govern breaks. Article 5 of Directive 2002/15/EC stipulates for mobile workers in road transport: No one shall work for more than six consecutive hours without a break. For a total of six to nine hours of work, at least 30 minutes of break are provided; for more than nine hours, at least 45 minutes. Breaks can be divided into sections of at least 15 minutes each. Thus, the break from driving time and the break under working hours rules answer different questions. A single break can count for both regulations if it meets the respective requirements. In the case of a split break, special attention must be paid to the order: For the break from driving time, the sequence is at least 15 minutes, followed by at least 30 minutes. Which working hours rules apply in a specific case also depends on whether the activity and vehicle fall within their scope of application. For certain drivers in road transport, § 21a of the German Working Hours Act contains special regulations. Waiting is not automatically a break A waiting time at a loading site may feel like a break. Legally, however, it is not automatically a rest period simply because the vehicle is stationary or not being driven. EU rules distinguish, among other things, between working hours and standby time. If the driver must perform tasks or cannot freely dispose of their time, the period can be classified as working hours. Standby times are specific periods during which the driver does not have to work but remains available for resuming driving or other tasks. For this, the period and its expected duration must generally be known in advance. § 21a ArbZG explicitly states for drivers covered therein: Such standby times are not rest periods and not rest breaks. This means: A standstill does not automatically fulfill the requirements of a break. What actually occurred must be assessed based on the circumstances—such as tasks, availability, and prior information regarding duration. And what about payment? Whether a period is classified as working hours, a break, or standby time does not automatically answer every question regarding remuneration. For this purpose, the employment contract, collective agreement, works agreement, and specific procedures can also be important. Therefore, one cannot safely deduce from the word \u0026ldquo;break\u0026rdquo; on a document or in conversation alone whether a period must be paid. In a specific dispute case, drivers should secure records, duty rosters, and agreements and seek advice—for example, from the works council, trade union, or an employment law advisory office. This contribution does not replace individual legal advice. What drivers can pay attention to in daily life Keep driving time and working hours separate in mind. An interruption can be important for both regulatory frameworks, but the requirements are not identical. Do not perform work during the break. Once tasks arise during a planned break, it should be checked whether the time still counts as a break. Document waiting times clearly. Start time, end time, known duration in advance, and tasks actually performed can be decisive for classification. Ask if unsure. A general statement like \u0026ldquo;That\u0026rsquo;s always a break\u0026rdquo; or \u0026ldquo;There is no waiting time\u0026rdquo; rarely helps. The specific procedure counts. In short In daily driving, \u0026ldquo;break\u0026rdquo; does not always mean the same thing. A driving time break protects against excessively long driving phases. A working time break limits longer working phases. On-call duty describes specific times when the driver must remain available. Only when it is clear what type of period is involved and what actually happens during that time can it be assessed whether the break was taken and recorded correctly. Legal status: October 8, 2026. The rules may apply differently depending on the vehicle, trip, and activity. The applicable regulations and specific circumstances are decisive. Official Sources Regulation (EC) No 561/2006, in particular Articles 4 and 7 Directive 2002/15/EC, in particular Articles 3 and 5 Working Time Act, § 21a – Employment in Road Transport","date":"2026-10-09","permalink":"/en/post/bkf/pause-aber-richtig/","section":"post","title":"Take a break – but properly: what truly counts as a break in the truck driver's daily routine"},{"content":"A doctor certifies that a professional truck driver is fit to drive again. So one might assume he should get his license back – this thought seems natural. Even the report on Michael Rettenbeck and the subsequent discussion on Facebook prompt a closer examination of this question. Because there is a legally decisive step between a medical assessment and the decision regarding driving permission. The doctor evaluates the health prerequisites. The competent licensing authority decides on the issuance, extension, or reissuance of the driving license. In administrative proceedings, it is also responsible for revocation. An expert opinion can be decisive in this regard but does not replace the authority\u0026rsquo;s decision. Legally, the issue concerns the driving permission, i.e., the right to drive; the driver\u0026rsquo;s license is the document that proves this right. What the doctor clarifies and what the authority decides If there are doubts about physical or mental fitness to drive based on concrete facts, the licensing authority may request a medical expert opinion. § 11(2) of the Road Traffic Licensing Ordinance (FeV) describes its purpose: it serves to prepare the authority\u0026rsquo;s decision. According to paragraph 6, it specifies which questions must be clarified in each case. For an existing driving license, these rules apply accordingly under § 46(3) FeV. The expert therefore addresses a specific technical question: What impact does a particular illness have on the ability to safely operate certain motor vehicles? The examination must relate to its occasion and follow the given line of inquiry. This is required by Annex 4a to the FeV. Also, the findings and the conclusions drawn from them must be understandable and verifiable. The authority then evaluates the expert opinion together with all other facts relevant to the decision. This does not mean it has free choice as to whether it agrees with a medical assessment. It is bound by statutory prerequisites and must base its decision on a sound factual foundation. A coherent expert opinion cannot be replaced by the personal medical assessment of an administrative officer. If technical questions remain open or findings are contradictory, these must be clarified. This division of tasks is not a recent development. Already in the judgment of the Federal Administrative Court of 17 November 2016 (Case No. 3 C 20.15), the requirement for an expert opinion is treated as a means to resolve doubts about fitness. The separation between technical assessment and legal decision has long existed; changes to individual regulations or assessment criteria do not alter this. Why a positive expert opinion does not automatically restore the driver\u0026rsquo;s license A positive expert opinion can dispel doubts about medical fitness. However, it initially answers only the questions for which it was prepared. Whether all prerequisites for the requested driving license are met must be examined by the authority in the proceedings. A statement on medical fitness to drive does not automatically clarify other existing doubts about fitness that are independent of it. After revocation, the previous driving license does not become valid again solely through a new expert opinion. For reissuance, § 20 FeV stipulates that the provisions for initial issuance generally apply, with the special rules specified therein. If all statutory prerequisites are met, the driving license must be issued; this follows from § 2(2) of the Road Traffic Act (StVG). The authority\u0026rsquo;s jurisdiction thus leaves no room for arbitrary rejection. Conversely, a doctor does not revoke a driving license through a negative expert opinion. If lack of fitness is established, the licensing authority must revoke the driving license under § 46(1) FeV. In case of conditional fitness, paragraph 2 instead stipulates necessary restrictions or requirements. Therefore, an unfavorable medical finding does not in every case mean that every class of driving license is permanently lost. Additionally, criminal courts may revoke a driving license under the conditions of § 69 StGB. For professional truck drivers, the driving license class matters For professional truck drivers, this distinction often determines their livelihood. Anyone wishing to drive a truck again after an illness needs an assessment that refers to the relevant driving license classes. A general statement such as \u0026ldquo;you can drive again\u0026rdquo; leaves open for which vehicles and under what conditions this should apply. The fitness table in Annex 4 to the FeV distinguishes between classes for motorcycles, passenger cars, and other vehicles on one hand, and truck and bus classes on the other. For various illnesses, stricter requirements apply to the second group. Therefore, someone may be medically fit to drive a passenger car while the prerequisites for class C or CE are not yet met. What matters is the specific illness, the findings, and the affected driving license class. For discussions about individual cases, this means: From the news that a doctor considers someone fit to drive again, one cannot alone determine whether the authority\u0026rsquo;s rejection is lawful. For that, one would need to know the question addressed, the expert opinion, and the reasons for the decision. Similarly, it would be an oversimplification to say that the doctor took the driver\u0026rsquo;s license away from the affected person. The doctor assesses; the authority decides. Both bear responsibility: the assessor for a well-founded technical evaluation, the authority for its legally correct assessment and the decision on the driving license.","date":"2026-10-08","permalink":"/en/post/bkf/fuehrerscheinbehalten/","section":"post","title":"The doctor does not decide on the driving licence"},{"content":"Status: October 8, 2026 Professional drivers must regularly refresh their qualifications. Despite this, there is no simple answer to the question of who bears the further education costs following the pattern \u0026ldquo;always the driver\u0026rdquo; or \u0026ldquo;always the employer.\u0026rdquo; Furthermore, two questions must be distinguished: Who must bear the costs? And: Is an employer payment subject to income tax as wages? What is required According to § 5 BKrFQG, drivers must generally complete further education every five years after acquiring their basic qualification. This takes place at a recognized training institution. The scope amounts to 35 teaching units; each unit lasts 60 minutes, and the units can be completed in sections of at least seven teaching units. The BKrFQG regulates the obligation for further education and its procedure. However, § 5 does not contain a general rule stating that in every employment relationship, either the driver or always the employer must pay the bill. For this purpose, an employment contract, collective agreement, or a works agreement can be particularly important. What the Münster judgment actually says The Finance Court of Münster ruled on August 9, 2016 (Case No. 13 K 3218/13 L) regarding an employer in the special and heavy transport sector. He had paid for the required further education of his drivers. In this company, a collective agreement provision also applied: After more than three years of employment, the employer had to cover the costs. The tax office treated the costs as wages. The Finance Court revoked the liability notice: In the specific case, the employer\u0026rsquo;s business interest prevailed. The training imparted knowledge regarding safety and economical driving, which were important for the operation. The fact that drivers could also continue to use their qualification did not change the court\u0026rsquo;s assessment in its view. The judgment thus answers a tax question for a specific set of circumstances. It does not establish a general obligation for every employer to pay all further education costs. In the decided case, the collective agreement cost regulation played a decisive role. How cost coverage is classified tax-wise in 2026 According to current wage tax guidelines, professional further education does not constitute wages if it is conducted in the overwhelmingly business interest of the employer. Here, it depends on the circumstances of the individual case—for example, who initiated the measure, what purpose it serves, and which agreements apply. If this overwhelming business interest does not exist, the employer\u0026rsquo;s performance can generally be considered wages. It can nevertheless remain tax-free under § 3 No. 19 EStG if it serves to improve employability and does not have an overwhelming reward character. However, the tax classification does not replace a labor or collective agreement rule regarding who must bear the costs. Important is also the distinction: The judgment from Münster concerned regular further education under the BKrFQG, not automatically the initial acquisition of a C/CE driving license or the basic qualification. Other agreements and tax criteria can apply for this. What you should clarify before registration Is it about the regular 35-hour further education or an initial qualification? Is there a rule on cost coverage in the employment contract, collective agreement, or works agreement? Did the employer initiate or request the training? Who covers tuition, examination, or administrative fees as well as travel and accommodation costs? How are release from work and participation time treated? Is the payment treated as tax-free further education or calculated as wages? Have the cost coverage confirmed in writing before registration if possible. If the company cannot fully cover the costs, funding by the Federal Employment Agency may come into question under certain conditions. The funding conditions and a possible cost contribution by the company should be clarified before the course begins. Summary Further education is required; however, this does not automatically imply a general payment obligation for the employer. Whether the employer must pay depends on the agreements and the specific employment relationship. If he covers the costs, the tax classification is decided separately: With an overwhelming business interest, the payment is not wages; in other cases, it can be tax-free under the conditions of § 3 No. 19 EStG. This article provides general orientation and does not replace individual tax or labor law advice. Sources § 5 BKrFQG – Further Education § 4 BKrFQV – Scope of Further Education § 3 No. 19 EStG – Tax-free further education services Wage Tax Guidelines 2026, R 19.7 – Professional Further or Additional Education Finance Court Münster, Judgment of August 9, 2016 – 13 K 3218/13 L Federal Employment Agency – Funding for the Further Education of Employees","date":"2026-10-08","permalink":"/en/post/bkf/weiterbildung-bkf/","section":"post","title":"BKF Advanced Training: Who Covers the Costs – and Is It Tax-Free?"},{"content":"The minimum training allowance increases in 2027: What apprentices and companies need to know For apprentices starting a dual vocational training in 2027, the statutory minimum training allowance will increase. In the first training year, a minimum of 764 euros gross per month will have to be paid. In the second training year, it will be 902 euros, in the third 1,031 euros, and in the fourth training year 1,070 euros. The new amounts were announced on October 7, 2026, in the Federal Law Gazette . The basis is § 17 of the Vocational Training Act (BBiG) . The new minimum amounts apply to vocational trainings that start between January 1 and December 31, 2027. 764 euros in the first training year The statutory minimum training allowance for training beginning in 2027 is: Training year Minimum allowance 2027 1st training year 764 euros 2nd training year 902 euros 3rd training year 1,031 euros 4th training year 1,070 euros The amounts refer to monthly gross figures. The minimum training allowance is a statutory lower limit. It is intended to prevent training allowances from being set unreasonably low. In the first training year, the minimum amount increases by 40 euros compared to the 2026 rate of 724 euros. This corresponds to an increase of nearly 5.6 percent. The Federal Institute for Vocational Education and Training (BIBB) confirms the new rates and points out that the minimum allowance has been legally set since 2020. The start of the training is decisive The new amounts do not automatically apply to all apprentices who are still in training in 2027. What is decisive is when the training relationship began. For example, someone who started training in 2026 will not automatically receive the 764 euros for the first training year starting in January 2027. For this training relationship, the minimum allowance that was set for the year of training commencement still applies. This follows directly from § 17 paragraph 2 BBiG . There it is specified that the continued minimum allowance for the first training year applies to vocational trainings that start in the year of the respective continuation. Therefore, for a training start in 2027, the new lower limit of 764 euros applies. Why is the minimum allowance adjusted every year? The amount of the minimum training allowance is not freely set by the government every year. The Vocational Training Act contains a fixed calculation mechanism for this. The minimum allowance for the first training year is adjusted annually. The basis is the calculated average of the training allowances from the two preceding calendar years. The law also regulates how the calculated amount is rounded. The relevant federal ministry must publish the new amounts no later than November 1 of a calendar year for the following year in the Federal Law Gazette. For the subsequent training years, the BBiG provides fixed increases. The second training year is 18 percent higher than the first year\u0026rsquo;s amount, the third is 35 percent, and the fourth is 40 percent. Starting from the 764 euros for the first training year, the amounts for 2027 result in 902 euros in the second, 1,031 euros in the third, and 1,070 euros in the fourth training year. The statutory minimum allowance is not a general training wage The 764 euros are, however, not what an apprentice usually needs to earn. The statutory minimum training allowance is merely the lower limit. Many training companies pay significantly more. This is also shown by looking at the tariff-based training allowances. According to the latest calculations of the BIBB , apprentices in tariff-bound companies received on average over all training years in 2025 1,209 euros gross per month. The differences between training sectors are considerable. In the public sector, the average tariff-based training allowance in 2025 was 1,329 euros, in industry and commerce 1,266 euros, and in crafts 1,093 euros. The statutory minimum allowance is therefore mainly a safeguard from below. It does not indicate what a training in a particular trade usually pays. Tariff agreements can play a special role When considering the permissible training allowance, it is therefore not always sufficient to look only at the statutory minimum allowance. § 17 paragraph 3 BBiG provides an exception for tariff agreement regulations. A tariff-based allowance applicable to the training company can also be considered appropriate even if it is below the statutory minimum allowance. For non-tariff-bound companies, there are again different rules. If the training allowance is below a relevant tariff-based allowance, a reduction of more than 20 percent is generally no longer considered appropriate. Which amount must actually be paid therefore depends, among other things, on whether a tariff agreement applies and which tariff agreement applies to the training relationship. What applies in the case of part-time training? There is also a special regulation for a vocational training in part-time. The training allowance can be reduced in accordance with the shortened daily or weekly training time. However, the reduction must not be greater than the reduction in working hours. For example, if the training time is reduced by 20 percent, the allowance can generally also be reduced by 20 percent. A further reduction is not appropriate according to § 17 paragraph 5 BBiG . The salary must also increase with the training The Vocational Training Act not only sets a minimum level. The salary must increase with advancing vocational training, at least once a year. Therefore, there are higher minimum amounts for the second, third, and fourth training years respectively. Anyone starting a three-year vocational training in 2027 will start with at least 764 Euro and reach at least 1,031 Euro in the third training year. For a four-year vocational training, the statutory minimum salary in the fourth training year is 1,070 Euro. What does this mean for aspiring professional drivers? The new minimum training salary is also relevant for aspiring professional drivers. The training to become a professional driver usually lasts three years. Anyone starting the training in 2027 must therefore receive at least the salary applicable for the respective training year, provided that no collective agreement special regulation applies. Therefore, it is particularly worthwhile for those in the transport sector to take a closer look at the training contract and to check whether a collective agreement applies to the training company. The statutory minimum salary is only the absolute lower limit, provided that no legally recognized tariff exception applies. For training companies, the development is also relevant. Those who want to attract young talent are not only faced with the question of what is legally required to be paid at a minimum. The actual training salary can play an important role in the decision to choose a training company. 40 Euros more – but not automatically for everyone For young people starting a vocational training in 2027, the statutory minimum salary in the first training year increases from 724 to 764 Euros. That is 40 Euros more per month. However, this does not mean that every trainee from January 2027 will automatically receive 40 Euros more. For already ongoing training relationships, the minimum salary set for the respective year of training start remains decisive. The new regulation therefore mainly applies to those who start a new training contract in 2027. The minimum training salary remains exactly what its name says: a statutory minimum limit. In many vocational training occupations, the actual salaries are significantly higher. Sources Federal Law Gazette – Announcement on the revision of the level of the minimum salary for vocational training 2027 Federal Institute for Vocational Education (BIBB) – Minimum training salary increases in 2027 to 764 Euros Vocational Training Act (BBiG) – § 17 Right to remuneration and minimum remuneration BIBB ","date":"2026-10-07","permalink":"/en/post/allgemein/mindestverg%C3%BCtung/","section":"post","title":"Minimum apprenticeship allowance increases in 2027"},{"content":"2027 kommt – what changes for us drivers? Still twelve months until Christmas. Yes, that\u0026rsquo;s right. Twelve. While the first Lebkuchen are already back in the supermarket and some might be wondering where summer actually went, we can start to think about the coming year. Because 2027 will bring a lot for professional truck drivers. For some things, we already know quite precisely what is coming. For other changes, the path through legislation and the federal government is not yet fully completed. And then there are of course numerous announcements, where as a driver, one should first wait and see whether they will actually become binding law. Exactly for this reason, we take a look at what 2027 could be interesting for us drivers. Driver\u0026rsquo;s License Exchange: The next deadline is approaching A deadline can already be marked quite thickly in some drivers\u0026rsquo; calendars. On January 19, 2027, the next deadline for the mandatory driver\u0026rsquo;s license exchange will end. This applies to driver\u0026rsquo;s licenses issued in the years 2002 to 2004. The deadlines for the exchange result from the Driver\u0026rsquo;s License Regulation. Those who are still on the road with an old driver\u0026rsquo;s license document should therefore take care of the exchange in time. However, this is about the exchange of the document and not about re-obtaining the driver\u0026rsquo;s license anew. For professional truck drivers, this distinction is particularly important. The driver\u0026rsquo;s license for the respective classes remains valid in principle. The old driver\u0026rsquo;s license is merely replaced by the current EU card driver\u0026rsquo;s license. So, those who still have such a driver\u0026rsquo;s license should not necessarily wait until shortly before Christmas 2026 to take care of it. And even after that, the topic is far from over. Further deadlines are already set for the next cohorts. What happens with the LKW holiday driving ban? For us drivers, another change is likely to be much more interesting. The federal government introduced a change to the LKW holiday driving ban in 2026. In the future, the driving ban should no longer apply on federally inconsistent statutory holidays. This sounds at first like a minor change. However, those who regularly travel across borders or through several federal states know that different holidays can indeed play a role in route planning. Today, a holiday may be valid in one federal state, while in the neighboring state, work is carried out as usual. For the dispatching process, this means additional planning. For the driver, it could mean that a tour on a certain day may not or only be limitedly allowed to be driven. According to the planned change, this will become easier in the future. The current Sunday and holiday driving ban is particularly regulated in § 30 StVO. However, it must be noted that a cabinet decision alone does not yet mean that the new regulation is already in effect. What is decisive is when the legislative process is completed, when the amendment is published, and what date is planned for the entry into force. We should therefore check this point again until the final publication of this article. Professional Truck Driver Qualification remains a topic Even with the professional truck driver qualification law, there is still a lot to consider in 2027. The Professional Truck Driver Qualification Act (BKrFQG) and the Professional Truck Driver Qualification Ordinance (BKrFQV) were already amended in 2026. For us drivers, it is particularly interesting to know which transitional provisions remain valid and when certain transitional periods expire. The BKrFQG regulates, among other things, the basic qualification and further education of professional truck drivers. Those who must keep track of their five-year further education already know the general rules. According to § 5 BKrFQG, regular further education is planned in a five-year rhythm. In 2027, it becomes particularly interesting due to the transitional provisions of § 30 BKrFQG. There are provisions that explicitly remain valid until December 31, 2027. This does not mean that from January 1, 2028, completely new rules will automatically apply to every driver. But it means that we should take a closer look at the end of the year 2027/2028. New Languages in the Theoretical Driving License Exam Even with the driving license exam, there is a change in 2027. From April 1, 2027, additional languages will be offered for the theoretical driving license exam. The corresponding regulations can be found in the Driving License Regulation and primarily in its annexes. For the classic professional truck driver, this may not be the most spectacular change at first glance. Nevertheless, the driving license exam is naturally part of the way into the profession. Those who later want to drive a truck with the corresponding driving license classes must first obtain the required driving license. This also shows again that although driving license law and professional truck driver qualification belong to different legal areas, they are closely connected in practice. Driving and Rest Times remain for us One thing will continue to accompany us in 2027: The driving and rest times. The main basis for this is still primarily the Regulation (EC) No. 561/2006. It regulates, among other things, daily and weekly driving times, driving breaks, as well as daily and weekly rest times. In addition, the Working Time Act comes into play. For employees in road transport, specifically § 21a ArbZG contains special regulations on working hours. And exactly here, it becomes interesting in practice. Because driving time and working time are not the same thing. A break after social regulations is not automatically resolved with every working time legal issue. Therefore, if someone wants to assess their working time, they must also take into account working time law in addition to European social regulations. This will not change in 2027 either. Germany is not alone Many regulations that determine our professional daily life no longer come exclusively from Germany. The social regulations for road traffic are largely based on European law. The Regulation (EC) No. 561/2006 is a good example of this. Even when it comes to professional driver qualifications, European law plays an important role. The German BKrFQG is closely related to the implementation of European regulations. This does not necessarily make things easier for drivers. A change at the European level can ultimately have an impact on the daily routine of professionals in Germany. Therefore, it is worth looking closely at where a regulation actually comes from when changes occur. What else 2027 brings And now comes the part where we cannot yet commit ourselves. Between October 1st and the end of the year, there are still three months left. During this time, a lot can happen in traffic law. A political announcement is not yet valid law. A cabinet decision is not yet a final regulation. And even a passed law does not necessarily come into effect on the day of adoption. Therefore, it is worth looking at the actual text of the law, especially in the fields of traffic law and professional driver law. Because a headline like \u0026ldquo;New rules for truck drivers\u0026rdquo; says little about what actually applies on the road. The most important dates at a glance The 19th of January 2027 is important for the driver\u0026rsquo;s license exchange. On the 1st of April 2027, changes to the languages of the theoretical driving license exam are expected. Regarding the truck holiday driving ban, a change has been initiated. When exactly it comes into effect, we still have to wait. And regarding the BKrFQG, an important transitional regulation runs out on the 31st of December 2027. In addition, the known topics remain: driving and rest times, working hours, further education, driving license, and European social regulations. Still twelve months until Christmas Twelve months sounds initi","date":"2026-10-01","permalink":"/en/post/bkf/2027kommt/","section":"post","title":"2027 comes: What will change for us drivers?"},{"content":"When a car steers, brakes, and accelerates on its own, it quickly creates the impression that it can already drive autonomously. This leads to misunderstandings in many modern vehicles. A vehicle that automatically follows the lane and maintains distance from the car ahead in traffic jams can still be technically far from true autonomous driving. To distinguish between the different development stages, the automotive industry uses SAE Levels 0 to 5. What matters is not how many cameras, radar sensors, or assistance systems a vehicle has. What matters is who takes over the driving task and who must monitor traffic conditions. Level 0 – No Automation At Level 0, the human drives. The vehicle can support them through warnings or individual automatic interventions. For example, an emergency braking assistant can initiate braking on its own. A lane departure warning system can warn the driver. However, the vehicle does not take over the driving task permanently. The human remains fully responsible for driving. Level 1 – Assisted Driving At Level 1, the vehicle takes over either longitudinal or lateral control. An adaptive cruise control system can regulate speed and distance while the driver steers. Conversely, a lane-keeping assistant can support steering while the driver controls speed and distance themselves. The driver must continue to monitor the traffic situation constantly. Level 2 – Partially Automated Driving Many modern passenger cars and commercial vehicles are currently at this level. The vehicle can steer, accelerate, and brake simultaneously. For example, an adaptive cruise control system is combined with lane centering. This can already seem quite impressive in everyday life. For instance, someone standing in traffic with a modern vehicle experiences the car automatically accelerating, braking, maintaining distance, and following the lane. Nevertheless, this is still not autonomous driving. The driver must continue to monitor traffic conditions and be able to intervene at any time. This is also the crucial point for a vehicle like my BYD Seal U DM-i. The fact that the car partially takes over steering, braking, and acceleration in traffic jams or on highways does not make it a Level 3 vehicle. Level 2 means: The car supports the driver. The driver remains responsible for monitoring. Level 3 – Conditional Automation With Level 3, the role of the human shifts. The automated system takes over the driving task within a precisely defined operational area. The driver does not need to permanently monitor the driving task during this automated phase. However, this does not mean that the driver can simply get out or sleep. If the system reaches its limits and requests a takeover, the driver must be able to regain control. The difference between Level 2 and Level 3 is therefore crucial: At Level 2, the driver must monitor. At Level 3, the system monitors the driving situation within its intended operational area and requests a takeover from the driver if necessary. Level 4 – Highly Automated Driving Level 4 goes significantly further. The vehicle can take over the complete driving task itself within a defined operational area. A driver is no longer required there. This operational area can be, for example, a specific highway section, a logistics center, a port, a terminal, or a fixed hub-to-hub connection. Thus, the vehicle does not need to be able to drive autonomously everywhere and under all conditions. This is exactly where the crucial difference to Level 5 lies. A Level 4 truck can, for example, be developed for a specific highway connection between two logistics centers. Outside of this so-called Operational Design Domain, the vehicle cannot take over its automated driving task. And this technology was one of the interesting topics at IAA TRANSPORTATION 2026 in Hannover. Level 5 – Autonomous Driving Without Restrictions Level 5 is the highest stage. The vehicle can take over the complete driving task without requiring a human driver. There are no restrictions to a specific route or operational area. Humans become passengers finally. A Level 5 vehicle should fundamentally be able to drive autonomously everywhere that a human could drive with a corresponding vehicle. The series vehicle world is currently still far from this. Overview of the Six Levels SAE-Level Automation Role of the Human 0 No permanent automation Human drives completely 1 Steering or speed is supported Human monitors and drives 2 Steering and speed are supported Human must monitor permanently 3 Vehicle takes over driving task within defined conditions Human must respond to takeover request 4 Vehicle drives autonomously within a defined operational area No driver required 5 Vehicle drives autonomously without restrictions Human becomes a passenger Level 4 for Trucks: It became concrete at the IAA Whoever believed that Level 4 was still pure science fiction for commercial vehicles had to take a closer look at IAA TRANSPORTATION 2026. The Skyworth Z9 stood out particularly. The Chinese manufacturer presented a heavy-duty electric 6×4 tractor unit in Hanover, developed for autonomous driving at Level 4. The Z9 is equipped with five LiDAR sensors, five millimeter-wave radars, and ten HD cameras, enabling the vehicle to perceive its surroundings all around. Skyworth initially envisions the truck for clearly defined application areas such as ports, steel mills, shunting yards, and logistics corridors. This is important because that is exactly how one must understand Level 4: it is not about the truck driving from Hamburg to Munich without a driver tomorrow and handling any arbitrary situation. It is initially about clearly defined and technically manageable application areas. Going even further at IAA was the Chinese provider Pony.ai in collaboration with GAC Commercial Vehicle. A new Level 4 robotruck based on the battery-electric GAC T9 was presented. Pony.ai announced series production for the vehicle as early as 2026. Planned applications include long-haul traffic, defined logistics routes, and port operations. Maxus also showcased an autonomous vehicle at IAA: The RoboVan is stated to operate at Level 4 according to IAA reports and is intended for driverless city logistics. And what are the European manufacturers doing? The view of IAA might initially create the impression that mainly Chinese manufacturers are making progress with autonomous trucks. However, this would be too short-sighted. European manufacturers have also been working on Level 4 systems for years. MAN is a particularly interesting example in this regard. In April 2024, the company became the first commercial vehicle manufacturer to receive a Level 4 test approval on German autobahns. Shortly thereafter, a MAN TGX completed an autonomous drive of approximately ten kilometers on the A9. The vehicle drove autonomously on the autobahn as part of the ATLAS-L4 project. MAN is also working on autonomous trucks for so-called Hub-to-Hub traffic. The idea behind this is relatively simple: A truck drives autonomously, for example, from one logistics center to another. Within the defined application area, the system takes over the driving task. DAF is also concretely working on Level 4. Together with the Swedish company Einride, the autonomous \u0026ldquo;Einride Driver\u0026rdquo; system is to be integrated into DAF\u0026rsquo;s electric truck platform. Initial tests and validations are planned for 2026, with integration into a DAF truck scheduled for 2027. However, no date has yet been given for a Level 4 truck available for regular purchase. At Iveco, a concrete project is also underway. Together with PlusAI, two Iveco S-Way tractor units are to be equipped with an SAE Level 4 system. The vehicles are to be tested in regular freight transport for the logistics company Sesé on a route of approximately 300 kilometers between Madrid and Zaragoza in 2026. During the trial period, a safety driver will still be on board. Daimler Truck is a","date":"2026-09-28","permalink":"/en/post/bkf/automomesfahren/","section":"post","title":"Autonomous Driving: What Do Levels 0 to 5 Mean?"},{"content":"Who runs a Facebook page and regularly refers to their own website, a blog, or other external content, should currently take a closer look. Meta is testing a restriction for external links, under which affected accounts can only publish two posts with external links per month. Those who want to set further links afterwards will be offered a paid subscription. This sounds initially like a new general Facebook rule. However, this is not yet the case. The restriction is not applied equally to all pages and accounts. Rather, it is a test that Meta has already started at the end of 2025 and is apparently now being extended to further Facebook pages. Those who are not affected today cannot automatically assume that this will still be the case in a few weeks or months. The Two-Link Limit is Not New The test did not start with the launch of Meta One. Already in December 2025, TechCrunch reported on a corresponding test . Meta confirmed at that time that certain Facebook pages and profiles in Professional Mode could only publish two posts with external links, provided they did not use a paid Meta-Verified offer. Meta explained at that time that they wanted to find out with this limited test whether the possibility of publishing more posts with links would offer additional benefits for paying users. An important statement at that time was also that publisher pages should explicitly not be part of the test. Additionally, links could still be published in comments at that time. So from the beginning, it was not a general rule for all Facebook pages. Now the Limit Appears on Further Pages In September 2026, the situation has changed. After the launch of Meta One for businesses and creators, more and more page administrators of classic Facebook pages report that they are also shown a limit of two link posts per month. Social Media Today reported on September 17, 2026, about several corresponding cases . According to this, it seems that Meta has extended the test that had already started in 2025 to further Facebook pages. Also Mimikama documented on September 23, 2026, corresponding cases . Among others, German-language screenshots are visible there, in which Facebook refers to Meta One after two posts with external links. The crucial point here: Not all Facebook pages are still affected. So there is no general rule according to the motto: Every Facebook page may now only publish two external links per month. And who is actually affected now? Exactly here it becomes difficult. There is no publicly accessible list, based on which one can clearly determine which pages fall under the restriction, at the moment. Originally, the test was directed at certain professional accounts and Facebook pages. Publishers were excluded according to Meta\u0026rsquo;s statements at that time. However, page administrators of classic pages now also report the two-link limit. This suggests that Meta is now extending the test to further pages. Whether a specific Facebook page is affected can therefore not be determined solely based on the page type at the moment. This also applies, for example, to a small blog that runs its own Facebook page and links to its articles. It can be that the page can currently publish external links normally. However, it can also be that Facebook activates the corresponding restriction at some point. In short: Nothing is certain. Those who are not affected now cannot safely assume that this will remain the case permanently. What happens after the two links? For affected accounts, a notice from Facebook appears after the quota is exhausted. It informs that further link posts are only possible with a paid offer. Mimikama describes a concrete German case , in which Facebook refers to Meta One after two link posts. This turns an originally described as a test restriction into an increasingly integral part of the new paid offer for professional users. This does not mean, however, that Meta has officially announced that all Facebook pages will now have to pay for external links in the future. There is currently no reliable basis for this. What is Meta One? Meta One is a new subscription model that Meta officially introduced on September 15, 2026. Meta describes Meta One as a paid additional offer for Facebook, Instagram, WhatsApp, and Meta AI . The normal functions of the platforms are to remain free according to Meta. Users will pay for additional features and tools. There are several tariff levels for creators and businesses. The cheapest Business or Creator tariff starts at 14.99 US dollars per month according to Meta. Above that comes Advanced at 49.99 US dollars. Expert starts at 149 US dollars and the most comprehensive tariff, Max, at 499 US dollars per month. Meta explicitly points out that prices, functions, and availability may vary depending on region, app, and account. The official price range is therefore currently from 14.99 to 499 US dollars per month. Particularly interesting is the tariff for 49.99 dollars For the discussion around external links, the Advanced tariff is particularly interesting. Meta explicitly mentions for this tariff extended publishing functions. These include, among other things, planned publications as well as links in organic posts and Reels. This does not automatically mean that every user will receive exactly the same features for $49.99 monthly. Meta itself notes that the available features may vary depending on the region, app, and account. Therefore, those who want to know what is actually offered for their own account must ultimately visit their own Meta-One area. What does Meta One cost in Germany? Here it gets even more interesting. The official Meta prices are initially given in US dollars. In Germany, the actually displayed prices may differ. Mimikama has documented specific prices for a German-speaking account. There, Essential was offered for €13.49 monthly, Advanced cost €43.99, Expert €139, and Max €439 monthly. These prices should not be understood as a general German price list. They only show which prices Meta displayed for a specific German account. Other accounts may receive different prices or different features. With this, the offer is currently roughly between a low two-digit amount and several hundred euros monthly. And precisely for this reason, it is worth checking one\u0026rsquo;s own Facebook page before making a general price rule based on individual screenshots. Facebook as a Distributor – but not as a Foundation For a blog, this raises a fundamental question: How important is Facebook actually for one\u0026rsquo;s visitor flow? I deliberately follow a dual-track strategy at ChristiansBlog. Social media is part of it, but the actual website remains the central point of access. Facebook is used, among other things, to announce new posts and to direct people directly to the respective article. At the same time, the content is structured in such a way that it can also be found via search engines. These are two completely different ways to reach visitors. A Facebook post can reach many people within a short time. However, its reach depends on an algorithm that the page administrator cannot control. What works well today may have significantly less reach tomorrow. And if Meta additionally limits the number of free external links, another dependency is added. Search engines work differently. A well-written article can still bring visitors to one\u0026rsquo;s own website months or even years after its publication. No one needs to publish a new Facebook post for that, and no one needs to sign up for a monthly subscription on a social platform. This difference is especially significant for a blog with many permanently relevant articles. Therefore, I do not see Facebook as a replacement for one\u0026rsquo;s own website, but rather as an additional channel. Social media can generate attention and make new readers aware of an article. However, the actual reach should not depend solely on that. At my blog, this difference has become ","date":"2026-09-25","permalink":"/en/post/allgemein/metaplant/","section":"post","title":"Meta tests a restriction for external links on Facebook"},{"content":"Who doesn\u0026rsquo;t know it: The workday is long, and at the end of the working time account, for example, nine hours of presence are listed. From this, 30 or 45 minutes automatically disappear in the system. Reason: When more than six or nine hours of working time are involved, a corresponding rest break must be considered. On paper, everything is clean. The break was subtracted, the working time account is now correct again, and the employer can refer to the fact that the statutory rest break was considered. But what if these 30 or 45 minutes were actually not taken as a break at all? Exactly with this question had to deal the Federal Labor Court. The ruling from February 12, 2025, has the file number 5 AZR 51/24 and is also interesting for the discussion about working time accounts for professional drivers. Because the court made it clear that an entry in the time recording system does not automatically prove that an employee actually took a break. The case before the Federal Labor Court A resident physician sued. In her working time account, breaks were automatically subtracted if she did not document the start and end of a break via the time recording system. For corresponding working hours, 30 or 45 minutes were removed from the working time account. The physician, however, claimed that she had actually worked during these times. For the period from September 2018 to August 2019, she claimed a total of 59 hours and three minutes of overtime. She also counted the times as working hours for which the employer had automatically subtracted breaks. The employer argued against this, stating that the breaks had been granted due to the company\u0026rsquo;s regulations. The Federal Labor Court did not follow this argument. It clearly stated that the technical entry „automatically subtracted break“ does not show whether the employee actually took a break. The decisive sentence of the ruling reads: „The automatic subtraction of break times does not replace the factual statement regarding the granting and use of breaks.“ A break must actually take place A statutory rest break is not a calculation. According to § 4 Working Time Act, work must be interrupted by at least 30 minutes of rest when the working time is more than six to nine hours. For a working time of more than nine hours, a total of at least 45 minutes is required. The rest breaks can be divided into sections of at least 15 minutes each. In addition, employees may not be employed for more than six hours consecutively without a rest break. This does not mean: Achieve the corresponding working time, subtract the prescribed break time from the account, and that\u0026rsquo;s it. The break must actually take place as an interruption of work. Exactly here does the ruling of the Federal Labor Court focus. In the decided case, the time recording system had merely automatically considered breaks. From this, the employer could not simply conclude that the employee had actually taken these breaks. The Federal Labor Court required the employer to provide a concrete statement regarding which tasks were assigned to the employee at the respective times and when she actually did not perform these tasks. A general reference to the automatic system subtraction was not sufficient. The decisive difference between booking and actual break Exactly here lies the practical significance of the ruling. An employer can in a working time account book a break. He can also let it be automatically subtracted by software. But this does not automatically prove that the employee was actually released from work during this period. This is an important difference. If an employee continues to work during the alleged break period, the automatic entry does not retroactively become an actual rest break. The Federal Labor Court did not generally decide that automatic break bookings are not allowed. What is decisive is that such an automatic entry in a dispute does not replace the proof that the break was actually granted and taken. What happens if the employee says: „I worked through“? Then the employer cannot simply point to the working time account and say: „There is a break listed.“ The Federal Labor Court has described the burden of proof for the employer in its ruling. The employee must first state when he worked. The employer must then substantiate this and specifically state which tasks he assigned to the employee and when the employee did not comply with these instructions. In the concrete procedure, it was therefore not sufficient for the Federal Labor Court that the employer denied with non-knowledge that the physician had worked during the automatically subtracted periods. The court pointed out that the employer himself must know which tasks he assigned to the employee at the respective times. The automatic break subtraction could not replace this knowledge. For practice, this is an important difference. A working time account documents times. An automatically generated break entry is not automatically proof that the employee did not work during this period. Working time recording becomes even more important The ruling is also not isolated. Already in 2022, the Federal Labor Court in the case 1 ABR 22/21 determined that employers are obliged, under § 3 Abs. 2 Nr. 1 ArbSchG, to introduce a system with which the working time performed by employees can be recorded. The time tracking should clearly show when actual work was performed. A time tracking system loses its purpose, however, if an automatically generated break entry is then treated as proof that no work was done during that time. Exactly this distinction is made clear by the ruling of the Federal Labor Court (BAG). For employees, the actual working time counts Whether a break actually took place is not decided solely based on a subsequent booking in the time account. It is essential to determine whether the employee was actually able to take a break and whether the break was indeed taken. An employee, for example, may still perform work tasks during an automatically subtracted break period. In such a case, it is not sufficient for the time account to merely indicate a break. Exactly here lies the practical significance of the BAG ruling: The technical recording and the actual work processes must align. An automatically generated break entry cannot replace proof that the break was actually granted and taken. What does this mean for professional drivers? For professional drivers, the Regulation (EC) No. 561/2006 also comes into play. According to Article 7, a driver must generally take a continuous break of at least 45 minutes after a driving period of four and a half hours, provided he does not take a rest period. This break can generally be split into a minimum of 15 minutes and then a minimum of 30 minutes. It is crucial to understand what such a driving break actually means. Article 4, letter d, of the regulation defines it as a period during which the driver must not perform any driving activity or other work and which is exclusively for recovery. \u0026ldquo;Other work\u0026rdquo; includes, according to Article 4, letter e, activities defined as working time. This has a practical consequence for the driver. If the truck is, for example, parked at a ramp and is being loaded or unloaded, this time is not automatically a driving break just because the driver is not driving. If the driver has to perform tasks such as loading/unloading, securing the load, monitoring the loading process, or performing other work, these activities are not compatible with a driving break under Article 7. An automatically entered 45-minute break block in the time account does not change this. The driving break under Regulation 561/2006 must actually be considered as a break in driving activity and other work. While software can record this time, it cannot turn working time into a driving break simply by booking the time period. The BAG ruling does not concern professional drivers directly. However, its stateme","date":"2026-09-24","permalink":"/en/post/bkf/arbeitszeiturteil/","section":"post","title":"Should breaks be simply deducted? A ruling by the BAG clarifies what doesn't work with working hours"},{"content":"Digital Vehicle Registration Certificate in Freight Forwarding: Can the i-Kfz App Replace the Trailer Register? Anyone working in a freight forwarding operation knows the problem. A tractor unit might be driven by the same driver over a long period. However, with trailers and semi-trailers, reality often looks quite different. Today, Driver A pulls trailer 4711; tomorrow, Driver B takes over the same trailer. Afterwards, the trailer is back in the yard and put into use with another tractor unit. The vehicle registration certificate must still be present at the vehicle or with the driver. It is exactly at this point that things become interesting. Since March 2026, companies can also use the digital vehicle registration certificate via the i-Kfz App. The Federal Ministry of Transport explicitly lists companies and fleet operators as a use case. Multiple vehicle registration certificates can be managed and handed over to different drivers. Therefore, a freight forwarding operation faces a very practical question: Can the i-Kfz App be a solution for the many vehicle registration certificates of trailers? A copy of the vehicle registration certificate is not enough The background is quickly explained. In many operations, copies of the Registration Certificate Part I are kept in the vehicles with the trailers. This is practical, but legally, such a copy does not replace the required vehicle registration certificate. According to § 13, paragraph 6 of the Vehicle Registration Ordinance (FZV), the Registration Certificate Part I must be carried by the person driving the vehicle. However, for several trailers belonging to the same holder, there is an explicitly provided alternative: Upon application, the licensing authority can issue a trailer register. If this register is presented during an inspection, it suffices in place of the individual registration certificates. However, obtaining one is usually quite expensive and takes time until the entire process is processed. This specific trailer register is interesting for freight forwarders because several trailers or semi-trailers of a holder can be covered by a single common document. However, issuing and managing such a register involves additional effort. Therefore, it now makes sense to look at the digital alternative. The digital vehicle registration certificate also works for trucks and trailers The digital vehicle registration certificate is not limited to classic passenger cars. According to current information from the Federal Ministry of Transport, it can be issued for all vehicle classes. Thus, the application is fundamentally also interesting for commercial vehicles, trailers, and semi-trailers. The digital vehicle registration certificate is neither a self-created PDF file nor a photo of the paper document. It is provided via the i-Kfz App and can be displayed directly in the app during an inspection. This is a crucial difference from a simple copy kept in the driver\u0026rsquo;s cab, especially since it costs €10 if an inspecting officer checks for one. €10 may not seem like much now, but initially, it is the driver who pays these €10, which can certainly generate dissatisfaction. The digital vehicle registration certificate fulfills the obligation to carry the Registration Certificate Part I within Germany. During an inspection, the driver can display the vehicle registration certificate on their smartphone. The smartphone does not need to be handed over during this process. In addition, the police can request access to various data areas via the app to verify the authenticity of the digital document. What has changed for companies since 2026 Until early 2026, the digital vehicle registration certificate was primarily designed for the classic situation: A private person owns a vehicle and loads its vehicle registration certificate into the app via the online identity function of their ID card. This procedure is naturally not very practical for a freight forwarding operation. After all, the driver is not the holder of the trailer. Therefore, since March 3, 2026, legal persons can also use the digital vehicle registration certificate. The Federal Ministry of Transport explicitly mentions multi-driver operations and the management of multiple vehicles in this context. This makes the matter significantly more interesting for freight forwarders. How a freight forwarding company can distribute vehicle registration certificates to drivers The first step is taken at the company level. A freight forwarding company can use the i-Kfz App for its company vehicles. For legal persons, there is a special path via a QR code, which can be generated within the framework of an i-Kfz process. Employees with appropriate authorization can also log in via the company account and ELSTER technology to generate such a QR code. Alternatively, the QR code can also be obtained from the competent licensing authority. Subsequently, the i-Kfz App is installed on the respective smartphone. There, the further process is started via \u0026ldquo;Add document\u0026rdquo;. The app guides the user through the necessary steps. This allows the company\u0026rsquo;s digital vehicle registration certificates to be stored on the corresponding devices. An important point for freight forwarders: According to the Federal Ministry of Transport, the number of vehicle registration certificates that can be stored in an i-Kfz App is unlimited. This means, for example, that not only a single trailer needs to be stored on a company mobile phone. Several vehicles or trailers can be present in the same app. The trailer changes drivers? Then the digital vehicle registration certificate can change with it Exactly here lies probably the greatest practical advantage for a freight forwarding operation. Suppose trailer 4711 is driven by Driver Müller today. The digital vehicle registration certificate is on his smartphone. The next day, Driver Schmidt takes over the same trailer. The vehicle registration certificate (Fahrzeugschein) does not need to remain as a paper copy in the driver\u0026rsquo;s cab. The owner can share the digital vehicle registration certificate with another user via the i-Kfz app. To do this, select the \u0026ldquo;Share Vehicle Registration Certificate\u0026rdquo; function for the corresponding certificate. The app will then generate either a QR code for handover on-site or a link for digital distribution. A time limit can also be set for the distribution. The QR codes and links generated within the app are valid for 24 hours. This process can be repeated as often as desired. According to the Federal Ministry of Transport, there is no limit to the number of distributions. For a fluctuating fleet, this could result in a fairly simple workflow: the trailer is assigned to the driver, and subsequently, the associated digital vehicle registration certificate is made available on their smartphone. There is an important catch However, the i-Kfz app is not quite as flexible as classic fleet management software. A digital vehicle registration certificate cannot simply be passed from one driver to the next. Anyone who has received a vehicle registration certificate merely from another person cannot pass it on themselves. Distribution can only be done by the person who originally downloaded the digital vehicle registration certificate and for whom the vehicle is registered. For a freight forwarding company, this means: The central department within the company must retain control over the vehicle registration certificates. The driver can use the vehicle registration certificate assigned to them. If the trailer is subsequently reassigned to another driver, the transfer must again be done via the authorized department. This is an important difference from a classic paper folder, which can simply be passed from one driver to the next. An example from daily freight forwarding operations Consider a company with 20 tractor units and 40 trailers. Driver Müller receives trailer 4711 i","date":"2026-09-23","permalink":"/en/post/bkf/ikfz/","section":"post","title":"Digital Vehicle Registration Certificate in Freight Forwarding Operations: Can the i-Kfz App Replace the Trailer Register?"},{"content":"Sometimes it is truly remarkable to look back at old proposals after ten or eleven years. In 2015/2016, we engaged intensively with AIDT e.V. on the topic of eCMR – the digital waybill – and our focus was not about burdening drivers with even more control and surveillance. Our reasoning was different If a transport is already documented digitally, why don\u0026rsquo;t we finally make use of this information in a meaningful way? Why must authorities always gather the same documents again for cross-border transports? Why can\u0026rsquo;t information that is already available within the European internal market be exchanged securely, traceably, and under clear access rules between competent authorities? Our proposal at the time therefore went far beyond simply replacing the paper waybill. We aimed to create a transparent digital transport process. And now it is worth taking a look at what the European Union actually launched in September 2026. On 15 September, the European Commission presented its package on fair labour mobility. One component is a concrete proposal to strengthen the European Labour Authority (ELA). This is not yet binding law; the proposal must first be adopted by the European Parliament and the Council. However, the content is noteworthy. If the proposal is adopted, the ELA will in future have improved access to information from IMI, ERRU and EESSI. Information from posting notifications will also become accessible for certain tasks. These data are intended to be used, among other things, for analyses and risk assessments. Moreover, the ELA will be able to initiate or encourage coordinated or joint cross-border inspections on its own initiative. Important point: this does not create a European super-control authority. The actual inspections remain with the Member States and require their approval. But the direction is clear Moving away from controlling individual documents – towards analysing interconnected information. At the same time, another development is already underway. With the European eFTI Regulation, the electronic exchange of freight information has become a reality. From 9 July 2027, Member States must accept electronic freight information via certified eFTI platforms. Authorities will be able to access the relevant digital information during inspections. Even more interestingly, at the beginning of 2026, the ELA already consulted explicitly with the European Commission on how eFTI can in future be used for inspections, including the inspection of posting rules for drivers. We have suddenly come very close to a vision that we discussed at AIDT more than ten years ago. The digital waybill could in future not only prove what was loaded and where it is going. Together with other European information systems, it could help make the entire transport process more transparent: Who is the transport company? Where was the transport ordered? Which journey was actually carried out? Which posting was notified? What social security coverage exists? What information is stored in the different European systems? But do these pieces of information even match up? This is exactly where I see the real opportunity. Because digitalisation does not automatically mean that drivers are increasingly monitored. When used correctly, digitalisation can also mean that those who have previously hidden behind complex corporate structures, chains of subcontractors and cross-border jurisdictions finally become visible. This was one of the ideas behind our eCMR proposal at the time. Not: \u0026ldquo;Control the driver better.\u0026rdquo; But: \u0026ldquo;Make the transport more transparent.\u0026rdquo; For example, if a digitally documented transport, company data, posting notification and social security information can be cross-checked, we create something that we have been calling for for years: control of the system instead of permanent control of the weakest link in the system. Of course, there is another side to this. The more data are interconnected, the more important data protection, purpose limitation, access control, transparency and above all the ability to correct incorrect data become. Because a single incorrect data record must not automatically lead to a company or driver being labelled as a \u0026ldquo;risk case\u0026rdquo;. That is why it has always been decisive for me Digitalisation – yes, but transparent, traceable and with clear rules. What we formulated as a vision at the time is slowly gaining the technical and legal building blocks today. The eCMR alone will not change Europe. But the combination of eFTI + IMI + ERRU + EESSI + posting data + risk analysis could indeed give rise to a European information network with which cross-border transports can be controlled much more transparently. Whether this ultimately becomes an instrument for fair competition and better working conditions or merely a denser control net depends on how these systems are designed and used. That is precisely why it is worth paying close attention to this development. Perhaps what we described in 2015 as the future of eCMR is now not so far from European reality after all. Sometimes good ideas simply need a few more years before politics and technology are ready.","date":"2026-09-20","permalink":"/en/post/bkf/digitale_kontrollen/","section":"post","title":"From eCMR to Digital Control of Europe – an idea from yesterday suddenly becomes reality tomorrow"},{"content":"The first 1,000 kilometers with my BYD Seal U DM-i are almost completed. There are still exactly 50 km left. It\u0026rsquo;s time for a first interim report. Of course, this is still not a long-term test. For that, 1,000 kilometers are still too little. But it\u0026rsquo;s enough to get a first impression of whether the car lives up to what I expected. And my answer is quite clear: Yes. The First 1,000 Kilometers I must honestly say: The car has met my expectations. What I had previously read and heard about BYD has so far been confirmed by my vehicle. So far, I haven\u0026rsquo;t found any reason to question the many positive impressions I had collected before purchasing the car. The Seal U DM-i drives exceptionally quietly. There is no clattering inside, no rattling, and so far, there are no noises that make me wonder where they are coming from. Especially after the first few kilometers, you pay particular attention to such things. After all, you want to know whether the good first impression also holds up in everyday driving. Especially when you, like me, are still familiar with the behavior of the Chinese on the IAA Nutzfahrzeugmesse in Hannover. Voice Control and Safety Thinking A feature I find particularly cool is the voice control. I can operate many functions in the vehicle simply by speaking. For example, I can say that the windows should be opened or closed, turn on the seat heating, or operate the panoramic sunroof. Many functions of the infotainment system can also be controlled by voice. At first, this might sound like a nice technical toy. For me, however, there is something else behind it: I don\u0026rsquo;t have to navigate through the screen or search for a switch anymore for many functions. That is especially useful during a drive. And that brings us to a point that is becoming increasingly apparent to me with the Seal U DM-i: BYD seems to have not only focused on fitting as much technology as possible into the vehicle. Much of it is also related to the topic of safety. This starts with the assistance systems and goes up to the fundamental design of the vehicle. A feature I find particularly important, even though I no longer have small children, is the Child Forgetting Detection, also known as the detection of whether someone is left behind after locking the car. The system monitors the interior of the vehicle after parking and locking it for signs of life. If a person or even an animal is detected, the vehicle can alert the driver or the surroundings with hazard lights and horn. Basically, the driver is informed or alerted via the vehicle app. Depending on the situation, the air conditioning is also activated. I don\u0026rsquo;t know how this works with-in-laws, though\u0026hellip; small joke. For me, this is a good example that safety in a car doesn\u0026rsquo;t start only at the time of an accident. A child or a pet left accidentally in the vehicle can quickly be in life-threatening danger, especially at high outside temperatures. The ADAC also points out that a parked vehicle can heat up significantly even at moderate outside temperatures. Interestingly, the look at China also shows that the Child Presence Detection was first included in the C-NBA safety rating in 2024. This is meant to explicitly promote the development of such systems. And exactly these features I mean when I speak of safety thinking at BYD. This is not a function that stands out during a normal drive. In the best case, you never even see it. But if it is ever needed, it can make a decisive difference. Safety Doesn\u0026rsquo;t Start Only at the Time of an Accident Regarding the topic of safety, I like that BYD relies on an extensive package of modern driver assistance systems. In everyday driving, I have access to adaptive cruise control, lane-keeping and lane-change assistant, blind-spot monitoring, traffic sign recognition, collision warning, emergency braking assistant, and a 360-degree camera. This is now no longer a special feature in many vehicles. Therefore, I find it more interesting how consistently the various systems are combined with each other. Regarding the high-voltage battery, BYD relies on its own Blade Battery. The Seal U DM-i Boost is equipped with an 18.3-kWh battery based on lithium iron phosphate (LFP). BYD refers to the LFP chemistry as an important factor for the thermal stability and safety of the battery. An example of this is the so-called Nail-Penetration-Test . I link here exceptionally to YouTube. In this test, a nail is driven through a battery cell to provoke an internal short circuit. BYD shows in its own video such a test and compares the Blade Battery with an NCM battery. In the demonstrated experiment, the NCM battery reacts much more strongly, while no smoke or fire is visible with the Blade Battery. It is important to note, however, that this is a test conducted and published by BYD itself. Therefore, it is not an independent comparison test. I still find it interesting because it provides a concrete insight into the safety approach of the manufacturer. For me, less important is the spectacular video than the fact that BYD clearly places battery safety at the center of its battery technology. Of course, this does not mean that a car would be accident- or fire-safe. That would be a completely wrong conclusion. But it shows that BYD is at least very intensively dealing with the question of how to manage the risks of a high-voltage system. Euro NCAP has also examined the SEAL U. During the crash test, the passenger cell remained stable in the frontal impact. In the side impact test, the vehicle achieved the maximum score. Overall, 90 percent was achieved in the protection of adult occupants, 86 percent in the protection of children, and 77 percent in the safety assistance systems. The evaluation refers to the 2023 tested SEAL U and includes the PHEV variant Boost. What I like about this: Safety is not reduced to airbags. It begins long before the actual accident – with the driver\u0026rsquo;s attention, with the support of assistance systems, and with the question of how the vehicle reacts in an emergency. After just under 1,000 kilometers, I can of course not yet make any statement about how these systems will perform over years. But in daily use, I do get the impression that BYD has not simply compiled a long list of features, but rather considers many of these functions as part of the overall concept. I am also positively surprised by the range. BYD states a combined range of up to 1,150 kilometers for the Seal U DM-i. After the first drives, I can at least say: This magnitude is not completely out of the world. Of course, the actual range depends on driving style, route, weather, speed, and charge state. But the figure does not seem to me like a pure brochure number that comes about under completely unrealistic conditions. My personal retarder A function particularly appeals to me as a professional truck driver. The Seal U DM-i does not naturally have a retarder like a truck. However, the driving experience when descending a hill with the cruise control activated reminds me of that. When the cruise control maintains a speed and the vehicle descends a hill, the vehicle does not simply try to speed up. Instead, the vehicle is decelerated through regenerative braking and thus maintains the set speed. For me, this is a quite pleasant feature. With trucks, I have known this principle for years. Maintaining speed downhill without constantly having to use the service brake. With the Seal U, this happens electrically. And in this case, the energy is not simply converted into heat. Through regenerative braking, part of the kinetic energy is converted back into electrical energy and stored in the battery. This is one of the points where I actually notice in daily life that I have committed myself to a different powertrain technology. The equipment is also impressive I have opted for the Boost variant. And the equipment is another point where the Seal U DM-i makes a quite","date":"2026-09-17","permalink":"/en/post/bkf/byd/","section":"post","title":"1,000 kilometres with the BYD Seal U DM-i – between everyday experience and Facebook comments"},{"content":"Yesterday was the press day for the IAA 2026 opening. After skipping the IAA in 2024, I was back on site yesterday. And the trade fair world has changed for me. In 2022, Asian vehicle manufacturers were still mostly found in smaller halls, but by 2026, things look completely different. They now dominate entire sections of the exhibition. Avoiding Asian truck manufacturers is hardly possible anymore. Asia is on the advance If you have been following the passenger car world, you will see that Asian manufacturers are aiming to establish a foothold in the European market. This is clearly noticeable at this year\u0026rsquo;s IAA. While the stands of European manufacturers are getting smaller, those of Asian ones are growing larger. And as I know from Gamescom, there is also a friendly willingness to talk at the fair, although I had to admit that my English leaves much to be desired. Well, you can also get by with hands and feet. :) But where do I start… There is so much to see at the IAA; I didn\u0026rsquo;t manage to see everything, so I will be going to Hanover again on Saturday anyway. Nevertheless, there was one highlight yesterday that must not be missing from this article. After passing through the entrance control As usual at the IAA, Mercedes presents a series of trucks that have left the plant over time. 130 years of truck history at the IAA: Mercedes-Benz Trucks looks back at the beginnings of the truck and shows how transport of the future could look. I took a look around the stand and brought along a few interesting impressions. The Mercedes stand itself The Mercedes stand has changed. In 2016 it was still sterile, large, and simply confusing; in my opinion, it is getting smaller every year. I believe this happened around 2018 or 2020 when Mercedes began separating the truck and Sprinter segments at the fair. This can also be seen in the stand size. And as you could already read from the trade press, Mercedes seems to want to breathe new life into hydrogen, even though neither in Germany nor in Europe is the necessary infrastructure available. So far, I only know one hydrogen refueling station, in Göttingen near Marburg. Well, that doesn\u0026rsquo;t mean much. \u0026ldquo;Around the world in 80 charges\u0026rdquo; – with this specially converted eActros 600, \u0026ldquo;electric trucker\u0026rdquo; Tobias Wagner intends to drive around the world electrically. Roughly 45,000 kilometers, more than 30 countries, and a maximum of 80 charging stops lie ahead of him. In addition to the vehicles, Mercedes-Benz Trucks also dedicates considerable space at the IAA to charging infrastructure. Under the name \u0026ldquo;TruckCharge,\u0026rdquo; the manufacturer bundles consulting, charging infrastructure, and digital solutions around the electric truck. The exhibited eActros 600 shows: When switching to electric, it is no longer just about the truck itself, but about the complete system behind it. BYD Of course, as a driver of a BYD Seal U DM-I , I also wanted to get to know the world of BYD commercial vehicles. I was lucky enough that yesterday at the IAA, the BYD ETT 44 was presented as a world premiere. It is a semi-trailer tractor with a maximum of 1,000 hp. Here are the technical data of the truck: Technical data of the BYD ETT 44 Technical Data BYD ETT 44 Drive Battery electric Configuration 4×2 Semi-trailer tractor Max. Gross Train Weight up to 44 t Battery 651 kWh Blade Battery Battery Technology LFP (Lithium Iron Phosphate) Nominal Voltage 851.2 V Rated Power 743 hp (546 kW) Max. Power up to 1,000 hp (approx. 750 kW) Range up to approx. 600 km* CCS2 Charging Power up to 420 kW MCS Charging Power over 1.5 MW Charging Time 20–80% (CCS2) approx. 60 minutes Charging Time 20–80% (MCS) approx. 20 minutes Recharging via MCS up to approx. 400 km range in 20 minutes Curb Weight approx. 10.95–11.14 t Wheelbase 3,800 mm Dimensions (L × W × H) 6,400 × 2,530 × 3,820 mm Battery Warranty 10 years / 1.2 million km Safety Rating 5 Stars Euro NCAP + CitySafe But the further product range in the commercial vehicle sector can also be impressive. I also found a small incident in the truck amusing. A Chinese blogger sitting next to me was quite surprised when I suddenly activated voice control. We started talking, and he asked me in surprise how a European like me knew how to activate voice control on BYD vehicles. I could then tell him about my experiences with my own passenger car. Incidentally, BYD plans to introduce its commercial vehicle division in Europe in the second quarter of 2027. Now it remains to be seen when BYD motorhomes will be available on the European market. What I have found so far online looks quite stylish and is particularly attractive in terms of price. The Blade Battery from BYD One of the technologies that BYD employs across its various vehicle classes is the Blade Battery. It is based on Lithium Iron Phosphate (LFP). The name \u0026ldquo;Blade\u0026rdquo; comes from the particularly long and flat battery cells that are integrated directly into the battery pack. This allows for more efficient use of the available installation space. A major advantage of LFP chemistry is its high thermal stability. BYD subjected the Blade Battery, among other things, to the well-known nail penetration test. In this test, a battery cell is deliberately pierced to provoke an internal short circuit. In the test published by BYD, neither smoke nor fire occurred. This technology is not only found in BYD passenger cars. It is also used in commercial vehicles. At IAA Transportation 2026, BYD showcased the new ETT 44, an electric tractor unit whose 651-kWh battery is explicitly referred to as a Blade Battery. Thus, the technology now ranges from passenger cars and plug-in hybrids up to heavy long-haul trucks. The ETT 44 in particular makes it clear why the construction is interesting: In a heavy electric truck, not only the battery capacity counts. Weight, installation space, thermal management, charging performance, and the mechanical stability of the entire battery system play a crucial role. BYD is further developing the technology. In 2026, the second generation of the Blade Battery was introduced, which is supposed to enable higher energy density and significantly higher charging performances. In my Seal U DM-I , the first generation Blade batteries are still installed. Stoneridge Yes, I was also briefly at Stoneridge yesterday. However, I had already dealt with the company over four years ago. At that time, I sent Stoneridge an email because I did not really like a function on their tachograph. The problem was as follows: At the beginning of the trip, the tachograph initially displays the remaining driving time of 4:30 hours. Sometime later, the display switches and shows, for example, only 1:45 hours remaining. Alongside this, a \u0026ldquo;15\u0026rdquo; and the bed symbol appear. This signals to the driver that within these 1:45 hours, he still has the opportunity to split his 45-minute break – correctly said: driving time interruption. If I, as a driver, do not want this at all and simply continue driving, a small problem arises: Once the 1:45 hours have elapsed, the display remains at 00:00. It does not automatically switch to the remaining driving time actually still available. Over four years ago, I was then referred to the sales partners in Germany. There, however, I could not really explain the problem or apparently reach the right department. Yesterday, I finally had the opportunity at IAA to address the problem directly with Stoneridge. And behold: By the end of the year, a software update is supposed to come that should fix exactly this problem. Well, I am curious now. :D But Stoneridge does not only build tachographs. They can also equip trucks quite well with monitors. 😄 In the so-called Innovation Truck, Stoneridge shows what the driver\u0026rsquo;s workplace could look like in the future. Cameras replace the classic side mirrors here, additional displays provide further information, and the trailer should also ","date":"2026-09-15","permalink":"/en/post/bkf/iaa/2026/pressetag/","section":"post","title":"IAA Transportation 2026 | Asia on the Advance"},{"content":"Hannover will be entirely focused on road freight transport in the coming days. From September 15th to 20th, IAA TRANSPORTATION 2026 will take place. Alongside numerous world premieres and technical novelties, this year\u0026rsquo;s fair aims to place the people who travel daily with these vehicles at the center of attention. Special emphasis is placed on September 19th and 20th, when IAA invites drivers and families for a weekend event. At the same time, there are more opportunities than ever before during the so-called IAA Experience Test Drives to personally test current commercial vehicles. Those who can get accredited for IAA will receive a significant amount of electronic mail in advance. I myself have received numerous pieces of information, announcements, and press releases about IAA TRANSPORTATION 2026 over the past few weeks. However, it is now time to form my own impression. I am currently on-site in Hannover and have set some personal goals for my first day at the fair. Of course, I will also visit many other manufacturers and exhibitors, but certain appointments are at the very top of my list. One of my first stops leads me to BYD in Hall 21, Stand B11. This is due to several reasons for me. After having exchanged my Ford Kuga for a BYD Seal U DM-i, the brand has naturally become personally interesting to me as well. However, I find the commercial vehicle division of BYD even more exciting. Therefore, I want to take a closer look at which vehicles BYD is presenting in the commercial vehicle sector and how the manufacturer intends to approach this market in Europe. In addition, today will be my first long-distance test drive with my new passenger car. Scania in Hall 12, Stand C60/D71, is also at the very top of my list. I have been driving Scania myself for seven years now – accordingly great is my interest in what the manufacturer currently and for the future has to offer. I am particularly looking forward to the electric vehicles and the further development of the E-sector. At the same time, I want to examine the new engine concepts more closely. A possible five-cylinder engine for the 14-tonne class could be interesting if it comes to making smaller and medium-weight vehicles more efficient. At SuperPanther in Hall 12, Stand D46, it is also about electromobility for me. The brand is particularly interesting because the electric trucks for the European market are manufactured at the former Steyr plant in Austria. I want to take a closer look at the manufacturer\u0026rsquo;s top model in particular and find out what lies behind the concept and how seriously SuperPanther is taking the European market for electric commercial vehicles. And then there are two manufacturers whose professional daily life dictates a fairly clear direction: LOGLIFT and PALFINGER. As a wood hauler, I am naturally interested in everything that has to do with loading cranes and work around wood transport. Therefore, at LOGLIFT, I want to look at the latest developments and innovations regarding wood loading cranes. Also at PALFINGER, the Austrian manufacturer for crane and lifting technology, the current development in this area is central to me. What interests me is not only which new functions and technical solutions are presented at the trade fair stands. Much more exciting for me is the question: What of that actually benefits us drivers? What makes daily work easier, safer, or more efficient – and what looks perhaps more impressive on the trade fair stand than it turns out to be in the working life later? Of course, many other manufacturers and exhibitors are also on my program. These are, however, my personal main goals for today\u0026rsquo;s fair day. On Saturday, I will go to the IAA again – this time fittingly for the driver and family weekend. I will also keep my eyes and ears open then. Because that is exactly what my reporting from the IAA should be about: Not simply repeating the manufacturers\u0026rsquo; press releases, but looking at the vehicles and technology myself, talking with people on-site, and viewing everything once again from the perspective of a professional driver. What stands out to me, which novelties convince me, and where I might also look more critically, you will naturally find out here in the blog. 84 Vehicles Ready for Test Drives Those who want not only to look at commercial vehicles at the trade fair stand but to experience them themselves will have a particularly large selection this year. In total, 84 vehicles from 17 exhibitors are available for test drives. Thus, the offer has been expanded by around 40 percent compared to IAA 2024. The interest of the manufacturers is apparently enormous: The existing capacities for the test drives are already fully booked. Among the participating manufacturers are DAF, Daimler Truck, Ford, MAN, Renault Trucks, Scania, Tesla, Volkswagen, and Volvo Trucks. It is no longer exclusively about classic diesel trucks. The focus lies on the drives and technologies that are supposed to change road freight transport in the coming years. A large part of the test vehicles is electric; additionally, visitors can try out hydrogen vehicles and modern, lower-emission diesel vehicles. Interesting is also the look at the different concepts. For example, the Volvo FH Aero Electric with a range of up to 700 kilometers as well as the FH Aero with hydrogen combustion engine can be tested. Vehicles such as the electric DAF XG Electric also belong to the test offer. Automated Driving Will Also Be Experiencable In addition to classic test drives, automated and autonomous driving is also taking center stage. Five exhibitors are showcasing a total of six vehicles as part of ADAS and telematics demonstrations. Visitors can experience as passengers how far the development of modern assistance and automation systems has progressed. For the first time, so-called driverless Robo Vans without a driver\u0026rsquo;s cab will also be presented. This makes the IAA not only an exhibition for new vehicles, but increasingly a place where one can actually test out where the commercial vehicle sector is heading. Drivers and Their Families at the Center of Attention Over the weekend of September 19th and 20th, the focus will shift from technical data to the people behind the transport. The Driver and Family Weekend is explicitly aimed at professional drivers, truck fans, and families. The program includes live music, a large inflatable castle, a go-kart track, giant air hockey, and a forklift course where children can even obtain their own forklift license. In the competition \u0026ldquo;Kids vs. Trucker,\u0026rdquo; children will compete against professional drivers. Truck fans will also find the IAA Experience Area interesting. There, four racing trucks will be on display. Additionally, a convoy of around 30 functional mini-trucks will drive across the exhibition grounds together with a drum marching band. Drivers themselves will also have their own area. In the Driver Area, the VDA, together with BGL, the PROFI initiative, and DocStop, aim to create space for information, exchange, and recognition of the driver profession. More Than Just a Tech Show What is interesting here is the combination of both areas. On one hand, the IAA shows how rapidly commercial vehicle technology is changing – from battery-electric and hydrogen-powered vehicles to automated driving systems. On the other hand, with the Driver and Family Weekend, it places those who ultimately operate these vehicles and ensure that goods are on the road every day at the center of attention. However, whether the new technologies are truly suitable for everyday use will not be decided solely at the exhibition grounds. Issues such as charging and hydrogen infrastructure, sufficient power grids, suitable rest and parking facilities, and of course the working conditions of drivers remain decisive factors. That is precisely why IAA TRANSPORTATION 2026 will also be interesting for professional drivers: You ca","date":"2026-09-14","permalink":"/en/post/bkf/iaa/2026/iaa_familienwochende/","section":"post","title":"IAA TRANSPORTATION 2026: Truck drivers, families, and a lot of new technology"},{"content":"How Seven Network Layers Explain the World of Computers – and Why IT Administrators Still Despair Regularly There are problems in IT that can be explained with surprising precision. A cable is defective, a server is unreachable, a DNS entry is set incorrectly, or a router has decided it has worked hard enough for today. For all these cases, there are diagnostic tools, protocols, and experienced administrators who can provide at least a plausible explanation after a brief analysis. And then there are the other cases. Cases where technically everything works. The network connection is up, the server responds, the printer is turned on, and even the dreaded firewall shows no signs of a problem. Yet somewhere, a person sits in front of a screen and explains with growing conviction that \u0026ldquo;the internet is broken.\u0026rdquo; Anyone who has worked in first-level support for some time knows these cases. Some are so curious that one hasn\u0026rsquo;t forgotten them even years later. During my training as an IT clerk, I occasionally worked in first-level support. This is the area where the first errors related to computers in a company are handled. For example, once an apprentice from accounting contacted us. On his monitor, he explained, there was an error message. So the very normal first question in support: \u0026ldquo;What is on your monitor?\u0026rdquo; The answer came without much hesitation: \u0026ldquo;My girlfriend\u0026rsquo;s stuffed animal.\u0026rdquo; This was probably one of the longest seconds in the history of first-level support. Because naturally, \u0026ldquo;monitor\u0026rdquo; did indeed mean the screen. The stuffed animal was also there – or rather, on the desk in front of the monitor. The apprentice had simply misunderstood the question. The error message had not disappeared yet. Instead, another problem had been identified: Support staff and users can speak the same language and still mean completely different things. And exactly here begins the phenomenon that IT professionals jokingly refer to as a Layer 8 Problem. But before we deal with this mysterious eighth layer, it is worth taking a quick look at the seven layers that actually exist. Seven Layers, One Idea The OSI model – short for \u0026ldquo;Open Systems Interconnection\u0026rdquo; – emerged from the attempt to unify communication between different computer systems. The International Organization for Standardization (ISO) developed the reference model and standardized it in the 1980s. The idea behind it is essentially simple: network communication is complicated, so it is divided into seven layers, each of which takes over a specific part of the work. Layer 1 deals with physical transmission via cables, wireless signals, or fiber optics; Layer 2 handles communication within a local network; Layer 3 manages IP addresses and the path of data through various networks; while Layer 4 takes over the transport of data. Above that, Layer 5 handles sessions and connections, Layer 6 deals with the presentation and formatting of data, and Layer 7 finally covers applications and network services with which the user actually works. Put simply: the lower layers ensure that data gets from A to B at all, while the upper layers determine what happens with this data. With that, the model is complete. Seven layers. Layer 1 to Layer 7. And exactly here the story could have ended. But it didn\u0026rsquo;t. Then Came the Human Because however elegantly the OSI model describes technical communication between computer systems, it consistently ignores a crucial component of modern IT infrastructure: the human being. This is initially not an error of the model. The OSI reference model is meant to describe technical communication. The human was therefore simply not part of the original concept. For administrators, this developed into a certain practical problem. Because computers are calculable. Humans are less so. A computer executes a command if it has been programmed to do so. A human, on the other hand, can execute a command even though they didn\u0026rsquo;t understand it, execute another command even though they actually wanted something completely different, or click a button that explicitly says \u0026ldquo;Do not save\u0026rdquo; – and then wonder why the file wasn\u0026rsquo;t saved. Eventually, IT had to find a name for this. And so, with the mixture of gallows humor and despair typical for administrators, Layer 8 was born. Officially, this layer does not exist. Unofficially, it is probably the most frequently occurring one. What Exactly Is Layer 8? Layer 8 jokingly refers to the human sitting in front of the computer and operating it. The term plays on the fact that the OSI model ends with seven technical layers. If a problem cannot be sensibly assigned to any of these seven layers, the cause may possibly – according to the joking theory – lie one floor higher. With the user. What is remarkable about this is that Layer 8 problems often initially look like technical errors. For example, a user reports that the internet is not working. The administrator checks the connection. The router is working. The DNS server responds. Other websites are reachable. Even the server the user wants to access is online. After a few minutes, it turns out that only the single website the user wants to access right now is unreachable. So the internet is not broken. It was just that one website. The administrator has theoretically solved a technical problem. In practice, he has mainly answered a question that was never really asked. \u0026ldquo;I haven\u0026rsquo;t done anything\u0026rdquo; A special variant of the Layer 8 problem often begins with a sentence that in IT is now almost considered a diagnostic procedure: \u0026ldquo;I haven\u0026rsquo;t done anything.\u0026rdquo; Experienced administrators know that this sentence should be treated with caution. In many cases, it actually means: The user has done nothing. In other cases, it means: The user has done something but no longer remembers exactly what. And in particularly interesting cases, it means: The user has done something, knows very well what they did, but does not consider it relevant. Then the actual investigation begins. \u0026ldquo;What did you do?\u0026rdquo; \u0026ldquo;Nothing.\u0026rdquo; \u0026ldquo;When did it still work?\u0026rdquo; \u0026ldquo;Just now.\u0026rdquo; \u0026ldquo;What did you do after that?\u0026rdquo; \u0026ldquo;Nothing.\u0026rdquo; \u0026ldquo;Did you install anything?\u0026rdquo; \u0026ldquo;No.\u0026rdquo; \u0026ldquo;Did you change a setting?\u0026rdquo; \u0026ldquo;No.\u0026rdquo; \u0026ldquo;Did you click on something?\u0026rdquo; \u0026ldquo;Just this window.\u0026rdquo; \u0026ldquo;Which window?\u0026rdquo; \u0026ldquo;The one that came up.\u0026rdquo; The administrator then opens the log files. And finds exactly what the user just referred to as \u0026ldquo;nothing.\u0026rdquo; Humans as Unpredictable Network Layer The real problem with Layer 8 does not lie in the fact that humans are fundamentally incapable of using computers. On the contrary: without humans, there would probably be no computers, networks, or administrators at all. The problem is rather that humans do not possess a standardized interface. A network device can be addressed with clearly defined commands. A user, however, can react to the same error message with completely different strategies. One calls the administrator. The second restarts the computer. The third Googles the error message. The fourth clicks away all warnings until they disappear. And the fifth decides on the king\u0026rsquo;s discipline: They reset the router to factory settings. Even though only the browser had crashed. Particularly problematic: Layer 8 with Administrator Rights For IT security, Layer 8 becomes especially interesting when the user has extensive permissions. Because a user without rights can cause only limited damage. A user with administrator rights, however, can theoretically ensure that a previously functioning system faces an entirely new technical challenge within minutes. Especially feared is the combination of administrator rights and partial technical knowledge. It leads to sentences like: \u0026ldquo;I changed a s","date":"2026-09-08","permalink":"/en/post/tutorial/layer8/","section":"post","title":"The Layer 8 Problem"},{"content":"Long HGV and the Detours of German Civil Servantdom Why a special briefing is required for 25.25 meters, while other long vehicle combinations travel under completely different regulations. There are sometimes regulations in German road traffic law that make one wonder if the people who wrote them have ever actually sat in an HGV themselves. Not because everything would be fundamentally wrong. On the contrary. Many provisions make perfect sense. Especially when it comes to large, heavy, and long vehicles, one can discuss which additional requirements should be placed on the vehicle and driver. What is significantly harder to explain, however, are the sometimes completely different paths Germany takes to arrive at these regulations. An example of this is the Long HGV. And due to a discussion on Facebook a few days ago, I went in search of the rules for the different vehicle combinations that do not meet the standard. The Long HGV Gets Its Own Regulatory Framework In simplified terms, a Long HGV is an especially long HGV or an especially long vehicle combination. Depending on the design and vehicle type, lengths of up to 25.25 meters are possible. For this, there is its own regulatory framework: the LKWÜberlStVAusnV – the Ordinance on Exceptions to Road Traffic Law Provisions for Vehicles and Vehicle Combinations with Excessive Length. And that is where it gets interesting. Because the vehicle alone is not enough. Anyone wishing to drive certain Long HGVs must also meet special prerequisites. These include, among other things, corresponding professional experience and additional briefing in the specific vehicle combination. Here, explicit reference is made to the special driving characteristics of such a train. For example, behavior in curves or when reversing. Basically, one can hardly say anything against this. A 25-meter-long train drives differently than a turntable with 18.75 meters or an ordinary semi-trailer truck with 16.50 / 17.30 meters. This starts with cornering, goes through swinging the rear out, and ends at the latest when shunting in tight spaces. Anyone who has once tried to reverse a long train around a corner knows: A few meters more or less can make a significant difference. So additional requirements for particularly long vehicles? It can be done. It can even be sensible. As with us in timber transport. Our successors have a steerable front axle. This helps not only when reversing, but also so that we can better navigate corners with the partially 20-meter-long trunks in the forest. But it is exactly at this point where my question begins: why does Germany apparently consider some long vehicles to require special explanation – while other long vehicle combinations travel in a completely different legal world. What Exactly Is a Long HGV? Before wondering about the different regulations, one must first clarify what the legislator actually understands by a \u0026ldquo;Long HGV\u0026rdquo;. Because \u0026ldquo;Long HGV\u0026rdquo; is not simply the designation for every particularly long HGV. The Ordinance on Exceptions to Road Traffic Law Provisions for Vehicles and Vehicle Combinations with Excessive Length – short LKWÜberlStVAusnV – distinguishes five different vehicle types in total. Long HGV Type 1 – The Extended Semi-Trailer Truck In Type 1, there is a classic semi-trailer truck with an extended semi-trailer. The permissible overall length is up to 17.88 meters. The semi-trailer may have a greater partial length than in a normal semi-trailer truck. Exactly into this category would fall, for example, a semi-trailer truck that comes to an overall length of about 17.30 meters with an extended trailer. And here it already gets interesting: Such a semi-trailer truck is legally a Long HGV Type 1, even though it can be shorter than a completely normal goods vehicle consisting of a motor vehicle and trailer. A conventional goods vehicle may be up to 18.75 meters long. Type 1, however, occupies a special position. While the remaining Long HGV types are generally only allowed to travel on the approved positive network, Type 1 – with the exception of Berlin – can be used on the entire road network of the approving federal states. The use of Long HGV Type 1 is currently also time-limited and, according to current regulations, planned until December 31, 2026. Long HGV Type 2 – Semi-Trailer Truck with Central-Axle Trailer In Type 2, a semi-motor vehicle is combined with an additional central-axle trailer. The maximum overall length is 25.25 meters. This is one of the classic Long HGV combinations where another trailer runs behind the actual semi-trailer truck. Long HGV Type 3 – HGV with Underhung Axle and Semi-Trailer Type 3 consists of a heavy goods vehicle with an underhung axle and a semi-trailer. Here too, the maximum permissible overall length is 25.25 meters. This vehicle combination belongs to those variants that are commonly grouped under the term \u0026ldquo;Gigaliner\u0026rdquo;. Long HGV Type 4 – Semi-Trailer Truck with Additional Semi-Trailer In Type 4, a semi-motor vehicle is combined with an additional semi-trailer. This combination too may reach an overall length of up to 25.25 meters. The decisive difference from a normal semi-trailer truck therefore lies not only in the length, but also in the fact that here an additional vehicle combination is carried behind the actual semi-motor vehicle. Long HGV Type 5 – Goods Vehicle with Trailer Type 5 is probably the variant most familiar to many drivers: a truck with a trailer. However, this combination may be up to 24.00 meters long when classified as a long-haul truck. In contrast, a standard articulated lorry may be no more than 18.75 meters long under general regulations. Five Types, Five Different Combinations In summary, the classification looks like this: Die fünf Fahrzeugkombinationen des Lang-LKW im Überblick. And it is precisely at this point that the question which bothers me about the entire regulation begins. Because as soon as a vehicle combination falls under the definitions of the long-haul truck regulation, extensive additional regulations come into force. There are special requirements for both vehicles and drivers. For long-haul truck types 2 to 5, there is also continued operation on specific routes: they may only be used on motorways and federal roads designated for this purpose in the so-called Positive Network . Type 1 – the extended semi-trailer up to 17.88 meters – takes a special position and, in principle, may use the entire road network in the approved federal states. At the same time, there are other vehicles on the road that are also significantly longer than a normal articulated lorry or can at least achieve similar dimensions without automatically falling under this regulatory framework. And it is precisely here that long timber trucks and car carriers come into play. Long Timber: The Vehicle Is Still Long Take, for example, long timber transport. Here too, we are not talking about a small delivery truck with a trailer. Anyone who has once driven behind such a train or operated one themselves knows that curves, roundabouts, narrow town routes, and construction sites do not suddenly become larger just because the legal basis is different. Legally, however, such a long timber transport is not considered a long-haul truck within the meaning of the special long-haul truck regulation. And thus begins the German regulatory landscape to sort itself into individual drawers. The long-haul truck has its own nationwide special regulatory framework. In contrast, long timber transport involves exceptional permits and approvals under other regulations. Depending on the federal state and the specific permit, there are their own conditions and requirements. This is initially not a criticism. Different transports have different requirements. A timber transport behaves differently from a volume transport. The cargo is different, the weight distribution can be different, the vehicles differ technicall","date":"2026-08-30","permalink":"/en/post/bkf/langlkwregeln/","section":"post","title":"Long HGVs and the Byways of German Civil Servantdom"},{"content":"New Android Trojaner ToxicPanda: How dangerous is the threat really? Currently, there is a warning about a new version of the Android banking Trojaner ToxicPanda. The malware is definitely something to take seriously: security researchers have discovered significantly expanded features in ToxicPanda 2.0. The Trojan can, among other things, place fake input windows over banking apps, steal PINs and login credentials, and use Android accessibility features to partially automate actions on the smartphone. Particularly problematic is the so-called \u0026ldquo;On-Device Fraud\u0026rdquo;. The attacker performs fraudulent actions not from a foreign computer, but directly via the infected smartphone. This way, he can use the normal IP address, an existing app session, and other device characteristics that banks usually use to detect suspicious access. The new version is said to target significantly more applications. According to security researchers, functions for remote control have been expanded, and hundreds of banking, financial, and e-wallet apps have been identified as potential targets. No automatic infection Despite the somewhat alarming headlines, there is also an important limitation: ToxicPanda does not usually install itself automatically. The attackers mainly rely on Social Engineering. Users are supposed to be tricked into installing a manipulated Android app outside of the official app store via fake messages, advertising, or supposed support messages. Afterward, the malware tries to gain extensive permissions – for example, access to accessibility features, VPN functions, or device administrator rights. How to protect yourself The most important protection is actually quite simple: Install apps primarily from trusted sources. Do not install APK files from links in SMS, messenger messages, or dubious websites. Be especially careful if an app suddenly requests access to accessibility features, device administrator rights, VPN, or developer options. Regularly update Android and installed apps. Do not click on links in supposed bank messages, but instead open the banking app or the known website directly. Immediately check and remove unknown or suspicious apps. If you suspect that your smartphone may already be affected, you should first disconnect the internet connection and inform the bank from another device, or check login credentials and ongoing sessions. Afterwards, you should check suspicious apps and unknown permissions. In doubt, a factory reset may be necessary. Conclusion: ToxicPanda 2.0 is no harmless malware and can be particularly dangerous for users of banking apps. However, panic is not appropriate. Those who do not install unknown apps and remain skeptical about unusual permission requests significantly reduce the risk. The most important protection mechanism is, as often, in front of the screen.","date":"2026-08-28","permalink":"/en/post/allgemein/trojaner/","section":"post","title":"New Android Trojaner ToxicPanda: How to protect yourself"},{"content":"My personal conclusion on gamescom Yesterday, we were at gamescom in Cologne. And my personal conclusion is a bit mixed. There was definitely a lot to see – but I think I would still prefer to go to IAA. 😄 As soon as the doors open at gamescom, people rush in, eager to test games as quickly as possible. This rush, the crowds of people and the general chaos are simply not really my cup of tea. Of course, there was still a lot to see. New hardware, for example. Especially the handheld from ASUS and Microsoft, the ROG Xbox Ally, was quite interesting. Especially when you\u0026rsquo;re often on the move, such a device in a truck could be an interesting alternative, instead of bringing along a TV and a gaming console. The big stands of Microsoft, EA and other publishers were, however, hopelessly crowded. I had originally planned to ask a few questions – among them, when certain games or technologies might possibly run under Linux. But approaching someone who could answer such questions was practically impossible. And before now it seems like I have nothing to do with gaming: Yes, definitely. 😄 I play regularly on PC. Battlefield 3, World of Warcraft and Path of Exile are, for example, games I occasionally check out. And when I have a lot of boredom and absolutely don\u0026rsquo;t know what to play, I sometimes start up Euro Truck Simulator 2. HomeOffice so to speak 😄 My Steam library is definitely not small – and that, even though I play under Linux. There\u0026rsquo;s quite a colorful mix of games there. That\u0026rsquo;s why I find it interesting to see what\u0026rsquo;s developing in the area of Linux and gaming. My questions to EA or other big publishers were therefore by no means just theoretical. I would have genuinely been interested to know whether and when certain games might officially be supported under Linux or SteamOS in the future. But exactly such conversations were unfortunately hardly possible for me at gamescom. The big stands were so crowded that it was a relief just to get anywhere near the contacts. Good, at IAA I personally have the possibility to drive there on the press day. At least I can get accredited there. At gamescom, that\u0026rsquo;s not possible, as my blog lacks a connection to gaming. That\u0026rsquo;s not something I want to open up here anyway. If there\u0026rsquo;s something new in the Linux area that you can play, I\u0026rsquo;ll report on it. Otherwise, I don\u0026rsquo;t need to run after every game or dig up news from developers. And that\u0026rsquo;s where I start to wonder what additional value such a fair actually brings me. Yes, it\u0026rsquo;s interesting to see the games and the huge stands, and it was certainly a highlight for our son, even though there were very few publics there who play the games he does. But if I really want to find out something about a game, I now prefer to use Steam. There I can look at the titles calmly, watch trailers and screenshots, and inform myself about the individual games. This way, I can form a much more relaxed opinion about which games actually interest me – completely without the rush, queues and people who rush out as soon as the doors open, as if something were for free. 😄 Hardware to touch Of course, there was still a lot to see. New hardware, for example. Especially the handheld from ASUS and Microsoft, the ROG Xbox Ally, was quite interesting. Especially when you\u0026rsquo;re often on the move, such a device in a truck could be an interesting alternative, instead of bringing along a TV and a gaming console. But ASUS had something else there that immediately caught my eye. At first glance, I almost thought the device was some futuristic gaming gadget. In fact, it\u0026rsquo;s actually a router – the ASUS ROG Rapture GT-BN98. And this is not just any router. ASUS presented it at gamescom 2026 as the world\u0026rsquo;s first WiFi-8 gaming router. With Quad-Band-WLAN, the GT-BN98 is supposed to achieve theoretical transfer rates of up to 25,000 Mbit/s. In addition, there are two 10-Gbit/s ports and four further 2.5-Gbit/s ports. Of course, the device is clearly aimed at gamers and other users with corresponding high requirements. Features like AI Game Boost, Adaptive QoE and ASUS GTNet are supposed to help prioritize network traffic intelligently and achieve as low latency as possible. Whether I personally need a router that looks like it could stand up at any moment and start moving on its own, is a matter for debate. 😄 The GT-BN98 was definitely a standout. Anime, Manga and Merch And although I really like anime and manga: The hall with the Asian game publishers was just too much for me. Colorful, loud, kitsch – definitely not my cup of tea. 😅 I found the area with the manga, film and game figures and all the merchandise much more interesting. However, the prices were sometimes quite different. A roughly 30 cm large Thanos model from the Marvel universe was already priced over 1,000 euros. Nostalgia with Pen \u0026amp; Paper and Tabletop It got really nostalgic for me at Pen \u0026amp; Paper and tabletop games. Suddenly, I was mentally back in the 1990s, when I played Battlefield and Shadowrun. Pure nostalgia. 😄 And then it suddenly turned into tanks We were also in the department „Hier findest Du Deinen Job“ in Hall 10.1. First, we visited the Bundeswehr and then also Rheinmetall. The latter, however, not necessarily because I am looking for a job. 😄 What interested me most was the KF51 Panther, about which I had a conversation with a Rheinmetall employee. Of course, the comparison to the Leopard 2 was also part of the discussion. The KF5.1 Panther from Rheinmetall. Photo: Rheinmetall Defence / Wikimedia Commons. And it really became quite interesting. The Leopard 2 has been continuously developed over decades and still belongs to the most modern main battle tanks today. The KF51 Panther, on the other hand, pursues a significantly more modern concept in several areas. An obvious difference is the main armament. While the Leopard 2 uses a 120-mm smoothbore cannon, Rheinmetall uses a 130-mm cannon on the Panther. There are also differences in the crew. The Leopard 2 is traditionally operated by four soldiers. The Panther, however, uses an automated loading system to take over the work of the loader, allowing for a crew of three. But what interested me most was the protection concept. The Panther is lighter than a modern Leopard 2, yet simultaneously employs a comprehensive protection concept based on modern armor, reactive and active protection systems, as well as sensor technology for the early detection of threats. The idea behind this is not simply to add more armor and thus more weight to the vehicle. Instead, the goal is to detect a threat as early as possible and, if possible, neutralize it before it even hits the tank. This is complemented by significantly stronger system integration. Sensors, digital systems, and the possibility of incorporating also unmanned systems and drones are part of the Panther concept from the beginning. More firepower, modern sensor technology, automation, and a new protection concept – and yet less weight. And of course, I had to ask one of the really important questions. 😄 Does the famous beer glass test still work? The answer: Yes. 🍺😂 That would at least clarify one of the most important questions regarding the next generation of German main battle tanks. The conversation was indeed quite interesting. And probably it was at least as interesting for my son to see that his father suddenly was chatting with a Rheinmetall employee about main battle tanks and knew surprisingly many details about the Leopard 2. After all, my own Bundeswehr time is now over 30 years ago. And I was not even in the armored units, but in the Luftwaffe. 😂 And yes, even though it was only the Luftwaffe, we also learned something about tank defense there. It seems one does not forget everything after all. YouTuber, Streamer und Cosplayer überall What also caught my attention was the presence of YouTubers and Twitch streamers at the gamescom. ","date":"2026-08-28","permalink":"/en/post/bkf/gamescom/","section":"post","title":"Gamescom: Much seen, but is that really my fair?"},{"content":"New rules for access to the profession of professional driver take effect today. The federal government aims to address one of the well-known causes of the driver shortage: it is intended to make qualifying people for the profession easier and faster. This sounds reasonable at first glance. The practical examination for the basic qualification will be shortened, the accelerated basic qualification exam can now be taken in additional languages, and there are also facilitations regarding the recognition of certain foreign driving licenses. The corresponding amendment regulation was promulgated in the Federal Law Gazette on August 17, 2026, and has been in force since August 18, with the exception of one individual part. However, despite all the joy over less bureaucracy, there remains for me a crucial question: Are we actually solving the driver shortage with this – or are we merely ensuring that new drivers come through a door faster, while at the same time doing almost nothing to change why others go back out through the same door? What is concretely changing now First of all, one should not downplay the changes. The examination for the accelerated basic qualification can in future be taken in nine additional languages besides German: Albanian English Modern Standard Arabic Croatian Polish Romanian Russian Turkish Ukrainian Interestingly, there is even a small detail: In the original press release from the Federal Ministry of Transport, mention was still made of eight foreign languages. In the now applicable regulation, there are nine, because Albanian has been added additionally. This can particularly help people who already possess the necessary prerequisites but would have failed in an examination due to the German language of examination until now. There are also facilitations for foreign driving licenses. Among other things, Ukraine and Montenegro have been included in the corresponding regulations of the Driving License Ordinance. Furthermore, certain third-country driving licenses exchanged in another EU member state will in future also be recognized in Germany. And then there is also the practical examination. The previous practical examination comprised a total of 210 minutes. In future, it will be 120 minutes. The corresponding part of the examination for \u0026ldquo;handling critical situations\u0026rdquo; is abolished; furthermore, the actual driving test is shortened from 120 to 90 minutes. The ministry describes all of this as a reduction of access barriers and as a contribution to bringing drivers into the profession faster. And it is exactly at this point that my criticism begins. Because the driver shortage does not start at the entrance gate I have already dealt with the topic of the driver shortage in more detail. My central thesis was not that there is no problem with new recruits at all. Of course, we need new drivers. An aging professional group cannot function permanently if fewer people are coming than leaving. The real problem, however, is that the discussion often ends exactly there: How do we get more people into the profession? Much less frequently is asked: Why do people leave the profession altogether? And it is precisely this distinction that I consider crucial. A profession can be so easily accessible. If the conditions afterwards are not right, we may have more career starters – but no permanently solved driver shortage. In my more detailed contribution on the driver shortage, I therefore asked exactly this question: Why do experienced professional drivers leave their profession and why would many of them not recommend this profession to their own children today? The problem often lies not in the driving itself. The profession is not unattractive because of the examination Of course, an examination of 210 minutes is a burden. Of course, taking an examination in one\u0026rsquo;s own mother tongue can be a significant relief. And of course, it can make sense to allow qualifications and driving licenses to be recognized without unnecessary complications. I have absolutely nothing against that. But if we are honest, hardly anyone would say: \u0026ldquo;I would like to become a professional driver, but the 210-minute practical examination prevents me from doing so.\u0026rdquo; That is at least not the central problem I know from my professional daily life. The real daily life finally begins after passing the examination. Then one does not sit for 120 minutes in an examination vehicle. Then one may sit behind the steering wheel for nine or ten hours a day. One bears responsibility for a vehicle weighing up to 40 tons. One drives through construction sites, inner cities, traffic jams, and narrow delivery points. One must constantly assess situations, recognize risks, and react to errors by other road users. This sustained concentration is work – even if one is sitting on a seat while doing so. And after that, the working day is often not over yet for a long time. When the driver suddenly becomes a warehouse worker Another point I addressed in my original article is the increasing expansion of the professional profile. Loading and unloading belongs naturally to the job in many areas. I have nothing against that either. It becomes problematic where, in addition to driving, the driver is also made into a warehouse worker, picker, or problem solver for errors in the supply chain. Then goods are sorted, packaging removed, pallets repacked, or deliveries prepared for further processing. The crucial question is: Where does the transport service actually end and where does warehouse work begin? This question is by no means trivial. Because when we talk about the attractiveness of the profession, we must also talk about which activities we actually expect from a professional driver. And precisely here, politics could contribute significantly more to the attractiveness of the profession than by shortening the exam by 90 minutes. Parking spaces do not disappear simply because the exam is shorter Another example is the shortage of parking spots. Anyone who travels regularly knows this problem. Drivers may not even have fully utilized their driving time yet, but they are already looking for a suitable parking spot in the early afternoon. Existing parking areas are overcrowded, closed off, or used for other purposes. For instance, on the A45 near the Gambacher Kreuz, the two parking lots have been closed without any apparent reason for months. While weeds were once removed there, the spots remain unusable. Eventually, drivers end up where they shouldn\u0026rsquo;t be parked at all. This is not a new problem. It has been known for years and has been discussed politically on numerous occasions. In my article, I referred to relevant hearings and Bundestag documents among other things. The question therefore is: Why is a problem that has been known for years not finally resolved consistently? Because for someone who spends weeks traveling, a decent parking spot is no luxury item. It is part of their workplace. Infrastructure also belongs to the attractiveness of the profession The same applies to roads, bridges, and construction sites. Of course, dilapidated bridges must be closed or restricted if safety demands it. But from the driver\u0026rsquo;s perspective, every additional restriction means: longer driving times, worse planning possibilities, more traffic on diversion routes, added stress. Here too: shortening the exam changes nothing about the actual problem. And precisely for that reason, I consider it too simplistic to view the shortage of drivers mainly as a problem of limited access opportunities. And then there is also the money Of course, salary is not everything. But it is also not unimportant. In my original article, I pointed out that many drivers experience that significant pay increases often result more from changing employers than from long-term loyalty to an employer. New employees are sometimes recruited with more attractive starting conditions, while lo","date":"2026-08-18","permalink":"/en/post/bkf/zugangzumberuf/","section":"post","title":"New access facilitations for professional truck drivers – but is this really the solution?"},{"content":"Sunday Driving Ban, COVID-19 and Driving Times – Or: Why One Must First Sort the Terms in Some Discussions There are discussions about truck traffic where one eventually feels that for some people, all regulations surrounding the profession of a professional driver can be reduced to a single major law. Sunday driving ban? Driving time limits. Weekend rest period? Sunday driving ban. Rest areas and sanitary facilities at rest stops? COVID-19. And if somewhere an exception applies, sooner or later someone will explain what the government did wrong during the COVID-19 pandemic. At this point, it is worth taking a step back. Because much of what is claimed in such discussions has indeed a real starting point. During the COVID-19 pandemic, we professional drivers faced significant problems. There were temporary exceptions to driving and rest time limits. The Sunday and weekend driving ban was temporarily relaxed or suspended. Rest areas and sanitary facilities were partially only accessible under restricted conditions, and at times not even accessible again. We had to work under conditions that should never be romanticized today. All of this is true. But COVID-19 has now grown quite a beard. Yes, the pandemic was a terrible time for many professional drivers. Yes, there were situations where we were treated unfairly. Closed sanitary facilities, lack of means of supply, and sometimes questionable conditions on the road were not mere fantasies. But eventually one must also begin to distinguish between what is actually a state regulation or exception, and what companies have done in extraordinary circumstances. If an employer treats drivers poorly, schedules working hours incorrectly, or tries to circumvent legal limits, this is not automatically a failure of the Federal Government. The Federal Government does not have a glass sphere that controls every company and alerts them immediately upon violations. And if someone today criticizes a completely different regulation, it will not become more correct just by retrieving the pandemic from the drawer again. \u0026ldquo;COVID-19 was shit. That is undeniable. But COVID-19 cannot be used as a universal argument for all discussions about professional truck drivers.\u0026rdquo; Just as little as comparisons with France have been made for years. Other countries, other\u0026hellip; customs\u0026hellip; 😂 Sometime an old story becomes the standard argument, which is then applied to every new problem, even though the concrete connection has long disappeared. Exactly what happens in the current discussion about the Sunday driving ban. And that is why it is worth first separating the various things apart. The Sunday Driving Ban Has Nothing to Do with Driving Time at First Let us begin with perhaps the most important distinction. The German Sunday driving ban is regulated in § 30, Paragraph 3 of the Road Traffic Ordinance. According to this provision, trucks with a permissible total mass exceeding 7.5 tonnes and trailers following trucks may not be used for business or paid transport of goods on Sundays and public holidays between 00:00 and 22:00. The provision also contains a whole series of exceptions. This is a driving ban. The driving time limits, on the other hand, result from European driver personnel law, in particular from Regulation (EC) No 561/2006. This is a social rule for drivers. Both pursue different purposes and function independently of each other. A driver may, for example, have several hours of driving time available at the same time and still be subject to the Sunday driving ban. His driving time is not thereby exhausted; he may simply not drive with this vehicle or in this type of transport at that time. Conversely, a transport may fall under an exception from the Sunday driving ban. Then the truck may drive. The driver must, however, of course still observe his driving and rest time limits. This sounds simple. It is indeed simple. Despite this, these two things are surprisingly often mixed together in discussions. What Was Actually Different During COVID-19? Yes, during the COVID-19 pandemic, regulations for driver personnel were partially relaxed. This should not be downplayed. The background was the maintenance of supply. Foodstuffs, medicines, medical equipment and numerous other goods had to continue to be transported. At the same time, there were massive restrictions on public life and sometimes significant problems along the transport chain. Germany therefore temporarily used the possibilities provided by European law for exceptions and issued additional national regulations. Among others, temporary easing of driving and rest time limits was allowed for certain transports. Who says that there were relaxations in driving and rest time limits during COVID-19 is thus not fundamentally wrong. It will be wrong only when this leads to a permanent or blanket abolition of social rules. The COVID-19 exceptions were exactly those: temporary exceptions for extraordinary situations. They were time-limited and conditional on certain prerequisites. The normal European regulations were not abolished by means of the corresponding exception. After the end of the relevant exception, the normal provisions again applied. And that should have been enough to deal with the topic. For not every problem that arose during COVID-19 can still be explained today by COVID-19. Above all one must distinguish between who was actually responsible for a problem. If a company treated its drivers poorly at that time, if sanitary facilities were closed down, or if an employer attempted to extract as much as possible from the exceptional situation, then this is not automatically a decision of the German federal government. Of course, one can and must criticize state measures when they were wrong. But just as one should not discharge companies solely from their own responsibility by subsequently shifting everything onto \u0026ldquo;the policy during the Corona pandemic.\u0026rdquo; This applies today just as it did then. And what does this have to do with the mobility package? Here, it becomes interesting regarding the issue of weekly rest periods. Especially often in such discussions, the possibility of inserting two consecutive weeks of reduced rest periods is linked to the Corona exceptions. And here too, a careful analysis is worthwhile. For this reason, this option is not a permanent exception under the Corona framework. It was incorporated into the European driver\u0026rsquo;s rights through Mobility Package I. Regulation (EU) 2020/1054 amended Regulation (EC) No 561/2006 and introduced, under certain conditions, the possibility for a driver to take two consecutive weeks of reduced rest periods in cross-border goods transport outside the member state where the vehicle is based. This is not simply the statement: \u0026ldquo;A driver may take two weeks less rest time consecutively.\u0026rdquo; The provision does not work this way. The regulation is conditional. Within four consecutive weeks, a total of at least four weeks of rest must be taken, with at least two regular weeks of rest. Furthermore, the reductions must be fully offset. If two weeks of reduced rest are taken consecutively, the corresponding offset must be taken immediately before the following regular week of rest. This is not the abolition of rest time. It is a flexibilization of the conditions for weekly rest time with corresponding offset obligations. And foremost, it is a provision of the Mobility Package and not simply an extended Corona exception. The fact that both things coincide in time does not make them one and the same thing. Why this distinction is particularly important now The real problem becomes apparent again in the current discussion. I find it increasingly interesting how many groups jump on the same train, some of which are currently pushing forward regarding the rule on Sunday driving bans. Especially with the current exception rules for transports that must be rerouted onto roads due ","date":"2026-08-16","permalink":"/en/post/bkf/sonntagsfahrverbot/","section":"post","title":"Sunday driving ban, COVID-19 and driving times – or: Why one must first sort out the terms in some discussions"},{"content":"📝 Note This here is going to be another longer article, where things might get a bit technically\u0026hellip; bumpy. I\u0026rsquo;ll try to explain it as simply as possible. What does a Tor Relay do on ChristiansBlog? Those who are currently browsing the left side of this website will find a small, somewhat unusual entry there: 🧅 Tor Relay · 🟢 Online No, this is not a poorly hidden VPN ad link and also not an attempt to send anyone to the dark corners of the internet. 😄 I operate my own Tor Relay. And because I consider transparency in technical matters quite important, you can also see on this website whether it is currently running. What is Tor actually? Tor stands for The Onion Router and is a network that routes connections through multiple stations so that no single place knows both who initiated a connection and where it ultimately goes. The principle can be simplified as follows: 1 2 3 4 5 6 7 8 9 10 11 12 13 Dein Rechner │ ▼ Guard Relay │ ▼ Middle Relay │ ▼ Exit Relay │ ▼ Ziel im Internet Each station takes over only a part of the task. A Tor circuit typically consists of several relays; Guard and Middle are not Exit relays. This is one of the key differences to a classical VPN: With a VPN, traffic generally runs through a provider you have to trust. With Tor, the connection is instead routed through a distributed network of various relays. Tor is therefore not a magical invisibility button. Tor also cannot prevent you from, for example, identifying yourself through personal access credentials or making other mistakes. And what is a Tor Relay exactly? A Relay is a computer that provides part of the Tor infrastructure. Tor does not function by having a single large server where \u0026ldquo;the Tor internet\u0026rdquo; runs. The network consists of thousands of relays provided by different operators. Tor Metrics describes the network accordingly as one with thousands of voluntarily operated relays and millions of users. A Relay receives encrypted Tor traffic and forwards it within the Tor network. There are different roles. Guard Relay The Guard Relay is usually the first node of a Tor circuit. Middle Relay The Middle Relay forms an additional station within the circuit. Exit Relay The Exit Relay is the station through which a connection leaves the Tor network and reaches the regular internet. My Relay is not an Exit Relay. That is an important distinction. I am therefore not simply providing a server whose IP address then appears as the starting point for any Tor connections on the internet. Why do I operate a Relay at all? The short answer is: Because a decentralized network needs people who provide the infrastructure. This is actually not that different from many other things we use on the internet without thinking. Who operates their own mail server, provides a DNS server, hosts a Linux mirror, or operates a Tor node, provides infrastructure for others. However, Tor adds something crucial: For some people, a free internet is not a given While we in Germany can usually assume that we can reach almost any website and internet service, the situation in other countries can be completely different. And yes, I know that access to some sites, especially those that work with disinformation, is blocked from Germany. In countries with extensive internet censorship, governments or internet providers can specifically block access to certain websites, services, or even the Tor network itself. This affects people in countries like China or Iran, but also other regions where internet access is monitored, filtered, or restricted. Tor is therefore not just a tool for people who want to protect their privacy. For people in censored networks, Tor can be a tool to get access to information that is otherwise withheld from them. The Tor Project explicitly points out that direct connections to the Tor network can be blocked by internet providers or state authorities in some countries. Additional techniques for circumventing censorship are available precisely for such situations. Is Tor really safe? At this point, there is also an uncomfortable truth to mention: Tor is not a magical anonymity cloak. The Tor network is intentionally open. Basically, anyone can operate a relay. This is one of the great strengths because it creates a worldwide, decentralized network. On the other hand, it also means: Not every relay has to be trustworthy automatically. The Tor Project is very aware of this problem. There are always relays that are misconfigured or operated by operators with malicious intentions. The Tor Project therefore monitors the network for unusual behavior and can have problematic relays removed from the network by the Directory Authorities. In the past, larger groups of malicious relays have already been discovered and removed. Can there also be state actors among them? Theoretically: Yes. A Tor Relay is, first and foremost, a server. There is no technical mechanism that prevents a secret service, a police authority, or another state actor from operating their own relay. Whether a specific relay is actually operated by a government or a intelligence agency cannot be determined solely based on the public relay data. Therefore, one should approach statements such as „X percent of all Tor relays belong to the CIA“ or similar claims with great caution. Such numbers are not publicly verifiable. What is verifiable, however: Malicious relay groups have already existed. The Tor Project, for example, has in the past identified large relay groups that were classified as potentially malicious and subsequently removed from the network. Attacks via exit relays are also not a theoretical possibility. The Tor Project has, for example, discovered groups of exit relays that attempted to manipulate unencrypted HTTP traffic. In a documented case, so-called SSL stripping was used to prevent users from automatically switching to HTTPS. The affected relays were then removed from the network. What does this mean for the security of Tor? Here it gets interesting. Tor does not attempt to solve the problem by simply trusting every relay. The opposite is true. Tor is built on the principle that one does not need to fully trust individual relays. A typical Tor circuit consists of several relays: 1 2 3 4 5 6 7 8 9 10 11 12 13 Du │ ▼ Guard Relay │ ▼ Middle Relay │ ▼ Exit Relay │ ▼ Ziel The guard relay knows your access to the Tor network but does not know your final destination. The exit relay knows the destination of the connection but usually does not know your original IP address. The middle relay connects these two sides together without knowing the entire connection. This distributes the necessary trust across several independent stations. But what happens if an attacker controls multiple relays? Then it really becomes interesting. If an attacker can observe both the entry and exit points of the Tor network, they can attempt to correlate data streams based on timing, data volume, and other traffic patterns. This is called a traffic correlation or timing attack. And here, Tor is very clear: Tor cannot reliably prevent an attacker from correlating traffic if they can observe both ends of the connection. Exactly for this reason, Tor uses so-called entry guards. A Tor client does not use a completely new entry point for every connection, but rather a small group of guard relays. This reduces the probability that an attacker randomly controls or observes exactly the entry point. Is Tor therefore insecure? No. But Tor has a defined threat model. Tor is very effective against many forms of surveillance: Your internet provider usually does not see which specific website you are visiting via Tor. The target website does not see your normal IP address. A single relay can usually not simultaneously see your identity and your destination. The distribution across multiple independent relays significantly complicates simple surveillance. Against a very powerful adversary who can observe large parts of the internet a","date":"2026-08-11","permalink":"/en/post/allgemein/torrelay/","section":"post","title":"Tor Relay – A Small Part of the Free Internet"},{"content":"Historical low water levels on the Rhine are increasingly becoming a stress test for the economy and logistics. Many inland vessels can currently only transport their cargo at significantly reduced capacities, and some sections are barely economically navigable for larger ships. The consequence: raw materials, semi-finished goods, and energy carriers reach companies more slowly or must be shifted to other modes of transport. Sectors particularly affected include the chemical, steel, and energy industries, whose supply chains rely heavily on inland shipping. Against this background, Federal Transport Minister Steffen Bilger has invited representatives from business, ports, shipping, logistics, and authorities to a crisis meeting in Bonn. The goal was to identify short-term measures to mitigate the effects of low water levels and keep supply chains as stable as possible. One such measure is the temporary relaxation of the ban on Sunday and holiday driving for certain truck transports. Several federal states have already issued corresponding exemptions. But what does this actually mean for the road – and especially for drivers? Is a Second Splitting of the Rhine Looming? The current situation now goes beyond the known problem that inland vessels must reduce their cargo at low water levels. According to the German Inland Shipping Association (BDB), a further deterioration of the situation could even lead to a kind of \u0026ldquo;splitting\u0026rdquo; of the Rhine. Especially critical is the area around Kaub. The Rhine serves as a central link between the northern seaports and the industrial and economic regions in the south. If such a section becomes uneconomical or only passable under significant restrictions for commercial shipping, the consequences extend far beyond the directly affected vessels. Cargo cannot simply be transferred to another mode of transport at any arbitrary location. If a central section of the waterway fails, not only individual ship cargoes must be replaced; in the worst case, large parts of an entire transport connection must be shifted to road and rail in the short term. This gives the discussion about additional truck trips a completely different dimension. It is no longer just about whether a few extra trucks are allowed to drive on Sunday. It is about how a significant portion of European freight flows can be absorbed if one of the continent\u0026rsquo;s most important waterways can no longer fully deliver its transport performance. And it is precisely at this point that the question arises: how much additional capacity road and rail can actually provide in the short term. More Than Just Relaxing the Sunday Driving Ban In the initial reports, the possible relaxation of the Sunday and holiday driving ban was primarily in focus. In fact, this is only part of the measures package. The federal government is relying, among other things, on enabling additional transports by road and rail. At the same time, necessary permits for heavy transport should be issued more quickly, avoidable highway construction sites should be postponed as much as possible, and additional capacities in rail freight transport should be created. Long-term measures are also on the political agenda. These include investments in waterways, improvements to important shipping channels, and support for vessels that can be used economically even at low water levels. The current situation thus once again shows how dependent the German economy is on a functional interplay of different modes of transport. A Discussion That Is Not New That exceptions to the Sunday driving ban are discussed during crisis times is by no means new. Already during the Corona pandemic, exemptions were temporarily issued in numerous federal states. At that time, the focus was mainly on ensuring the supply of the population with food, medical products, and other essential goods. The Sunday and holiday driving ban was partially relaxed, as was the holiday driving ban. The situation back then differed significantly from today\u0026rsquo;s low water crisis. However, the basic pattern is similar: when supply comes under pressure, existing traffic regulations are temporarily flexibilized to create additional transport options. Is the Sunday Driving Ban Therefore Lifted? No. And it is precisely this distinction that is important for professional drivers. The current regulations mean no general lifting of the Sunday driving ban. The exemptions relate to specific transports directly or indirectly connected with coping with the consequences of low water levels. Under the respective conditions, necessary empty runs can also be included. In contrast, an ordinary transport does not become permitted Sunday traffic solely because a federal state has issued an exemption due to low water levels. For drivers and dispatchers, this means: The statement \u0026ldquo;The Sunday driving ban is lifted\u0026rdquo; is too general. What matters is always the specific trip and whether it actually falls under the scope of the respective general order. Large trucks and heavy transports are explicitly excluded from the corresponding NRW exemptions. The Holiday Driving Ban Also Plays a Role Another point is interesting for professional drivers that often goes unnoticed in public discussions. During summer holidays, in addition to the Sunday and holiday driving ban, the driving ban under the Holiday Travel Ordinance applies. It concerns certain heavy trucks on designated highways and federal roads and is valid on Saturdays between 7 am and 8 pm. Exceptions have also been created in connection with the low water levels. Affected replacement transports can thus travel on Saturdays on routes that are otherwise closed, provided the respective regulation applies. This can be particularly significant for traffic along the Rhine. If cargo needs to be shifted from the waterway to the road on short notice, it would be unhelpful if part of this additional transport capacity were blocked on a Saturday by the holiday driving ban. However, the exception still does not apply universally to every truck. What must drivers observe during an inspection? For drivers, it is therefore not only important whether an exception exists, but also whether it can be clearly demonstrated why the specific trip falls under this exception. A dispatcher cannot simply say: \u0026ldquo;The Sunday driving ban has been lifted in North Rhine-Westphalia.\u0026rdquo; The trip must actually be directly or indirectly related to dealing with the consequences of low water levels. This could be, for example, a transport that replaces a ferry service that has been cancelled or restricted due to low water levels. Under the corresponding conditions, necessary empty runs can also be covered. Therefore, during an inspection, it should be clear why the trip is covered by the exception. For companies and dispatchers, the respective general order is therefore the decisive basis—not a shortened report from social media or the statement that \u0026ldquo;the driving ban has been lifted.\u0026rdquo; And for those driving across multiple federal states, extra care must be taken. The states have issued their own regulations, whose conditions and duration of validity can differ from one another. Does the measure help at all? Opinions diverge precisely at this point. Industry and logistics generally welcome additional possibilities. After all, the transport performance that is partially lost on the Rhine must be replaced in the short term at least partially by other modes of transport. The Federal Association of Freight Transport, Logistics and Waste Management (BGL) views the measure much more cautiously. The reason is understandable: an additional day of driving does not automatically mean additional transport performance. Those who drive on Sundays are still subject to European driving and rest time regulations. The exception from the driving ban therefore creates no additional driving time. A driver cannot simply drive an extra","date":"2026-08-07","permalink":"/en/post/bkf/ausnahmefuerniedrigwasser/","section":"post","title":"Low water levels on the Rhine: Why the Sunday driving ban for trucks is once again under discussion"},{"content":"Securely encrypt files with age – The modern alternative to PGP If you want to send confidential files, you often first think of PGP. However, there is now a modern encryption tool called age that is much easier to use while still relying on current cryptography. In this tutorial, I will show you step by step how to create a key pair, receive encrypted files, and encrypt files for others yourself. What is age? age is a free open-source program for file encryption. Unlike PGP, age deliberately foregoes many complex functions and focuses on the essentials: Easy to use Modern cryptography Small keys No key servers No complicated key management This makes age excellent for private use, but also for whistleblower systems or secure document exchange. Installation Debian / Ubuntu / Linux Mint 1 sudo apt install age Fedora 1 sudo dnf install age Arch Linux 1 sudo pacman -S age Next, you can check if the installation was successful: 1 age --version Generate a key pair A key pair consists of: a private key (keep secret!) a public key (can be published) It is created with: 1 age-keygen -o key.txt The content looks approximately like this: 1 2 3 # created: 2026-08-02T08:30:00Z # public key: age1abcxyz123456789... AGE-SECRET-KEY-1XXXXXXXXXXXXXXXXXXXXXXXXXXXX The public key always starts with: 1 age1... The private key always starts with: 1 AGE-SECRET-KEY-1... Important: Store the private key securely. Whoever possesses it can decrypt all files encrypted for you. Publish the public key You can publish the public key on your website, for example: 1 age1abcxyz123456789... Anyone can use it to encrypt files for you. The public key does not allow decryption of the data. Encrypt a file for a recipient If someone has given you their public key, you encrypt a file like this: 1 2 3 4 age \\ -r age1abcxyz123456789... \\ -o geheim.pdf.age \\ geheim.pdf An encrypted file is created: 1 geheim.pdf.age Only the owner of the matching private key can open this file again. Decrypt a file To decrypt, the private key is required: 1 2 3 4 age -d \\ -i key.txt \\ -o geheim.pdf \\ geheim.pdf.age Subsequently, the original file lies unencrypted again. Encrypt for multiple recipients One of age\u0026rsquo;s greatest strengths is support for multiple recipients. 1 2 3 4 5 6 age \\ -r age1Alice... \\ -r age1Bob... \\ -r age1Christian... \\ -o bericht.age \\ bericht.pdf Still, only a single encrypted file is created. Each of the specified recipients can decrypt this file with their own private key. Practical example: Whistleblower You publish your public key on your website: 1 age1abcdefghijk... A whistleblower encrypts their documents: 1 2 3 4 age \\ -r age1abcdefghijk... \\ -o hinweis.zip.age \\ hinweis.zip They then send you only the file: 1 hinweis.zip.age You decrypt it with your private key: 1 2 3 4 age -d \\ -i key.txt \\ -o hinweis.zip \\ hinweis.zip.age The whistleblower never needs your private key. Encrypt files with a password If no keys are to be used, age can also work with passwords. Encrypt file: 1 2 3 age -p \\ -o geheim.age \\ geheim.pdf Decrypt file: 1 age -d geheim.age In both cases, a password is requested. Advantages over PGP age OpenPGP Very easy to use Extensive key management Modern cryptography Historically grown No key servers necessary Key servers optional Few commands Many options Ideal for file encryption Universal functionality Security tips Publish only your public key. Never give away your private key. Create an encrypted backup of your private key. Use multiple secure storage locations for backups. Regularly test whether you can still use your private key. Conclusion With age, files can be encrypted quickly, securely, and simply. The software deliberately focuses on pure file encryption and avoids the complexity of classic PGP solutions. Especially for Linux users, open-source projects, or secure exchange of sensitive documents, age is an excellent choice. Whoever publishes their public key can receive encrypted files at any time – without having to exchange passwords and without additional infrastructure.","date":"2026-08-02","permalink":"/en/post/tutorial/age/","section":"post","title":"Securely encrypt files with age – The modern alternative to PGP"},{"content":"A truck stop on the A4 near Cologne, in the middle of the night. A guard sees a loaded semi-trailer still parked in a spot late in the evening. The next morning, it\u0026rsquo;s gone. No lock picked, no witnesses, no panic. Just an empty parking space and a police report. I have described exactly such cases in my thought experiment \u0026ldquo;What if someone attacks our supply chains?\u0026rdquo; , albeit from a very abstract perspective: What happens when someone does not attack the goods themselves, but rather the trust upon which our entire supply system relies? Cargo theft is precisely that. Just not as a thought experiment, but as a daily reality at German rest stops and in digital freight exchanges. I have already reported extensively on a very concrete case from Cologne, where a forwarder with a hidden GPS tracker was able to expose a gang of so-called phantom carriers. This time, it is not about that single case, but about something that is almost always overlooked in the reporting: the groundwork. Because no semi-trailer simply disappears, and no fraudster simply gets handed over a load. Both require preparation. Only this preparation looks very different today, depending on whether the perpetrators are standing at the yard or sitting at the screen. The Old School: Observe, Conceal, Strike The Federal Association of Freight Transport, Logistics and Waste Management (BGL) has been warning for years that classic cargo theft is rarely a matter of chance. Even police crime prevention states it unequivocally: The crimes are well-planned; sometimes entire semi-trailer combinations are stolen, and not infrequently the perpetrators are even involved in the transport chain. They contribute by passing on information or by specifically scouting and investigating targets and locations.1 This aligns with what the Federal Office for Logistics and Mobility (formerly the Federal Motor Transport Authority) documented years ago in its special report on thefts in the transport sector: organized gangs that specifically search for inadequately secured vehicles, types of cargo, and parking spots.2 In practice, this means: Before a tarpaulin is even slit or a trailer uncoupled, the perpetrators already know what they are looking for. Which truck stop is poorly lit. Which weekends are staffed with only a single plant security officer. Which vehicles regularly transport high-value goods. This information does not fall from the sky; it is collected, sometimes over weeks. A Personal Experience from My Time at DHL Freight I experienced this myself when I was still operating as a subcontractor for DHL Freight. During that time, perpetrators managed to steal two complete trailers full of televisions from the company premises on a weekend. Precisely on a weekend when only plant security was on site. What was remarkable was not just the timing. The perpetrators presented themselves with all the identifying features of a genuine subcontractor: vehicles, markings, demeanor – everything seemed completely plausible at first glance. No one from plant security had any reason to be suspicious. That is exactly the point: The actual performance of the perpetrators did not consist in the theft itself, but in the concealment that made this theft possible in the first place. Whoever knows how a subcontractor typically behaves, what documents they present, and how the process works at the ramp can almost unnoticed slip into an existing structure. I was also personally targeted with a slit tarpaulin during that time. When I left my truck standing overnight at DHL in Menden, the perpetrators set about slitting the tarpaulin and stole 6 pallets of the then newly released Xbox One. Right there on the DHL parking lot. The New School: Groundwork at the Screen While security personnel, cameras, and attentive drivers still stand in the way at truck stops, a second path for preparation has become established that requires no physical presence: access to digital credentials. Since September 2025, an attack wave has been active in which criminals have specifically registered fake domains to compromise the identities of freight forwarders, freight exchanges, and logistics service providers. According to current findings, over 1,600 unique login credentials for important industry platforms have already been stolen, including fleet management systems, freight exchanges, and payment services.3 Whoever possesses valid but stolen login credentials does not need to bypass a firewall. They simply log in, as if they were the legitimate user. I also have corresponding indications from my own network at hand. Several freight forwarders have independently reported to me over the past weeks that there is an increased attempt to obtain access credentials for freight exchange accounts or confidential shipment data via phishing emails or targeted identity theft. For understandable reasons, the affected companies do not wish to be named here, but the frequency of such reports is remarkable and aligns with what is also observed regionally. This groundwork differs fundamentally from the physical scouting of a truck stop. No one needs to drive around at night taking photos of parking spots. It is enough to send a convincing email and wait until someone clicks on a link or enters login credentials into a fake login mask. Why Freight Exchanges Become the Preferred Target Freight exchanges such as TIMOCOM, Trans.eu, or Teleroute are indispensable for the industry, precisely because cargo and space come together there in seconds. However, this very speed also makes them attractive to scammers. In this regard, I sent an email to TIMOCOM, Trans.eu, and Teleroute. By the editorial deadline, only TIMOCOM had responded so far among the three platforms. In an email response, a representative from TIMOCOM pointed out the complexity of the problem. \u0026ldquo;The perpetrators are acting increasingly professionally and combine classic fraud schemes with cybercrime, such as phishing or identity theft,\u0026rdquo; explained Lisa Schneider, Marketing Communications Manager at TIMOCOM. \u0026ldquo;In our view, this risk can only be reduced collectively,\u0026rdquo; she added. TIMOCOM itself emphasizes that platform operators, freight forwarders, carriers, and shippers each must take responsibility for consistently implementing security measures and reporting suspicious activities early on. In this context, TIMOCOM refers to a multi-stage security concept as well as investments in prevention and education. As a concrete example, the spokesperson cited an eLearning module that was recently developed jointly with Spedifort and the Schunck Group. As soon as I receive responses from further platforms such as Trans.eu or Teleroute, I will add them here. Two Paths, One Principle Although the Autohof in Cologne and a phished freight exchange may seem so different at first glance, both follow the same basic principle: Whoever wants to steal successfully does not reach for the goods first. They gain access first, either through a convincing disguise on-site or by stealing login credentials on the screen. That is exactly what I suspected in my thought experiment on supply chain attacks: that modern logistics does not live primarily from fences and locks, but from trust. Trust that a subcontractor is indeed who they claim to be. Trust that an email really comes from the freight exchange. This very trust is the actual vulnerability that organized gangs and phantom carriers exploit equally. For freight forwarders, this means: Security does not stop at the barrier or the camera. It begins with the question of how well a company is able to verify trust before granting it. For us drivers, it mainly means one thing: Attention remains a weapon even when the actual crime no longer starts on the depot yard but in an inbox. Sources and Further Information My article: What if someone attacks our supply chains? My article: Phantom carriers: When the goods disappear completely legally Po","date":"2026-07-25","permalink":"/en/post/bkf/ladungsdiebstahl/","section":"post","title":"Cargo theft: Why cargo theft often begins weeks before a trailer disappears"},{"content":"Open Letter: Is the holiday driving ban for trucks still relevant? In recent days, much has been discussed about the possible abolition of truck driving bans on non-nationwide public holidays. In this context, another question has come to my mind that, in my view, also deserves discussion: Is the holiday driving ban for trucks still relevant in its current form? I am not asking this as a politician, scientist, or entrepreneur, but as a professional driver with around 30 years of experience. As a former works council chairman and operator of a specialist blog for professional drivers, I have been examining the impact of legal regulations on the daily work life of drivers for many years. The holiday driving ban was introduced to relieve road traffic during summer holidays. This objective is fundamentally understandable. However, the world has changed considerably since this regulation was introduced. Our motorways have been expanded, modern traffic control systems have emerged, and logistics has developed into a highly complex economic sector that relies on precise supply chains. At the same time, the question arises whether the holiday driving ban today actually still achieves the desired effect or whether it merely leads to a shift in traffic. Goods do not simply disappear just because there is a driving ban on certain Saturdays. Transport operations are instead frequently advanced or made up later. This creates additional peaks in load before and after the prohibited periods. From my professional practice, I know situations where vehicles and drivers are under significant time pressure to reach their destination in time before the start of the driving ban. In addition, there are economic and ecological aspects. Transport operations must sometimes be planned via longer alternative routes or organized at different times. This results in additional costs, higher fuel consumption, and avoidable CO₂ emissions. The impact on traffic flows should also be critically examined. If certain road sections may not be used, this does not necessarily mean less traffic; often it is merely shifted to other roads. Whether a relief is actually achieved or whether other regions and town routes are instead more heavily burdened should be investigated based on current data. However, what is particularly important to me is the human side of this discussion. Many long-haul drivers try to spend their weekends with their families. However, the holiday driving ban often leads to drivers no longer being able to reach home in time due to the remaining driving and working hours. Instead of spending the weekend with family, they must spend it at service areas or truck stops. Those who are not themselves active in freight transport often underestimate the burden that long absences can place on families and relationships. The profession of a driver already demands considerable personal sacrifices today. Additional hurdles that make return journeys more difficult or impossible should therefore be critically questioned at least. I am explicitly not questioning free weekends or rest periods for drivers. Many colleagues appreciate these quiet times and consciously use them for recovery. The question is rather whether the existing holiday driving ban today is still the appropriate instrument to achieve its original objectives. Therefore, I would like to see politics and administration subject this regulation to a modern and open-ended evaluation. The following should be examined: Does the holiday driving ban today still fulfill its original purpose? What actual impact does it have on traffic flow? What economic consequences arise for companies? What ecological effects do traffic shifts and alternative routes have? What social consequences result for drivers and their families? A regulation that has existed for decades should be regularly reviewed to determine whether it is still sensible and proportionate under current conditions. I would be pleased if this discussion were conducted in a factual manner and took into account both the interests of road transport and the life reality of the people who ensure that supermarkets, industry, and the economy are reliably supplied every day. 📝 Note: This open letter was sent on July 17, 2026, to the Federal Ministry for Transport as well as to Members of the Bundestag from the Hochsauerland district. Incoming responses will be documented and published if permissible.","date":"2026-07-17","permalink":"/en/post/bkf/offenerbrief/","section":"post","title":"Open Letter: Is the holiday driving ban for trucks still relevant today?"},{"content":"The Federal Ministry for Labour and Social Affairs (BMAS) presented an updated concept in July 2026 for \u0026ldquo;efficient and bureaucracy-free occupational health and safety.\u0026rdquo; According to the ministry, the planned measures are expected to relieve the economy and administration by approximately one billion euros annually. At the same time, it is emphasized that the existing level of protection for employees must be maintained. At first glance, this sounds like a sensible modernization: less paperwork, more digitalization, and occupational health and safety focused more on actual hazards. However, upon closer examination, the question arises whether only bureaucracy is being reduced or if important safety structures are gradually disappearing. A closer look is particularly worthwhile for the transport and logistics sector. What does the BMAS plan? The concept is divided into three reform packages. The most important points include: Fewer mandatory safety representatives in companies Digitalization of documentation and proof obligations Elimination of certain duplicate inspections Simplification of inspection obligations Increased responsibility for employers Strengthened controls by supervisory authorities Especially the planned changes regarding safety representatives are causing discussion. The advantages for freight forwarders Less administrative burden Many transport companies are already struggling with enormous documentation efforts today. Digital training, electronic proofs, and the elimination of outdated written form requirements can indeed provide relief here. Freight forwarders, especially smaller ones that do not have their own HR or occupational health and safety department, benefit from the simplification of processes. Fewer duplicate inspections Another positive aspect is the planned abolition of occupational health and safety duplicate inspections for vehicles that are already inspected according to StVZO regulations. For fleet managers, this means: less scheduling effort lower costs fewer vehicle downtime periods Provided that road safety continues to be fully guaranteed, this step is understandable. More flexibility Many regulations will in the future be aligned more closely with actual hazards. A small transport company with ten employees and manageable risks may indeed not require the same organizational effort as a logistics center with several hundred employees. Here, a risk-oriented approach can be useful. The disadvantages for drivers and employees While the advantages lie mainly on the corporate side, the situation looks significantly more differentiated from the perspective of employees. Fewer safety representatives mean fewer points of contact The BMAS wants to significantly reduce the obligation to appoint safety representatives. This is exactly where the problem begins. Safety representatives are often the first point of contact in many companies when employees want to report hazards. They know the daily routines, talk to colleagues, and often notice risks before an accident occurs. Anyone who has worked in freight forwarders or logistics centers for years knows: Not every driver goes directly to management with a problem. Not every warehouse worker reports a defect in writing. Often, communication happens informally through colleagues or precisely through safety representatives. If these positions are eliminated, part of this safety culture also disappears. Occupational health and safety lives on people – not on forms In political discussions, it is often pretended that occupational health and safety consists mainly of paperwork. The opposite is actually the case. A safety representative does not prevent an accident by filling out a form. He prevents accidents because he: reports damaged fall protection, notices missing high-visibility vests, points out defective equipment, alerts colleagues to hazards. Exactly this practical safety work is threatened to be weakened. More self-responsibility can also mean less control The BMAS emphasizes that the self-responsibility of employers should be strengthened. In principle, there is nothing against this. However, reality in parts of the transport industry often looks different: high time pressure, shortage of skilled workers, tight staffing levels, increasing cost pressure. Under such conditions, there is a risk that safety measures will no longer be seen as necessary protection but as a cost factor. The fewer binding structures exist, the more the quality of occupational health and safety depends on the sense of responsibility of individual companies. What does this mean concretely for professional drivers? For drivers themselves, the changes will probably not be noticeable immediately. However, the following developments could occur in the long term: Positive effects less bureaucratic effort for training faster digital processes lower costs for companies more efficient vehicle inspections Possible risks fewer internal points of contact reduced presence of occupational health and safety in daily life greater dependence on the employer\u0026rsquo;s self-responsibility later detection of safety defects Many work accidents, especially at depots, loading ramps, and in warehouse areas, do not occur through spectacular events but through small defects that are overlooked over a long period. Here, safety representatives often play an important role. Bureaucracy reduction must not be an end in itself No one will seriously dispute that there is unnecessary bureaucracy in occupational health and safety. Digital procedures, the reduction of duplicate inspections, and modern documentation options are sensible steps. However, problems arise when structures that have proven effective in practice disappear under the banner of \u0026ldquo;reducing bureaucracy.\u0026rdquo; Safety representatives are not bureaucrats. They are employees from within the company who identify hazards, raise awareness among colleagues, and contribute to preventing accidents. Reducing their numbers may save money. Whether safety is maintained as a result will only become clear in the coming years. Conclusion The BMAS concept contains numerous sensible approaches to digitizing and simplifying occupational health and safety. For freight forwarders in particular, this could lead to genuine relief. However, the planned reduction of safety representatives should be viewed critically. Occupational health and safety does not arise solely from laws, regulations, and digital forms. It is created primarily by people who pay attention to risks every day and speak up about shortcomings. If reducing bureaucracy leads to fewer such people, the bill could ultimately be significantly more expensive than the promised savings. Source Federal Ministry for Labour and Social Affairs (BMAS): Concept for an efficient and low-bureaucracy occupational health and safety – Update 2026 https://www.bmas.de/SharedDocs/Downloads/DE/Meldungen/2026/konzept-fuer-einen-effizienten-und-buerokratiearmen-arbeitsschutz-2026.pdf?__blob=publicationFile\u0026v=2","date":"2026-07-17","permalink":"/en/post/bkf/arbeitsschutz/","section":"post","title":"Occupational Health and Safety 2026: One Billion Euro in Bureaucracy Reduction – But at What Cost?"},{"content":"The German federal government is apparently planning a change that could significantly alter the German freight transport sector. Following an announcement by Federal Digital Minister Karsten Wildberger, truck driving bans on non-federal holidays are set to be abolished in the future. This would affect holidays such as Corpus Christi, All Saints\u0026rsquo; Day, or the Assumption of Mary, which currently lead to driving bans only in individual federal states. For now, this remains a political announcement. The existing regulations continue to apply until the corresponding legal provisions are actually changed and published. Nevertheless, it is already worthwhile to consider what impact such a reform could have on the transport industry, freight forwarders, and not least on us drivers. A Rulebook with Side Effects The Sunday and holiday driving ban is intended to ensure rest on the roads and reduce the burden on residents. In practice, however, the current regulation has led to problems for years when holidays apply only in individual federal states. While trucks must stand still in North Rhine-Westphalia, for example, on Corpus Christi, traffic rolls on normally in Lower Saxony or Schleswig-Holstein. This creates significant planning efforts for freight forwarders. Routes must be reorganized, vehicles rerouted, or goods temporarily stored. Vehicles often stand just a few kilometers before a state border, even though they are allowed to continue their journey on the other side. The result is additional costs, higher organizational effort, and often delays along the entire supply chain. Time-critical transports and companies operating nationwide or internationally are particularly affected. Impact on Freight Forwarders and Shippers For freight forwarders, abolishing regional holiday driving bans would primarily mean one thing: more planning security. Dispatching will no longer need to account for different holiday regulations for each federal state. Routes can be planned more efficiently without regional special rules interrupting the process. Shippers and warehouse operators would also benefit. Goods could be transported more continuously, reducing bottlenecks and backlogs. Especially in times of strained supply chains and high costs, every avoided delay can make a noticeable difference. In addition, empty runs and detours could be avoided. Vehicles would no longer need to be specifically dispatched to leave certain federal states before the start of a regional holiday. This saves time, fuel, and ultimately CO₂ emissions as well. When a Driving Ban Creates More Traffic Proponents of the current regulation often argue with relief for the roads. In practice, however, a different picture often emerges. Anyone who regularly travels in long-haul transport knows the phenomenon: when a regional holiday driving ban is approaching, many companies try to complete their transports before the ban begins. Routes are advanced, additional vehicles are dispatched, and drivers face time pressure to get the goods to their destination on time. The result is often increased traffic pressure in the hours before the driving ban. Rest areas and truck stops fill up faster than usual, free parking spaces become even scarcer, and traffic peaks exactly where they should be avoided often arise. After the holiday, the game often repeats itself in reverse. Deferred transports must be processed, warehouses want to be emptied, and customers wait for their goods. Instead of distributing traffic more evenly, this creates artificial stress peaks before and after the holiday. From a road safety perspective as well, this is a point worth discussing. Time pressure has never been a good companion in road freight transport. When routes are artificially compressed, stress for drivers and dispatch inevitably increases as well. Abolishing regional holiday driving bans would not necessarily increase traffic. Rather, it could help distribute transports more evenly over the available days and thus reduce some of today\u0026rsquo;s self-created peak loads. What Could Improve for Us Drivers While economic advantages are often discussed, the effects on drivers often fall into the background. Yet we could particularly benefit from a more uniform regulation. A major advantage would be better predictability of daily work life. Many drivers know the situation: routes are changed at short notice because a regional holiday is approaching. Dispatchers look for alternatives, customers shift time windows, and in the end, what was supposed to be a relaxed tour becomes an organizational challenge. If these regional driving bans were abolished, routes could be planned much more stably. This creates more reliability for both drivers and companies. The number of unnecessary waiting times could also decrease. Today, it happens again and again that vehicles must be unloaded quickly before holidays or drivers are forced to plan long standing times. A more uniform regulation would alleviate such situations at least partially. Not least, the parking situation could also improve. If transports can be distributed more evenly over the week, fewer artificial peaks occur before regional holidays. This would reduce pressure on already scarce truck parking spaces. In addition, drivers benefit from better planning of rest periods, home trips, and appointment scheduling. Those who do not have to constantly pay attention to regional special rules can make their week much more reliable. Less Bureaucracy, More Clarity Germany currently has a patchwork of different holiday regulations. For companies, drivers, and customers, this means additional effort and often uncertainty as well. A more uniform regulation nationwide would make the legal situation much clearer. Anyone traveling across the country would no longer need to constantly check which holidays apply in which federal state and what impact this has on route planning. The current situation is particularly difficult to follow in cross-border traffic. While a vehicle must stop in one federal state, it can drive freely just a few kilometers further away. This is hard for many involved parties to understand. Nothing Has Been Decided Yet Despite the announcement, developments should be viewed with due caution. So far, no final legislative change has been adopted. Until the legal situation is adjusted, existing driving bans continue to apply unchanged. If the federal government implements its plans, however, this could become one of the most significant changes in the area of holiday driving bans in many years. For freight forwarders, shippers, and drivers, above all, there would be more clarity, more planning security, and less bureaucracy. And perhaps this could also be a step toward a more honest discussion about the actual effects of such driving bans. After all, a regulation intended to reduce traffic but which in practice often leads to additional traffic peaks, parking problems, and time pressure should at least be open to question. Whether this will indeed lead to an end to the long-criticized patchwork will become clear in the coming months.","date":"2026-07-16","permalink":"/en/post/bkf/feiertagsfahrverbot/","section":"post","title":"The end of the patchwork? – Truck bans on non-federal holidays are set to be abolished"},{"content":"📝 Terms briefly explained Chat control 1.0 refers to the current EU exception regulation, which allows providers to voluntarily scan certain content. Chat control 2.0 refers to the long-discussed legislative proposals that would introduce mandatory measures under certain conditions. The terms 1.0 and 2.0 are not official names of the EU, but have become established in media and public debates. Those following the discussion around the so-called \u0026ldquo;Chat control\u0026rdquo; quickly get the impression that the European Union wants to read all private messages of its citizens tomorrow morning. On the other hand, the opposite side claims that it\u0026rsquo;s merely about fighting child abuse and only criminals have something to fear. As often is the case, the truth lies somewhere between the extremes. The problem: The debate is now being conducted so emotionally that many people no longer know what is actually being discussed. Therefore, it is worth separating the various regulations from each other clearly. Chat control 1.0 already exists Many people believe that Chat control is still a legislative proposal. In fact, the so-called Chat control 1.0 has already existed for several years. More precisely, it refers to an exception regulation at the EU level, which allows providers of communication services to voluntarily check unencrypted content as well as content they technically have access to, in order to detect known child sexual abuse material (CSAM) and grooming attempts. The affected services include, among others, webmail providers, cloud services, social networks, and messengers that technically have access to the content of their users or had access in the past. This includes platforms such as Google, Microsoft, Facebook, or Instagram, which have been using various systems to detect known abuse content for years. It is important to note the word \u0026ldquo;voluntary\u0026rdquo;. The regulation currently does not obligate any provider to search private messages. It merely creates the legal basis for companies to do so without violating certain data protection regulations. Exactly this regulation has been extended several times in recent years. The latest extension is currently causing renewed discussions, although it has changed little in terms of technical possibilities. So, if someone believes that the EU has just decided to monitor all messengers, they are mistaken. Conversely, if someone claims that the regulation has no impact on privacy, they are oversimplifying. Because voluntary does not automatically mean that nothing happens. Why Chat control 1.0 received relatively little attention The reason is simple. Most major platforms already control content in some form. When storing photos on Facebook, Instagram, Google, or Microsoft, users should not assume that these data lie completely unnoticed on a hard drive. Many services automatically check content for malware, spam, or already known abuse material. What was new was less the technical possibility than the legal basis for it. For users of classic end-to-end encrypted messengers like Signal or Threema, the practical impact has remained relatively low so far. Exactly for this reason, the actual controversy quickly moved to the next level of the discussion. Chat control 2.0 goes much further When today \u0026ldquo;Chat control\u0026rdquo; is mentioned, it usually refers to the so-called Chat control 2.0. And here begins the actual dispute. Unlike the existing regulation, the draft does not provide for voluntary control anymore. Instead, providers should be able to be obliged under certain conditions to search the content of their users. The problem here is not the goal. Few people would seriously dispute that child abuse must be fought. The decisive question is rather: How can one search encrypted communication without weakening the encryption? So far, there is no technically undisputed answer to this. The encryption problem End-to-end encryption means, in simple terms, that only the sender and recipient can read a message. Neither the service provider nor a third party can decrypt the content. Exactly for this reason, this technology is used by banks, companies, journalists, lawyers, doctors, and now also millions of private individuals. Whoever now wants to control encrypted messages faces a logical problem: You can only check a message if it is readable. And precisely here arose the idea of so-called client-side scanning. In this case, a message would be examined already on the user\u0026rsquo;s device before it is encrypted and sent. Technically speaking, the encryption is not directly broken. Critics, however, point out that the result is similar: A software on the device checks the content before it even leaves the private area. The discussion reminds a bit of the statement: \u0026ldquo;We don\u0026rsquo;t open your letter. We just look briefly inside before sealing the envelope.\u0026rdquo;\u0026quot; Depending on whom you ask, this is a significant difference or merely wordplay. The real concern of many data protection advocates Interestingly, the criticism of many experts does not primarily target the fight against abuse content. The concern rather concerns the infrastructure that would need to be created for this. Because once a system exists that can automatically check messages, the question inevitably arises: What else could it be used for in the future? Today it is about abuse content. Maybe tomorrow about copyright violations. The day after tomorrow about other content. Even if such an expansion was never planned, the technical possibility remains. Data protection advocates often refer to a so-called dammbruch or the misuse of existing surveillance structures. Why the discussion is so emotionally charged The answer is uncomfortably simple. On one side stands the protection of children. On the other side stand data protection, privacy, and secure encryption. Both are legitimate interests. Those who argue against chat monitoring do not necessarily want to protect abuse. Those who support chat monitoring do not automatically want to establish a surveillance society. The real problem is that both sides are often portrayed as if there were only black or white. This is one of the most difficult technical and societal questions of our time. The real problem: No one knows exactly how effective the measures are Supporters of chat monitoring argue that law enforcement agencies need more possibilities to combat abuse representations and grooming on the internet. The question of how effective the current measures actually are, however, is surprisingly difficult to answer. Even the European Commission points out in its current Implementation Report on Chat Monitoring 1.0 that the data situation is incomplete. Member states provide different data, some states report only partially, others not at all. As a result, many numbers are only partially comparable. In addition, high reporting numbers do not automatically mean that as many perpetrators are identified or victims rescued. There are often significant differences between an automated report, a real investigation, and a later conviction. The actual debate should therefore not only focus on how many contents can be found. Equally important is the question of which measures have been proven to help identify perpetrators, protect victims, and permanently remove abuse content from the internet. The actual question is often not even posed In public debate, there is often the impression that there are only two possibilities: Monitor private communication. Do nothing against child abuse. Exactly at this point, many critics of chat monitoring start their argument. Because the question is not only whether the proposed measures technically work or are compatible with fundamental rights. The question is also: Are there more effective measures that interfere less deeply with the privacy of uninvolved people? This discussion often goes unnoticed in public perception. It is not about downplaying chil","date":"2026-07-13","permalink":"/en/post/allgemein/eprivacy/","section":"post","title":"Chat Control 1.0 and 2.0 – What is actually planned and what is currently being debated"},{"content":"Playing Battlefield 3 on Linux (LMDE 7, Proton 11) in 2026 Battlefield 3 was already released back in 2011. And yes, I know, it\u0026rsquo;s old. But there are still active multiplayer servers today. Thanks to Proton, this classic can now be played surprisingly smoothly on Linux. And especially: more performant! In this article, I show the installation under LMDE 7 (Linux Mint Debian Edition) with Steam and Proton 11, as well as the typical problems I encountered. Test System LMDE 7 (Gigi) Linux Kernel 6.12 AMD Ryzen 5 5500 AMD Radeon RX 9060 XT Steam Proton 11 Installing Battlefield 3 Battlefield 3 is installed normally via Steam. Then in Steam: Properties → Compatibility Enable: Force the use of a specific compatibility tool for this game and select as Proton version: Proton 11 After that, start the game once so Steam creates the Proton prefix. Battlelog Still Works Battlefield 3 still uses Battlelog in the browser today. Battlelog is accessed at: https://battlelog.battlefield.com/bf3/ Log in with your EA account and link the game with Steam. Installing Protontricks Under LMDE, Protontricks could be installed via Flathub. If Flatpak reports an error like 1 opening repo: opendir(objects): Datei oder Verzeichnis nicht gefunden it is usually because the user repository is corrupted. In my case, the installed Flatpaks were available system-wide, while only the user repository was defective. Updating PunkBuster Many Battlefield 3 servers still use PunkBuster. The current version of PBSetup can be downloaded here: https://www.evenbalance.com/downloads.php File: 1 pbsetup.exe Starting Protontricks 1 protontricks Then: Select Battlefield 3 OK After that: Select the default wineprefix and then select: Run an arbitrary executable Now start the downloaded file 1 pbsetup.exe Adding Battlefield 3 In the PunkBuster Setup: Add a Game Select it. Then: Battlefield 3 Add it and afterwards: Update PunkBuster Execute this to install the current PunkBuster files. Typical Problem: \u0026ldquo;Disable VPN\u0026rdquo; After successful installation, the following message appeared when joining a server: 1 2 3 4 Game disconnected: you have been banned from this server. Stated reason: IP address not allowed please disable VPN or: 1 [peierskopp] Please disable VPN and rejoin Surprise: No VPN Was Actually Active The first suspicion was naturally an active VPN service. However: No CyberGhost active No Mozilla VPN active Public IPv4 address from Deutsche Glasfaser Public IPv6 address from Deutsche Glasfaser No anomalies in blacklist checks The queries yielded: 1 2 3 4 5 IPv4: 94.31.x.x Provider: Deutsche Glasfaser Wholesale GmbH Thus, it apparently was a false alarm from the server plugin used. Cause The message does not come from: Battlefield 3 EA PunkBuster Linux Proton but from an anti-VPN plugin of the respective server operators (BFAdminTools). Apparently, the IP range used was incorrectly identified as a VPN or proxy. Conclusion The actual installation of Battlefield 3 on Linux was surprisingly uncomplicated: ✅ Steam installation ✅ Proton 11 works ✅ Battlelog works ✅ Battlefield 3 starts ✅ PunkBuster can be updated The biggest problems did not arise from Linux or Proton, but from server-side anti-VPN filters that incorrectly classified a normal Deutsche Glasfaser IP as a VPN. Remarkable is also how well Battlefield 3 integrates into the current Steam platform today. Playtime, achievements, and DLCs continue to work without issues. The game is still officially offered via Steam and can be installed without major detours. Even though it currently costs €40. What is truly surprising here is not that Battlefield 3 runs on Linux – but how smoothly it does so now. While Linux was often seen as an obstacle in the past, today\u0026rsquo;s biggest stumbling blocks come from the remaining community tools and server filters. Anyone who wants to play Battlefield 3 again in 2026 can do so without problems on Linux.","date":"2026-07-10","permalink":"/en/post/tutorial/bf3/","section":"post","title":"And Battlefield runs under Linux"},{"content":"How Facts Turn into Disinformation – and Why Media Literacy is More Important Than Ever Anyone who uses social media today no longer needs a newspaper. News, opinions, analyses, and supposed revelations reach us around the clock. TikTok, Facebook, Instagram, and X have become for many people the most important source of information. The problem here is not that information is being spread there. The problem is that often no distinction is made between facts, opinions, and speculation. In recent days, two examples have shown how quickly real events can turn into stories that have little to do with the actual reality. The Camera in the Car as Evidence of State Surveillance A few days ago, a video went viral on TikTok showing what is known as a driver monitoring system. Modern vehicles now have cameras that can detect whether a driver is tired, distracted, or looking away from the road for an extended period. The technology exists indeed. It is even mandated and is supposed to help prevent accidents. But a glance at the comments quickly showed where the discussion was heading. Suddenly, there was talk of state surveillance. Users claimed that the government could now monitor what drivers do at any time. Others saw this as the next step toward a surveillance state. What was remarkable about this was not the criticism. Criticism of new technology is legitimate. What was remarkable was how quickly a technical fact turned into a political claim. Because there is a huge difference between the two statements. The statement: „The vehicle has a camera that monitors the driver\u0026rsquo;s attention.“ is a verifiable fact. The statement: Die Regierung überwacht damit die Autofahrer. is a claim. And precisely this difference is often lost in many discussions. The Second Example: The Allegedly Approved Chat Monitoring This pattern became even clearer after the vote of the European Parliament last Thursday. Within a few hours, posts on TikTok and other platforms were overflowing. „Chat monitoring has been approved.“ „The EU will now read your messages.“ „The end of digital privacy.“ Anyone who only consumed such videos had to conclude that the European Union had just approved the controversial „Chat monitoring 2.0.“ But that is not what happened at all. What Actually Was Approved Those who read the official documents instead of TikTok videos encounter a much less dramatic reality. The subject of the vote was the extension of an existing transitional regulation. This allows platform operators like Microsoft, Google, Meta, and other providers to voluntarily search for depictions of child sexual abuse and grooming attempts. The decisive term here is: voluntary. The providers may use such systems. They are not required to. This regulation has existed for several years already. It is now set to be extended until 2028. Therefore, there can be no talk of a newly introduced surveillance of private communication. A Detail That Many Videos Overlook Particularly interesting is a point that is entirely omitted in many of the circulating videos. The European Parliament explicitly stated in its position that end-to-end encrypted communication services should be exempt from these measures. In other words: Messenger services that are based on real end-to-end encryption should not be captured by these voluntary scans. This point is remarkable because it contradicts what many videos claim at the moment. While those videos create the impression that all private messages will be monitored in the future, the actual position of the Parliament even includes additional protections for encrypted communication. This does not automatically mean that all criticism is unfounded. The debate over the so-called „Chat monitoring 2.0“ is still open. Data protection advocates, civil rights organizations, and IT security experts have been warning for years about possible intrusions into privacy. Discussions over these issues must continue. But at least we should discuss what was actually voted on. The Real Danger Is Not the Facts Many people imagine disinformation as a completely made-up story. Someone makes a false claim, and others believe it. In reality, disinformation often works much more sophisticated today. It often begins with a real fact. The camera in the car exists. The EU vote took place. The facts are real. That is why the stories constructed from them appear credible. From a camera, state surveillance suddenly emerges. From a vote on an existing voluntary regulation, the supposedly approved total surveillance of private communication emerges. The transition often happens so subtly that many people do not even notice it. Why Such Content Is So Successful The success of such posts has a simple reason. They provide simple answers to complex questions. A sober explanation of what a driver monitoring system actually does generates little attention. A video with the title „The government is now monitoring you even in your car!“ on the other hand does. The same applies to chat monitoring. A legal discussion about European data protection regulations is complicated. The Statement „The EU is now reading your chats.“ fits perfectly into a 30-second video. Social media rewards attention. Not accuracy. Not differentiation. Not context. The stronger a message is emotionally charged, the greater its reach, likes, and comments often are. The dangerous difference between skepticism and distrust A democratic society needs critical citizens. It is right to question state decisions. It is right to voice concerns about privacy. It is right to critically follow political initiatives. Yet critical thinking does not mean accepting every claim uncritically, as long as it fits one\u0026rsquo;s worldview. Skepticism asks questions. Distrust already knows the answer beforehand. Who is skeptical seeks evidence. Who merely wants confirmation of what they already believe will see any contradiction as part of the problem. Exactly why many discussions fail at the very beginning. Who refers to official documents is quickly labeled naive. Who reads a resolution instead of relying on a TikTok video is suddenly seen as part of the system. Not the source decides the credibility of a statement. But the facts. Media literacy starts with a simple question Perhaps the most important skill of our time is no longer finding information. A smartphone suffices for that today. The real challenge is being able to contextualize information. When someone reads or hears a claim, they should first ask themselves a simple question: Where does this information actually come from? Does it come from a video? From a comment? From a clipped excerpt? Or from the actual document the claim refers to? Often, this first step is enough to determine that significant differences exist between the original event and its portrayal on social media. Conclusion The greatest danger for an informed society is not differing opinions. The greatest danger arises when people stop verifying claims. The examples from recent days impressively show how quickly real facts can turn into false stories. A camera in a car becomes state surveillance. A vote on an existing voluntary regulation becomes an alleged decision on Chat Control 2.0. Not because the facts are wrong. But because conclusions are drawn from them that no one has substantiated. Exactly why media literacy is more important than ever. Don\u0026rsquo;t believe everything. Don\u0026rsquo;t reject everything. But check what actually happened. Because disinformation rarely starts with an obvious lie. It usually starts with a true statement—and ends with a claim that no one has checked. Many TikTok videos give the impression that Chat Control 2.0 has already been decided. In reality, the timing of a possible final vote is still not clearly set. The so-called Chat Control 2.0 still exists only as a proposal to be voted on at some point. Sources and further information Those who want to form their own opinion should not stop at T","date":"2026-07-10","permalink":"/en/post/allgemein/medienkompetenz/","section":"post","title":"Media Literacy in the Age of TikTok: Why Facts Alone Are No Longer Enough"},{"content":"A truck arrives on time. The paperwork is complete. The driver checks in properly. The cargo is loaded, and the transport order seems to be proceeding as usual. But the shipment never reaches the intended recipient. What sounds like a classic cargo theft is actually a fraud scheme that has been occurring more frequently across Europe in recent years: so-called phantom freight forwarders. The Current Case from Cologne How professionally the perpetrators now operate is illustrated by a recent case from Cologne. After a forwarding agent had previously lost high-value goods, he proactively hid a GPS tracker in the cargo for another shipment. When it became clear that the truck was not heading to the intended recipient but instead to a warehouse in Cologne, the entrepreneur immediately contacted the police. The officers were able to arrest several suspects and secure goods worth more than 200,000 euros. The case clearly shows: Modern technology can help limit damage. Even more important, however, is recognizing the scam itself. What Are Phantom Freight Forwarders? Unlike in a classic theft, the cargo is not taken by force. The perpetrators receive it officially. They pose as reputable transport companies. They use forged documents, copied company data, or even misuse the identity of actually existing forwarding agents. Through freight exchanges, email, or telephone, they contact shippers or forwarders and accept transport orders. On the loading day, a vehicle appears, the cargo is properly accepted – and then disappears without a trace. For the shipper, everything initially looks correct. Why This Scam Is So Successful The logistics industry today operates faster and more digitally than ever before. Transport orders are assigned within minutes. New business partners are often verified solely through digital documents. At the same time, there is increasing time and cost pressure on dispatchers and forwarders. Criminals exploit exactly this situation. Often, a forged email address or a website that looks almost identical to the real one is enough to create trust. It becomes particularly dangerous when perpetrators misuse the identity of real companies. Then, company name, address, and commercial register data may even match official information at first glance. The Role of Phishing and Cybercrime Many cases now begin not on the yard or at the ramp, but at the computer. Forwarding agents regularly report phishing emails with which criminals attempt to gain access to company accounts or email inboxes. If a perpetrator gains access to such an account, they can read ongoing communications and even send messages under the name of a real company. This creates particularly dangerous situations: Orders are accepted under someone else\u0026rsquo;s name. Documents are manipulated. Points of contact are swapped out. Driver and vehicle data are changed at short notice. Everything appears authentic to those involved because the messages actually come from a known sender. Cargo theft can then begin long before a vehicle even arrives at the loading site. Why Email Alone Is Not Sufficient Verification Many fraud cases start with a seemingly legitimate email. That is precisely why many forwarding agents do not rely solely on the information provided in a message when dealing with unknown business partners. In practice, additional verifications are frequently carried out. These include callback requests via officially known phone numbers or confirmations through the used freight exchange. Some companies compare contact details from the original request with company data stored in the platform. If email addresses, points of contact, or other information do not match, the process should be scrutinized more closely. What Forwarding Agents Should Pay Attention To Absolute security is not possible. Nevertheless, companies can significantly reduce the risk. Important check points include: Carefully verify new freight forwarders. Research phone numbers exclusively through official sources. Scrutinize email addresses carefully. Obtain order confirmations preferably via the freight exchange or known communication channels. Question changes to vehicle, license plate, or driver. Verify insurance and license certificates directly with the issuer. Secure high-value cargo with GPS tracking. Extra caution is required when multiple changes occur shortly before transport begins. What Professional Drivers Can Do Although the primary responsibility for order verification lies with dispatch and administration, drivers can contribute to early detection of irregularities. Warning signs may include: Last-minute changes to unloading addresses, Unplanned reloading operations, Contradictory transport documents, Missing company markings, Unusual instructions during the trip. Of course, a driver should not and cannot conduct criminal investigations. However, attention and common sense can help prevent damage. The Threat Is Growing Phantom freight forwarders are no longer just a problem for individual large corporations. Companies of all sizes are now affected. The combination of digital order processing, identity theft, and cybercrime makes this form of fraud particularly dangerous. While vehicles or trailers were often stolen in the past, today a convincing digital identity is often sufficient to gain access to high-value goods. For the logistics industry, this means: cargo securing no longer ends at the tarp or the truck door lock. It begins already with the selection of the transport partner. Security is created through multiple control steps Most successful fraud cases do not stem from a single error. Often, time pressure, incomplete checks, and a convincingly appearing fraudster come together. That is why many companies rely on multiple control steps. An email address is verified, phone numbers are cross-checked, orders are additionally confirmed via the freight exchange, and GPS trackers are used for high-value cargo. No single measure offers complete protection. However, the combination of several controls makes it significantly more difficult for criminals to pose as legitimate business partners. Conclusion The case from Cologne shows that criminals are acting increasingly professionally. At the same time, it clearly demonstrates that attention, careful checks, and modern technology can be effective means against this form of cargo theft. Anyone assigning transport orders should keep in mind: Not every theft begins with a broken trailer. Sometimes it begins with an email. 📝 from practice Have you already had experiences with phantom freight carriers, forged transport orders, or suspicious inquiries? Share your experiences in the comments or send me an email . The more information shared within the industry, the harder it will be for fraudsters to succeed.","date":"2026-07-06","permalink":"/en/post/bkf/phantomfrachtfuehrer/","section":"post","title":"Phantom Freight Forwarders: When Goods Disappear Completely Legally"},{"content":"Chapter 1 - EUROPE STANDS STILL WITHOUT TRUCKS The Importance of Road Freight Transport for Economy and Society Whoever gets up in the morning starts their day with products that have been transported. The bed we sleep in, the clothes in the wardrobe, the toothpaste in the bathroom, the coffee on the breakfast table, and the smartphone in our hand all share one thing: they were manufactured, stored, distributed, and transported. Between the production of a product and its use often lie hundreds or even thousands of kilometers of transport routes. Modern societies therefore function not only through production and trade, but primarily through functioning supply chains. Road freight transport forms the backbone of these supply chains. While ships connect continents, aircraft transport particularly urgent goods, and railways move large quantities over long distances, the heavy goods vehicle takes on the task of actually delivering goods to companies, shops, hospitals, construction sites, and people. Almost every product eventually comes into contact with a truck. Road freight transport connects industry, agriculture, trade, healthcare, craftsmanship, and consumers into a common economic cycle. Without this connection, even highly advanced economies would hit their limits within a very short time. This became particularly evident during times of crisis. Whether natural disasters, border closures, economic crises, or the coronavirus pandemic – whenever supply chains are disrupted, it becomes visible how dependent modern societies are on a functioning transport system. Food must be distributed daily. Hospitals need medicines and medical equipment. Production facilities wait for components. Construction sites require materials. Supermarkets must fill their shelves. All of this does not happen by chance, but through the daily work of hundreds of thousands of people along the transport and logistics chain. Despite this central importance, road freight transport is often viewed merely as a cost factor. In many economic decisions, the question of what performance is delivered does not take center stage; rather, the focus is on how to purchase it as cheaply as possible. It is precisely at this point that a fundamental misunderstanding begins. Transport is not a side effect of economic activity. Transport is the prerequisite for economic activity to take place at all. Without functioning transport, production failures, supply shortages, and supply problems arise. The consequences affect not only the transport sector itself, but society as a whole. Road freight transport is therefore far more than just an industry sector. It is the link between almost all areas of social and economic life. Perhaps its role can best be compared to the blood circulation of a body. As long as the blood flows, hardly anyone perceives its importance. Only when the circulation is disrupted do the consequences become visible. The same applies to freight transport. As long as goods are available, shelves remain filled, and production facilities run, transport appears self-evident. However, this self-evidence relies on the daily work of millions of people across Europe. Road freight transport is thus not only a mirror of economic developments. It is often also their early warning system. Changes in production, consumption, industrial policy, globalization, or social priorities often first appear on Europe\u0026rsquo;s roads. Therefore, anyone who wants to understand how economy and society are changing should also understand what is happening on the roads of Europe. Because there, the consequences of political and economic decisions often become visible earlier than in many statistics. Road freight transport does not just move goods. It connects economy, society, and people with one another. And precisely for that reason, its future concerns us all. CHAPTER 2 - WHEN THE PROFESSION YET OFFERED A PERSPECTIVE The Transport Sector Before Liberalization, Globalization, and European Cost Pressure To understand the current situation of European road freight transport, it is worthwhile to look back. Many developments that are now taken for granted did not exist over decades or existed only to a much lesser extent. The transport sector was organized differently, market structures were more manageable, and economic framework conditions followed different rules. Road freight transport in many regions of Europe consisted predominantly of medium-sized companies. Family businesses shaped the image of the sector. Often, several generations worked together within a company. Entrepreneurs knew their drivers personally, drivers knew their customers, and long-term business relationships were not an exception but the rule. Competition existed, but it moved within a framework that enabled many companies to maintain economic existence. Prices were negotiated, but not defined exclusively by the lowest cost factor. For many drivers, the profession was more than just a job. It offered the opportunity to support a family, build home ownership, and develop long-term prospects. The work was demanding, often involving long absences, yet many drivers still regarded their profession as respectable and identity-forming. The heavy goods vehicle was not only a tool of work, but frequently an expression of responsibility, experience, and professional pride. The transport industry was also more regionally rooted. National markets held greater significance than today; international transports played a role but did not yet dominate the sector. A fundamental difference from the current situation lay in market regulation. Until the 1990s, commercial long-distance freight transport was subject to tariff and legal frameworks that limited competition and ensured higher predictability. The Reichskraftwagentarif (RKT), or National Freight Tariff, applied to long-distance freight transport. These tariff systems set freight rates for different distances, types of goods, and transport routes. The goal was to prevent ruinous price competition while ensuring that transports could be carried out at cost-covering levels. Although deviations from standard tariffs were possible for regular customers, scheduled services, and larger transport volumes, such adjustments remained within clearly defined limits. This created a market in which competition existed, yet transport services inherently possessed recognized economic value. At the same time, access to the market was restricted. Concessions were required for various modes of transport and routes. These approvals represented not only administrative permission but often held considerable economic value. Many entrepreneurs invested over years in these concessions. They were taken into account during company valuations and frequently served as an important component of retirement planning for entrepreneurial families. With the gradual liberalization of European freight transport, this system underwent a fundamental transformation. Tariff bindings were abolished, market access regulations relaxed, and competition increasingly opened up. What was politically intended to enable greater efficiency and lower transport costs meant for many companies simultaneously a dramatic loss of economic substance. Concessions lost their value, tariff protection disappeared, and competition shifted increasingly toward price. Many entrepreneurs and drivers look back on this period as the beginning of a historical transformation whose effects continue to shape the industry today. Not everything was yet visible. Yet the foundations for later developments had been laid. Therefore, the story of today\u0026rsquo;s crisis does not begin with the driver shortage. It begins with the fundamental restructuring of a market that had operated under different rules for decades. CHAPTER 3 – LIBERALIZATION OF THE EUROPEAN TRANSPORT MARKET From Regulated Market to Free Competition The development of European road freight transport can only","date":"2026-07-04","permalink":"/en/post/bkf/stillekriese/","section":"post","title":"The Silent Crisis on Europe's Roads"},{"content":"Who drives on German motorways daily sees them: the crosswise steel construction at the rear of trailers and semi-trailers. Most people hardly notice them. Yet they fulfill a life-saving function. The so-called underbody protection is supposed to prevent a car from sliding under the trailer in the event of a rear-end collision. Exactly this component has now been examined in detail by Euro NCAP – with a result that raises questions. What was tested? Euro NCAP investigated how different underbody protection systems behave in the event of a rear-end collision. A car was driven deliberately into the rear of a trailer. It was not important whether the car was damaged – that is inevitable in such an accident – but whether the underbody protection prevented the vehicle from sliding under the trailer. The images from the test show clear differences. While a stable underbody protection holds the front of the car in an area where the crumple zones can exert their protective effect, a weaker system buckles. The vehicle slides further under the trailer, and the loads shift into areas that can be significantly more dangerous for the occupants. Why is this so important? Modern cars are equipped with highly developed safety systems. Airbags, seatbelt pretensioners, and complex crumple zones can absorb enormous forces. This technology, however, only works if the impact energy is absorbed where the engineers intended it to be. If a car slides under a trailer, part of the front structure is bypassed. The loads then act directly on the passenger compartment. The consequences can be significantly more severe than in a normal front-end collision. The underbody protection is therefore not just a piece of steel at the rear of the trailer, but an important passive safety system. Does the technology meet the regulations? Exactly here lies the interesting point. The tested vehicles generally meet the current registration requirements. Nevertheless, the tests show that there are significant differences in actual protective effect. This does not automatically mean that the legal requirements are wrong. It shows, however, that there is apparently a gap between the legal minimum standard and what is technically possible. Euro NCAP therefore calls for stricter requirements regarding the design and load-bearing capacity of underbody protection systems. What the test does not say Amid all the justified discussion, one important point should not be forgotten: The test says nothing about the cause of the accident. A rear-end collision usually arises from factors such as: insufficient safety distance, distraction, inappropriate speed, poor visibility conditions, fatigue or inattention. Even the most stable underbody protection cannot prevent such an accident. It can only help reduce the consequences for the occupants of the vehicle that was hit from behind. A topic that also affects the industry For professional drivers, the discussion is certainly interesting. Often, discussions on road safety focus on driving times, speeds, or assistance systems. The Euro-NCAP test, however, shows that even seemingly insignificant components can have significant effects on road safety. The underbody protection is not a minor detail. In an emergency, its stability decides whether the safety structure of a car can fulfill its function or not. Conclusion The results of Euro NCAP do not show that truck trailers are fundamentally unsafe. They rather show that the protective effect of underbody protection systems can vary – even when the legal requirements are met. The real question is therefore not whether underbody protection is present, but how well it functions in an emergency. Because, on the motorway, a few centimeters can decide whether modern vehicle safety can fulfill its function – or whether it never gets the chance to do so. Here is the link to the Euro-NCAP test: https://www.euroncap.com/press-media/euro-ncap-reveals-fatal-flaws-in-trailer-underrun-safety-that-cost-400-lives-every-year/","date":"2026-07-02","permalink":"/en/post/bkf/ncap/","section":"post","title":"Euro NCAP: When the underbody protection becomes a weak point"},{"content":"Recently, I was at the checkout of a discount store. The cashier had scanned the last items of my purchase and politely asked: „Do you have our app?“ I replied negatively. She then explained to me that I could have saved around 30 Euros with the app on this purchase. 30 Euros are no small amount. Especially in times of rising prices, this could be a convincing argument for many people. The cashier certainly meant well. After all, mentioning the respective app has now become almost standard practice for many retail chains. Yet before I could even think about whether I had actually given up 30 Euros, another thought shot through my head: If a company gives me 30 Euros in discount – what do they get in return? The question was not meant as a criticism. Companies need to make money. There\u0026rsquo;s nothing wrong with that. But no company gives away money permanently without receiving something in return. And exactly this thought kept me awake on my way home. When discounts were simply discounts Perhaps it\u0026rsquo;s due to my age. Perhaps it\u0026rsquo;s because I remember a time when discounts were much simpler. Back then, promotional brochures were in the mailbox. Special offers were advertised with large red price tags. At the bakery, there was a stamp card, and at some gas stations, you could collect discount coupons. If someone wanted to use an offer, they simply bought the product at the advertised price. That was all that was required. Nobody asked for a registration. Nobody wanted an email address. Nobody asked for a phone number. Nobody expected you to install an app, set up a customer account, and confirm several privacy policies before making a purchase. The discount was simply available to everyone. Today, this world seems to be disappearing more and more. Customers often only get the best prices through apps, loyalty programs, or digital customer accounts. Those who don\u0026rsquo;t participate often end up paying more. Of course, this is convenient. Offers land directly on the smartphone, coupons are automatically activated, and at the checkout, a simple scan is enough. Yet exactly at this point, the question arose in my mind: have we perhaps already become accustomed to a kind of exchange that is rarely spoken about anymore? Because maybe we are not paying these discounts exclusively with money. The true cost of convenience The discount app at the supermarket is just one of many examples. Anyone who goes through the digital world today encounters the same principle almost everywhere. The social networks we use daily cost nothing. Yet they are not free offers. The operators live off gaining as much information about their users as possible, in order to display targeted advertisements. The same applies to smartphones. Many people spend several hundred Euros on a new device and go about their lives as if they have already paid for it. In reality, the actual business relationship often only begins after turning the device on. Suddenly, a user account needs to be created. Contacts are synchronized. Photos end up in the cloud. Location data helps with navigation. Apps want permissions, and digital assistants are supposed to make daily life easier. None of this is inherently bad. On the contrary. Many of these functions are practical and significantly ease daily life. Nevertheless, something is created in the process that was almost nonexistent before: a digital ecosystem that aims to keep the user bound to it for as long as possible. The same phenomenon is now observable in many other areas. Modern televisions want to be connected to the internet. Cars are becoming rolling computers. Even operating systems are pushing users more strongly towards online accounts. When someone today sets up a new computer with Windows, they quickly realize that Microsoft wants to bind the user to a Microsoft account as early as possible. Cloud storage, data synchronization, and additional services are seamlessly integrated. Similar developments can be observed with Google, Apple, and numerous other platform providers. At the same time, we are observing a second change. Previously, people bought a product and owned it afterwards. Today, people often buy the hardware and then receive the offer to unlock additional features for recurring fees. Streaming services have largely replaced the ownership of movies and music. Software is increasingly offered as a subscription. Even in the automotive industry, experiments have already been conducted with models where existing features are only unlocked for additional payments. From the perspective of companies, this is understandable. Recurring revenue is economically more attractive than one-time sales. For consumers, however, it means a fundamental change. The customer is no longer just a customer. He is a user, a data source, a target group for advertising, and a subscriber at the same time. The data is already there Those who believe such considerations are exaggerated should take a look at the research surrounding the so-called Databroker Files. For a long time, the trade in user data was almost invisible to most people. It was only through journalistic investigations that it became clear how much information is now collected, analyzed, and traded. It wasn\u0026rsquo;t about individual purchases or isolated location queries. It was about billions of data sets. Location information, movement profiles, usage behavior. Information from which surprisingly accurate conclusions about people\u0026rsquo;s daily lives can be drawn. What was alarming to me was less the technical possibility. Technically, a lot is possible today. What was alarming was rather the realization that these data already exist. Not sometime in a dystopian future. But today. Of course, such information does not automatically come from a single discount app. Yet it shows how valuable data has become and why companies have such a strong interest in learning as much as possible about their users. Another example was provided by the investigation \u0026ldquo;Wir wissen, wo dein Auto steht\u0026rdquo;, which made headlines at the end of 2024. Here too, it became clear how extensive data collection has become in modern, connected vehicles. The car was once primarily a means of transportation. Today, it is simultaneously a computer, a communication device, and a data source. Many people hardly think about this. Perhaps because data collection occurs gradually. Perhaps, however, it is simply because we have long since gotten used to it. Must we accept all of this? No. At least not completely. Of course, few people today will be able or want to completely do without digital services. The Internet, smartphones, and modern technology offer many advantages after all. Nevertheless, digitalization does not automatically mean accepting every form of data collection without question. I myself have been using a Volla Phone for over two years. Although the device is based on Android, it largely does without the close connection to Google services that many users of classic Android smartphones are familiar with. There are also alternatives when it comes to apps. Instead of getting every application from the well-known app stores, I prefer to use open-source software from the F-Droid store. There, numerous applications are available whose source code is publicly accessible and which often collect significantly less data than many commercial alternatives. This does not make anyone invisible. It also does not prevent every form of data collection. But it shows that consumers do have choices. The real challenge often lies in knowing these alternatives in the first place. Because increasingly, there is the impression that certain platforms, apps, or services are alternatives-free. But that is often not the case. Conclusion Please don\u0026rsquo;t misunderstand me: I have neither anything against digitalization nor against apps or discount programs. Every person should be able to decide for themselves which data they ","date":"2026-07-01","permalink":"/en/post/allgemein/rabattschlacht/","section":"post","title":"30 Euro discount – and the price of my data"},{"content":"The European Union has agreed to changes to the so-called Eurovignette Directive. In late June 2026, the EU Council and the European Parliament reached a provisional agreement intended to clarify existing rules on road tolls and user charges for heavy-duty vehicles. At first glance, the announcement appears unremarkable. No new toll fees were decided upon, nor is there an immediate additional burden imposed on drivers or companies. Nevertheless, the decision clearly indicates the direction in which European transport policy is developing: CO₂ emissions from heavy-duty vehicles will play an increasingly significant role in the calculation of road tolls in the future. Why the EU is adjusting the rules The background to this change are the new CO₂ emission standards for heavy-duty vehicles, which come into force on 1 July 2026. Since the Eurovignette Directive already stipulates that toll fees can depend on a vehicle\u0026rsquo;s environmental characteristics, various terms and classifications had to be adapted to the new regulations. According to the EU Council, this adjustment is primarily intended to create greater legal certainty. Member States, toll operators, and transport companies will be able to more clearly identify which vehicles belong to which emission class in the future. What is specifically being regulated The agreement provides, among other things, for important terms to be defined more precisely. These include: zero-emission vehicles, low-emission heavy-duty vehicles, vehicle groups, reference values for CO₂ emissions, emission reduction pathways. This is intended to prevent individual Member States from interpreting the provisions differently. For transport companies, this primarily means greater clarity regarding the classification of their vehicles and the resulting toll costs. Special regulations for certain vehicle types The EU is paying particular attention to so-called \u0026ldquo;Vocational Vehicles\u0026rdquo;. Examples include: garbage trucks, concrete mixers, construction site vehicles, municipal special-purpose vehicles. Until now, it was not always clearly regulated how these vehicles should be assigned to the various CO₂ emission classes. The new regulations are intended to eliminate these uncertainties. Lower fees for low-emission vehicles possible Another point concerns the design of toll systems in individual Member States. The EU will explicitly allow states in the future to provide lower infrastructure or user charges for low-emission vehicles. Important note: Member States may introduce such concessions – but they are not required to do so. For transport companies, this means that the economic benefits of modern vehicle technology may develop differently depending on the country. Proposed trailer regulation rejected Notably, there is also what was not decided upon. The European Commission had originally proposed making future tolls dependent on the type of trailer used. The idea was to reward aerodynamically optimized or particularly energy-efficient trailers with lower toll fees. However, this proposal was rejected by the Council and Parliament. Reasons cited included: additional administrative burden, higher complexity of toll systems, control issues, difficulties in introducing electronic toll services. Consequently, toll calculation will remain focused on the tractor unit and its emission class for the time being. What does this mean for Germany? The immediate impact on Germany is likely to be limited. The Federal Republic has already introduced an increasingly CO₂-oriented truck toll in recent years, and many of the European provisions are already applied here. The situation might look different in Member States that still need to adapt their toll systems to the new requirements. The real message behind the decision Even though the current agreement mainly contains technical and legal clarifications, it clearly shows the political course of the European Union. The truck toll is no longer used exclusively for financing road infrastructure. It is increasingly being utilized as an instrument to achieve climate goals in the transport sector. Vehicles with lower emissions are intended to become more economically attractive, while high-emission vehicles may incur higher costs in the long term. For the transport industry, this means that the question of a vehicle\u0026rsquo;s CO₂ balance will no longer be relevant only for environmental reports or subsidy programs, but increasingly also for ongoing operating costs. Conclusion The agreement reached now does not fundamentally change the toll landscape. It primarily creates clarity regarding how existing rules should be applied in the future. Nevertheless, the decision is another building block of a development that has been observable for years: the truck toll is increasingly becoming an instrument of climate and transport policy. For companies, the question is no longer whether CO₂ emissions will have an impact on the costs of road freight transport, but rather how strong this impact will increase in the coming years. Sources Council of the European Union: \u0026ldquo;Council and Parliament agree on clarified rules for road tolls and user charges for heavy-duty vehicles\u0026rdquo;, Press release dated 30.06.2026. Available at: https://www.consilium.europa.eu/en/press/press-releases/2026/06/30/council-and-parliament-agree-on-clarified-rules-for-road-tolls-and-user-charges-for-heavy-duty-vehicles/ Council of the European Union: \u0026ldquo;Eurovignette: Council clarifies and simplifies EU rules on road tolls and user charges for heavy duty vehicles\u0026rdquo;, Press release dated 04.03.2026. Available at: https://www.consilium.europa.eu/en/press/press-releases/2026/03/04/eurovignette-council-clarifies-and-simplifies-eu-rules-on-road-tolls-and-user-charges-for-heavy-duty-vehicles/","date":"2026-06-30","permalink":"/en/post/bkf/mautaenderungen2026/","section":"post","title":"EU clarifies rules for truck tolls – what changes from July 1, 2026"},{"content":"My colleague earns 500 euros more than me. Statements like this are heard in almost every company. Often, the immediate suspicion is that something is not right. But is a salary difference automatically unlawful? The short answer is: No. Employers may pay employees differently. The crucial point, however, is why they do so. This is precisely where the pay transparency law comes into play. Since June 7, 2026, the deadline for implementing the European pay transparency directive has expired. Germany has not yet fully implemented the directive; however, it is already clear where things are heading: more transparency, more proof obligations, and more opportunities for employees to uncover unfair pay differences. The Principle: Equal Pay for Equal or Equivalent Work The basis for this principle is not found only in the Pay Transparency Act. Article 157 of the Treaty on the Functioning of the European Union already obliges member states to ensure the principle of equal pay for men and women for equal or equivalent work. Both the General Equal Treatment Act (AGG) and the German Pay Transparency Act pursue this goal. A crucial point is often overlooked: The law does not stipulate that all employees must receive the same salary. The law merely requires that differences can be substantiated objectively. When may employees be paid differently? Different pay is entirely legal in many cases. Examples include: Professional experience Length of service with the company Higher qualifications Additional responsibilities Management tasks Night work Shift work Performance-based remuneration Collective agreement classification A driver with 25 years of professional experience may, of course, earn more than a newcomer. Similarly, a dispatcher may earn more than a driver if the job entails higher requirements. It becomes problematic only when a salary difference cannot be explained objectively. What does \u0026ldquo;equivalent work\u0026rdquo; mean? Misunderstandings often begin at this point. It is not just about identical tasks. Two jobs can look completely different and still be classified as equivalent. Decisive factors include, for example: Expertise Responsibility Workload Working conditions Decision-making authority An example: A company employs a warehouse foreman and a commercial employee. The tasks differ significantly. However, if qualifications, responsibility, and requirements are comparable, the work can still be considered equivalent. The Myth of the \u0026ldquo;Open Payroll Book\u0026rdquo; A widespread fear is: \u0026ldquo;Now everyone must know what their colleagues earn.\u0026rdquo; This is not true. Even in the future, there will be no right to demand disclosure of individual colleagues\u0026rsquo; salaries. Data protection and personality rights continue to apply. Requests for information relate to comparable pay and remuneration structures, not to individual persons. No one will be obliged to make their personal salary public. New Requirements for Job Advertisements Changes will become particularly visible in the future when posting job advertisements. According to the EU Pay Transparency Directive, applicants should be able to receive information about the intended pay or at least a salary range before an interview. The goal is to base salary negotiations on a transparent foundation and to prevent employees from discovering after acceptance that their remuneration is significantly below their expectations. In practice, this could mean that companies will include statements such as the following in job advertisements: \u0026ldquo;3,500 to 4,000 euros gross per month\u0026rdquo; \u0026ldquo;Remuneration according to collective agreement\u0026rdquo; \u0026ldquo;Pay group 6 TVöD\u0026rdquo; \u0026ldquo;Annual salary between 45,000 and 55,000 euros\u0026rdquo; The specific implementation will only be determined once the directive is fully incorporated into German law. The direction, however, is clear: applicants should know early on what remuneration they can expect. Can employers still conduct salary negotiations in the future? Yes. The Pay Transparency Directive does not prohibit individual salary negotiations. Companies may continue to offer higher salaries to candidates with special qualifications, extensive professional experience, or specific additional knowledge. However, differences must be able to be substantiated and explained in the future. For example, if a company hires a driver with hazardous materials qualification, loading crane experience, and several years of professional experience, it may, of course, pay this person better than a newcomer without corresponding additional qualifications. The End of Asking About Previous Salary Another important change concerns job interviews. Employers should generally no longer be allowed to ask applicants about their previous income. The background is simple: Anyone who has already been employed in a poorly paid position should not automatically have to carry this disadvantage into their next job. In the future, remuneration should be oriented more towards the requirements of the position and less towards what the applicant earned previously. Applicants, career changers, or employees from low-wage sectors could particularly benefit from this. Why Employers Will Face Increased Pressure in the Future Previously, the burden of proof lay practically with the employee in many cases. Anyone who suspected discrimination had to first make a credible case for it. The EU directive pursues a different approach. Can significant pay gaps be identified, employers will increasingly need to explain why these differences exist in the future. Precisely for this reason, documentation and transparent pay systems are becoming ever more important. The statement \u0026ldquo;We have always done it that way\u0026rdquo; will hardly convince courts in the future. What does this mean for professional drivers? Significant pay gaps exist particularly in the transport sector. Some examples: Long-haul transport Local transport Break-bulk freight Tanker transport Timber transport Heavy haulage Hazardous materials Plant logistics A driver in national local transport can earn several hundred euros less than a driver in hazardous materials transport. This is legally entirely unproblematic. The tasks differ significantly in terms of responsibility, qualification, and requirements. It looks different when two drivers perform the same job, drive the same vehicles, and meet the same requirements, yet one is paid less on a permanent basis without an understandable reason existing. Then a review can indeed be useful. Collective agreements remain important Frequently, it is asked whether collective agreements are being circumvented by the new regulations. The answer is unequivocally: No. Collective agreements continue to be an important instrument for establishing fair and transparent pay structures. On the contrary: Collective agreements already meet many transparency requirements today. Employees can trace why certain wages are paid based on pay groups. Where collective agreements apply, many conflicts can already be avoided in advance. What about allowances and bonuses? Uncertainty often exists here as well. Allowances remain permissible, of course. Examples: Night shift premiums Sunday shift premiums Holiday shift premiums Hazard allowances Dirty work allowances Performance bonuses Attendance bonuses The only prerequisite is that the criteria are applied in a transparent and non-discriminatory manner. If all employees must meet the same prerequisites and the rules are transparent, there are generally no problems. Why transparency also protects employers At first glance, the topic seems like an additional burden for companies. In reality, many employers benefit themselves from transparent pay systems. Clear rules create: fewer conflicts fewer rumors better employee retention higher acceptance of salary decisions lower process risk Anyone who can explain in a traceable manner why certain employees earn more than others ha","date":"2026-06-30","permalink":"/en/post/bkf/entgeldtransparenz/","section":"post","title":"Pay Transparency 2026: Who Can Earn What – And When Does It Become Problematic?"},{"content":"\u0026ldquo;We do not have a shortage of drivers. We have a shortage of cheap drivers who are willing to work under these conditions.\u0026rdquo; Even if this statement sounds exaggerated: it describes a conflict that has plagued the industry for years. For, while discussions often revolve around how new drivers can be recruited, far less frequently is the question asked as to why many experienced drivers leave the profession or advise their own children against following the same path. 📝 Note Author\u0026rsquo;s Note This article summarizes insights from several previously published contributions and supplements them with current developments and European legal frameworks. Few industries are perceived as taken for granted as much as road freight transport. As long as supermarkets are supplied, production lines run, and packages arrive on time, few people think about how dependent our society is on a functioning logistics system. It is only when supply chains break down – be it due to a pandemic, extreme weather conditions, or other extraordinary events – that the central role of road freight transport for the economy and supply becomes visible. At the same time, the industry has been under pressure for years. Drivers are missing, companies struggle with rising costs, and an increasing number of businesses are disappearing from the market. Often these developments are considered separately. However, they may be more closely linked than they first appear. What this article is about Therefore, this article deals not only with the shortage of drivers. It examines the situation of the industry as a whole and addresses, among other things, the question of: why previous measures have not been able to solve the driver shortage sustainably, why economic problems of companies and the driver shortage may be related, what challenges characterize the daily work life, and why many experienced drivers would no longer recommend their children to take up the same profession today. The central thesis is: As long as the causes driving people out of the profession are not eliminated, every measure to recruit new drivers will have only limited effect. The Wrong Question When politics or the media talk about the shortage of drivers, the discussion often revolves around the same question: How do we recruit more professional drivers? The answers to this are now largely known. The minimum age for obtaining certain driver\u0026rsquo;s license classes has been lowered, the recognition of foreign vocational qualifications is to be simplified, and companies are increasingly recruiting drivers from third countries. At the same time, many freight forwarders invest in recruitment campaigns, bonus programs, or advertising measures to attract new employees. All these measures pursue a comprehensible goal. They aim to increase the number of available professional drivers. However, it is exactly at this point that another question arises, which is discussed much less frequently: Why do experienced professional drivers leave their profession? Because even if it succeeds in recruiting thousands of new drivers every year, this will only solve the problem permanently if, at the same time, fewer people leave the profession again. This is exactly where, in my view, the crucial difference lies between a recruitment problem and an attrition problem. Recruiting young talent or retaining skilled workers? Almost every industry today faces the challenge of finding qualified skilled workers. At the same time, many companies invest considerable resources to bind experienced employees to the company in the long term. In road freight transport, however, for many years there was often the impression that the focus lay primarily on recruiting new drivers. However, the question inevitably arises: What measures were actually taken to retain the drivers who are already active in the profession? This question is not directed exclusively at politics. It is also addressed to companies, clients, associations, and ultimately all parties involved along the transport chain. Because the attractiveness of a profession is not decided only at the start of a career. It is decided anew every single workday. An uncomfortable question Many professional drivers have been reporting similar experiences for years. Here it is often not just about pay. Long absences from home, lack of planning security, increasing time pressure, waiting times at loading and unloading sites, or the feeling that the requirements for the profession are constantly rising while the framework conditions in many places hardly improve are mentioned. Of course, there are companies that regularly share in the economic development with their employees, invest in modern vehicles, and create attractive working conditions. They show that it is indeed possible to do things differently. At the same time, however, there are also businesses in which little has changed over the years. Precisely this difference raises an interesting question: Why do some companies succeed in binding drivers to themselves for many years, while other businesses are permanently on the lookout for personnel? More than just wages Wages undoubtedly play an important role. Many professional drivers report that significant salary increases are often only possible when they change employers. Those who remain loyal to their company for years or even decades, on the other hand, often receive only minor adjustments. This frequently creates the impression that loyalty is financially rewarded less than a job change. Of course, there are companies that regularly involve their employees in economic development and continuously invest in better working conditions. They show that things can indeed be done differently. At the same time, however, the question arises as to why many companies apparently fail to retain experienced drivers in the long term. The answer probably does not lie solely in wages. Even where pay is fair, drivers frequently cite other reasons for switching jobs or even leaving the profession altogether. These include lack of predictability, long periods away from home, a lack of appreciation, or working conditions that have deteriorated over the years. Wages are therefore an important part of the discussion – but not the only one. The Big Picture It is precisely at this point that it becomes clear why driver shortages should not be viewed in isolation. A profession is not made attractive simply by allowing new people to enter it. It remains attractive when those who already practice it have good reasons to stay in the profession in the long term. At the same time, the question arises as to why many companies are under economic pressure despite full order books, and why the number of insolvencies in the sector has been rising for years. These developments are often viewed separately from one another. However, they may be more closely linked than they first appear. Before we turn to the economic problems of the sector, it is therefore worthwhile to take a look at the daily reality of the profession itself. After all, the job of the professional driver has also undergone fundamental changes in recent decades. The Profession Has Changed Many discussions about driver shortages revolve around the question of how new drivers can be recruited. Far less frequently is there talk about how the profession itself has changed over the past decades. Indeed, hardly any other training occupation in the transport sector has experienced a comparable transformation. Anyone driving a truck across Europe today works under completely different conditions than twenty or thirty years ago. Many of these developments are fundamentally positive. Driving and rest periods are now controlled much more consistently than before. Digital tachographs make manipulation more difficult and contribute to greater road safety. Occupational health and safety has also improved in many areas. At the same time, however, new burdens have em","date":"2026-06-25","permalink":"/en/post/bkf/fahrermangelei/","section":"post","title":"The driver shortage is not a recruitment problem – but the symptom of an industry under pressure"},{"content":"Bankruptcies Are Not a Matter of Chance When supply chains collapsed during the Corona pandemic, many companies were kept afloat by state aid, loans, and special regulations. This was necessary and correct. At the same time, however, economic problems were often merely postponed rather than resolved. Since the end of the pandemic, many developments have caught up with the industry simultaneously: Weak industrial demand High energy prices Rising financing costs Expansion of the truck toll (Lkw-Maut) Increasing personnel and workshop costs Shrinking margins in competition Overcapacity in European freight transport The result is a trend that has now affected large parts of the transport sector. The Numbers Speak Clearly The transport and warehousing sector now records one of the highest bankruptcy rates among all economic sectors in Germany. According to the Federal Statistical Office, there were 133 bankruptcies per 10,000 companies in this industry in 2025 – more than in any other economic sector. At the same time, the number of corporate bankruptcies nationwide increased by 10.3 percent compared to the previous year and reached a record high of over 24,000 cases since 2014. This trend continues into 2026 as well. Business credit agencies and research institutes continue to report high bankruptcy figures and see no sign of sustainable relief so far. Particularly affected remain, among others, transport, logistics, and warehousing. These are not isolated poor decisions by entrepreneurs. Rather, more and more businesses find themselves in a situation where costs rise faster than revenues. Sternheim, Betz, and Many Others Economic difficulties now affect far more than individual companies. An example is the closure of the transport division of Sternheim in Neumünster, as described in media reports. The bankruptcy of Betz International also stands as a symbol for the problems facing numerous transport companies today.¹ Both cases point to similar stress factors: Weak economic conditions Rising operating costs High diesel prices Shrinking profit margins Growing competitive pressure The bankruptcy of Betz International in the spring of 2026 particularly highlights the problem. The company justified its application for insolvency with a combination of weak economic conditions and a cost explosion in the logistics sector. Despite a good order book and ongoing business operations, the company fell into financial trouble. Notably, many companies do not fail due to a lack of orders. In some cases, order books remain well filled. The problem lies rather in the fact that there is hardly any room left between an order and profit. More and more transports are carried out without generating sustainable economic results. ¹ Media reports on the closure of the transport division of Sternheim in Neumünster (SHZ, June 2026). The SME as Loser Small and medium-sized enterprises (SMEs) are particularly affected. Large corporations often have: International networks Own warehousing structures Long-term contracts Larger capital reserves Greater negotiating power vis-à-vis clients The classic family business with 20, 50, or 100 vehicles usually does not possess these opportunities. These companies were the backbone of European transport for decades. They trained drivers, invested regionally, and fostered competition. If these companies disappear, structures emerge that are increasingly dominated by a few large market players. The Role of European Liberalization The foundation for today\u0026rsquo;s situation was laid long before Corona. With the opening of the European market, enormous differences emerged in: Labor costs Social security contributions Tax burdens Corporate structures While clients can shop across Europe, many national costs remain in place. Transport increasingly came to be viewed as an interchangeable service, where the lowest price often became more important than sustainability, quality, or social standards. The result is permanent price pressure along the entire supply chain. The Toll as an Additional Cost Driver The introduction of the CO₂ component in the German truck toll led to significant additional costs. In principle, the goal of emission reduction is understandable. The problem, however, is that additional burdens are often introduced faster than economically viable alternatives become available. Many companies must pay the higher costs immediately but cannot fully pass them on to their clients. Energy Crisis and Geopolitical Conflicts Russia\u0026rsquo;s attack on Ukraine triggered an energy crisis whose effects are still felt today. Additional tensions in the Middle East and conflicts surrounding Iran repeatedly cause uncertainty in energy markets. Even minor fluctuations in diesel prices can cause additional costs in the range of hundreds of thousands or millions per year for fleets with dozens of vehicles. For companies with profit margins often of only one to three percent, this can decide between survival and bankruptcy. The Real Danger The greatest danger does not lie in individual bankruptcies. The greatest danger is that politics, business, and the public continue to view this development as a mere string of isolated cases. Each individual bankruptcy is explained as: Poor corporate management Wrong strategy Unfavorable market conditions But when thousands of companies disappear within a few years and road freight transport remains one of the most insolvency-prone sectors, this is no longer just a matter of isolated cases. Then we are dealing with a structural problem. A warning signal for Europe Road freight transport is more than just an industry. It connects industry, trade, agriculture, and consumers. When ever more transport companies are forced to shut down, it is not only a problem for drivers or entrepreneurs. It is a warning signal for the entire European economy. For where transport can no longer be carried out profitably, production, Supply and prosperity come under pressure The crisis of transport companies is therefore not the end of an industry. It may well be the beginning of a much larger economic development, whose effects many people will only notice when shelves are empty, products become more expensive, and supply chains become increasingly vulnerable to disruptions.","date":"2026-06-23","permalink":"/en/post/bkf/sterbendertransportunternehmen/","section":"post","title":"The Dying of Transport Companies"},{"content":"Those who follow the discussions surrounding the planned EU driving license reform quickly encounter headlines such as \u0026ldquo;Truck driving license from age 18,\u0026rdquo; \u0026ldquo;Supervised driving for trucks,\u0026rdquo; or \u0026ldquo;EU relaxes rules for professional drivers.\u0026rdquo; Depending on one\u0026rsquo;s personal stance, these reports are either celebrated as a long-overdue step against driver shortages or criticized as a risky intervention in road safety. However, both perspectives fall short. The real question is not whether an 18-year-old should be allowed to drive a truck. The real question is why the European Union is even considering changing the entry requirements for the profession of professional driver. The answer to this does not lie in traffic law, but rather on the yards of freight forwarders, in the HR departments of logistics companies, and ultimately on the roads of Europe. An Industry Searching for New Talent Road freight transport is one of Europe\u0026rsquo;s most important economic sectors. Every day, food, medicine, machinery, construction materials, and countless other goods are transported. Without trucks, a significant portion of supply chains would collapse within days. At the same time, the industry has been struggling for years with a problem that is constantly worsening: there is a shortage of drivers. Many professional drivers now belong to older generations and will be retiring in the coming years. The influx of new recruits cannot yet compensate for these departures. Numerous companies have been searching for months or even years for driving personnel without being able to fill their open positions. This is by no means an exclusively German problem. Similar developments are being observed in almost all member states of the European Union. The European Commission assumes that the driver shortage could, in the long term, become a serious burden for the economy and supply security. Against this background, it is not surprising that politics is looking for ways to facilitate access to the profession. Age Is Not the Real Problem At first glance, lowering the minimum age for the truck driving license seems logical. The earlier one can enter the profession, the sooner one becomes available to the labor market. However, this is precisely where the real debate begins. Most industry experts doubt that the minimum age is the decisive factor behind the driver shortage. Anyone who talks to vocational students, trainees, or young people standing at a career crossroads will quickly realize that other factors play a significantly larger role. Moreover, entry into the profession is already possible today earlier than many people assume. Within the training program for professional drivers or personnel in vehicle operations, the truck driving license can be obtained at age 18. For many trainees, handling heavy commercial vehicles is therefore not entirely new territory. They learn to drive gradually within the company environment, accompanied by trainers, driving instructors, and experienced colleagues. The planned EU regulations do not create the possibility of driving a truck at 18 years old. Rather, they expand and harmonize a path that already exists in part today. The real challenges lie elsewhere. Long working hours, shift work, time pressure, lack of parking spaces, weeks away from home, and sometimes a negative public image of the profession deter many potential applicants. In addition comes the high level of responsibility. Modern articulated trucks can weigh up to 40 tonnes gross weight and require a high degree of concentration, technical understanding, and sense of responsibility. The idea that thousands of young people would suddenly become professional drivers simply because they are allowed to obtain their license a few years earlier therefore appears at least questionable. Why the EU Is Acting Anyway Nevertheless, the European Union is pursuing this path. There are several reasons for this. On the one hand, existing regulations within Europe should be harmonized. Many member states already have different exceptions and special provisions for young drivers. The reform aims to bring more uniformity here. On the other hand, the goal is to make entering the profession more attractive. Those who start an apprenticeship directly after school should gain practical experience as early as possible and not be hindered by differing age limits. From a political perspective, it is therefore less about sending inexperienced teenagers onto the road as quickly as possible. Rather, the aim is to make the path into the profession overall simpler and more predictable. Supervised Driving as a Compromise In this context, the introduction of supervised driving for heavy trucks should also be seen. The idea behind it is simple: driving practice has long been considered one of the most important factors for safe driving. Especially with large vehicles, many situations cannot be conveyed solely in lessons or on training grounds. Those who spend several months traveling under the guidance of experienced drivers gain experience with difficult traffic situations, varying weather conditions, and the everyday handling of a heavy commercial vehicle. The EU is thus pursuing a middle ground between an earlier entry into the profession and the desire for high road safety. Whether this concept will succeed in practice, however, depends largely on how individual member states implement the regulations. The Real Construction Sites Remain Unresolved As understandable as the reform may be, it does not solve many of the fundamental problems of the profession. A young person does not decide against becoming a professional driver solely because of an age limit. Anyone who has been on the road away from home for months, works regularly under time pressure, and often struggles to find a suitable parking spot for their rest periods will face these challenges regardless of whether they hold an earlier driving license. There is also a societal problem at play. While nearly everyone depends on functioning supply chains, the profession of a driver frequently receives far less recognition than its importance to the economy and daily life would suggest. Many drivers therefore feel that while there is constant talk about the shortage of drivers, the underlying causes are rarely addressed consistently. More Than Just a Driving License Reform The current EU reform shows above all one thing: the shortage of drivers has grown so large that political decision-makers at the European level are now acting. The planned changes to the minimum age, accompanied driving, and mutual recognition of driving licenses should not be seen as a revolution, but rather as an attempt to remove existing barriers and make the profession more accessible to young people. Whether this is enough, I dare to doubt. Of course, there will be some additional drivers. However, the actual causes of the driver shortage will not be eliminated by this alone. Moreover, not every sector of the transport industry will benefit equally from the new regulations. In certain areas, permits, customer requirements, or internal guidelines already today require a certain level of professional experience. For example, those who carry out dangerous goods transport, special transport, or particularly demanding transports will not be able to employ every novice driver immediately in the future. More driving license holders therefore do not automatically mean more drivers available for immediate use. Sometimes I have the impression that people describe the problem constantly but are unwilling to draw the resulting consequences. For years we have heard that drivers are missing. At the same time, applicants repeatedly report that they must initially prove they already have a job after completing the basic qualification and obtaining the driving license. One inevitably asks where the logic behind this lies. If we truly have such a large short","date":"2026-06-22","permalink":"/en/post/bkf/fuehrerscheinregelungen2026/","section":"post","title":"Why the EU wants to make truck driving easier for young people"},{"content":"Emergency Braking Assistants in Trucks: How an Innovation Became a Mandatory System When heavy trucks approach the end of a traffic jam or slower-moving traffic, the consequences are often dramatic. Due to their high mass, commercial vehicles generate enormous forces that even modern safety systems cannot fully compensate for. For many years, manufacturers, legislators, and road safety organizations have therefore worked to reduce the number of severe rear-end collisions. The emergency braking assistant plays a key role in this effort, known internationally as Advanced Emergency Braking System (AEBS). Today, this system is part of the standard equipment on modern trucks. However, the path to this point began long before the first legal requirements and is closely linked to one manufacturer that significantly drove its development forward. The Beginnings: Mercedes-Benz as a Pioneer The history of the emergency braking assistant does not begin with an EU regulation but with developments that started years earlier at Mercedes-Benz. As early as the beginning of the 2000s, radar-based distance control systems and adaptive cruise controls were introduced in the Actros. These systems monitored traffic ahead, automatically adjusted speed, and warned drivers of critical situations. For many professional truck drivers, this was their first encounter with technology that continuously analyzed road conditions in front of the vehicle. I also remember driving a Mercedes-Benz Actros MP2 in long-haul transport as early as 2004. At that time, the vehicle already featured a radar-based distance control system that monitored traffic ahead and supported the driver. For many drivers, this technology was still something special back then; today, it is firmly part of everyday life for modern commercial vehicles. Looking back, it becomes clear that many assistance systems now taken for granted had their roots in this era. The experience gained with these early systems laid the foundation for a development that was to fundamentally change road safety in freight transport. Based on the existing radar and sensor technology, Mercedes-Benz introduced Active Brake Assist (ABA) in 2006. The system is considered the world\u0026rsquo;s first series-production emergency braking assistant for heavy trucks. From today\u0026rsquo;s perspective, the capabilities of the first ABA may seem modest. The system monitored traffic ahead using radar sensors, detected impending rear-end collisions, and warned the driver. If no reaction occurred, the assistant would automatically initiate partial braking on its own. The goal was not to completely prevent an accident but to significantly reduce impact speed and thereby mitigate the consequences of a collision. Nevertheless, the introduction of the system marked a milestone in truck technology. For the first time, a series-production truck was capable of actively intervening in traffic when the driver failed to react promptly to a recognized hazard. At that time, there were neither legal obligations nor binding European regulations. The development was driven by the desire to enhance safety on public roads and more effectively prevent severe rear-end collisions. Looking back, it is often overlooked that the development did not begin with Active Brake Assist. Many drivers still remember the first Actros models equipped with radar-based distance control systems and adaptive cruise controls, which had already performed important preparatory work years earlier. Therefore, the step from a warning assistance system to an actively intervening emergency braking assistant was less a sudden revolution and more the consistent further development of a technology that had already been tested in the practical daily life of long-haul transport. From Pioneer Project to European Requirement The successes of the first systems did not go unnoticed. In parallel, European institutions increasingly focused on how to reduce the number of serious traffic accidents. Rear-end collisions involving trucks came particularly into focus. With Regulation (EC) No 661/2009, the European Union decided for the first time on the mandatory introduction of various driver assistance systems for heavy commercial vehicles. This also included the emergency braking assistant. The specific technical requirements were subsequently refined in further regulatory documents. The introduction was implemented gradually. Initially, newly type-approved vehicle models had to meet the requirements. A few years later, the obligation applied to all newly registered vehicles in the affected weight classes. Thus, a technical innovation by a single manufacturer became an EU-wide safety standard within just a few years. The legislator pursued a pragmatic approach here. The initial regulations focused on the most frequent and severe types of accidents, particularly rear-end collisions with vehicles ahead. A complete prevention of collisions was not strictly required. Even a significant reduction in collision speed was considered a major safety gain. The Limitations of the First Generation However, as the systems became more widespread, their weaknesses also became apparent. The early generations worked almost exclusively with radar sensors. This technology was ahead of its time but reached its limits in certain situations. A central problem was that the systems could not always classify obstacles unambiguously. To avoid dangerous false braking maneuvers, the algorithms were deliberately designed conservatively. As a result, some hazardous situations were only recognized relatively late. At the same time, there were recurring situations where the system detected objects that did not actually pose a danger. Bridge structures, sign portals, or certain traffic facilities could generate radar reflections that were sometimes interpreted by the system as potential obstacles. This issue was particularly intensively discussed in the context of the third generation of Mercedes-Benz\u0026rsquo;s Active Brake Assist, known as ABA 3. In practice, drivers reported occasional unexpected warnings or braking reactions associated with highly reflective road signs or metallic structures along the roadway. However, this was not a problem occurring exclusively with Mercedes. Rather, it reflected the fundamental challenge faced by all manufacturers: an emergency braking assistant must react to potential hazards as early as possible while simultaneously avoiding unnecessary braking maneuvers. Striking the balance between sensitivity and false alarm safety remains one of the greatest challenges in developing such systems today. Experiences from these years led to the fact that modern emergency braking assistants no longer rely solely on radar. Today, different sensor systems are combined. Cameras, radar, and intelligent evaluation algorithms enable significantly more precise detection of traffic events. New Requirements for a More Complex Traffic Environment While the first emergency braking assistants were developed almost exclusively for use on highways, requirements have changed significantly in recent years. Modern commercial vehicles no longer operate only on long-distance roads but travel daily through city centers, residential areas, and complex traffic situations. There, other vehicles are no longer the sole focus; pedestrians and cyclists also play a central role. Therefore, the European Union and the United Nations Economic Commission for Europe have continuously expanded the requirements for modern emergency braking systems. New vehicle generations must now perform significantly more than their predecessors. The systems should not only detect vehicles but also identify crossing or moving road users and be able to react accordingly. This fundamentally changes the role of the emergency braking assistant. Evolving from a specialized rear-end collision protection system, it is increasingly becoming a comprehensive collision avoidance system","date":"2026-06-22","permalink":"/en/post/bkf/notbremsassistent/","section":"post","title":"Emergency braking assistant in trucks: How an innovation became a mandatory system"},{"content":"As in almost every summer, discussions are once again taking place this year about a mandatory requirement for air conditioning units in trucks. As soon as temperatures climb above the 30-degree mark, social media fills up with photos of thermometers inside the cab, reports of sleepless nights at rest stops, and the same old demands for better conditions for professional drivers. However, this discussion is not new. Anyone who has been working in long-haul transport for a while has probably debated this dozens of times. I myself wrote about it years ago, most recently in exactly one year , and yet the topic seems to start from scratch every summer. The issue is no longer about whether heat in the cab is a problem. That hardly anyone seriously disputes this anymore is evident. The real debate begins where solutions are concerned. Many modern vehicles are now equipped with air conditioning units. However, experiences with them vary greatly. While some systems provide pleasant conditions at moderate temperatures, others hit their limits as soon as the cab, the asphalt, and surrounding vehicles have been heated up by the sun all day. Anyone who has once tried to sleep on a fully occupied truck yard at an outside temperature of 30 degrees or more knows that this discussion is not merely theoretical. There can sometimes be worlds between a legally prescribed rest period and a truly restorative night. And precisely for that reason, there is a question that has been occupying me for years: Why are we still discussing in 2026 an equipment that many drivers have been demanding for years, whose benefits are hardly disputed, and which is now even regarded by occupational health and safety experts as state-of-the-art? What is actually surprising about this debate is not the demand itself. Rather, it is surprising how little the discussion has changed over all those years. An Old Demand Anyone who has been following me and my blog for a while knows that this topic is by no means new to me. Many years ago, I already grappled with the question of whether an air conditioning unit in long-haul transport should not have long since become mandatory equipment. Back then, it was about the same arguments as today: occupational health and safety, health, road safety, and ultimately the question of how seriously we actually take the legally prescribed rest periods. The discussion was also held outside my blog more than ten years ago. As early as 2015, a petition was launched calling for mandatory equipping of long-haul trucks with air conditioning units. The reasoning was then just as understandable as it is today: Anyone who has to spend their rest period in a vehicle needs conditions under which recovery is actually possible. The petition eventually disappeared from the headlines. The summer temperatures did not. In such discussions, the same argument almost always appears sooner or later: Drivers used to have no air conditioning units back then and still arrived safely at their destination. That is true. There were also no distance-regulating cruise controls, no lane-keeping assistants, no modern emergency braking systems, and no ergonomic seats back then. Nevertheless, goods were transported and most drivers arrived home safely. The crucial question, however, is not whether something worked without it in the past. The crucial question is whether we know today how to do it better. Anyone arguing along those lines would consequently have to call into question many technical developments of the past decades. After all, people also worked without navigation systems, air suspension, or digital control instruments back then. Technical progress does not arise because something was previously impossible. It arises because it has been recognized that certain things can be made safer, healthier, or more efficient. That is precisely what is at stake with air conditioning units. No one claims that drivers collapsed in droves due to a lack of air conditioning back then. The question is rather why we should forego technology in 2026 that demonstrably contributes to better rest conditions, even though the same society simultaneously demands ever higher standards for occupational health and safety, road safety, and health. In other words: The fact that something worked before is not yet an argument against doing it better today. The Cab Is More Than Just a Workplace Anyone who has never been in long-haul transport for several days or even weeks at a stretch often underestimates the importance of the cab. To outsiders, a truck is primarily a means of transport. For the driver, it is simultaneously workplace, living quarters, dining room, and bedroom. That is precisely why many comparisons with ordinary workplaces fall short. No one would seriously demand that an office worker spend their night on a cot in the office. No one would accept a hotel room that heats up during the day to temperatures well beyond the 30-degree mark. Surprisingly enough, this discussion is often conducted differently for professional drivers. Thousands of drivers regularly spend their legally prescribed rest periods in their vehicles. The quality of this rest period not only determines the driver\u0026rsquo;s well-being but ultimately also their performance on the next day. And thus we have already reached a point that is frequently overlooked. It\u0026rsquo;s Not Just About Comfort As soon as air conditioning units are discussed, it usually doesn\u0026rsquo;t take long before someone dismisses the topic as a matter of comfort. However, this perspective falls short. Of course, a pleasant temperature is more comfortable than an overheated sleeper cab. But that is not the primary concern. It\u0026rsquo;s about sleep quality. It\u0026rsquo;s about recovery. And ultimately, it\u0026rsquo;s about road safety. Because the legally mandated rest periods do not exist so that drivers can spend as many hours as possible on a bunk. They exist so that drivers can recover sufficiently before they again move several tons of weight through road traffic. However, there can be a significant difference between a rest period observed on paper and a truly restful night\u0026rsquo;s sleep. This is particularly evident during the summer months. An interesting comparison here is with traditional workplaces. For offices and many other workplaces, there are clear provisions for occupational health and safety. Employers are obligated to ensure that employees can work under health-compatible conditions. If temperatures rise too much, appropriate measures must be taken. In the cab of a truck, however, these regulations apply only in a limited sense or not at all. The reason lies in a legal peculiarity: vehicles generally do not fall under the Workplace Ordinance. Thus, the cab is legally not an office, even though drivers often spend a significant part of their workday there. It is precisely here that a remarkable contradiction arises. While detailed regulations exist for an office workplace specifying the conditions under which people should work, significantly fewer concrete provisions exist for a workplace that is simultaneously a living space and often even a bedroom. It must be beyond doubt that adequate recovery and healthy sleep are no less important than working conditions at a desk. Therefore, anyone who speaks exclusively of comfort when it comes to stationary air conditioning systems falls short. The real question is not whether a more pleasant temperature is more comfortable. The real question is what conditions we consider appropriate for people who spend a large part of their professional lives in the vehicle and must complete their legally mandated rest periods there. The technology has long existed The most surprising thing about the entire debate is the fact that we are not talking about future technology here. Stationary air conditioning systems have been available for many years. Almost all major manufacturers offer corresponding systems. In many vehicles","date":"2026-06-21","permalink":"/en/post/bkf/standklimaanlage2/","section":"post","title":"CAB Air Conditioning in Trucks: A Debate in an Endless Loop"},{"content":"Anyone who regularly engages with social networks, industry forums, or comment sections around the transport sector will eventually encounter the same recurring discussions. The industry is suffering from a driver shortage. Working conditions are often far from attractive in many places. Competitive pressure is rising. At the same time, politics and authorities seem to take years to address even obvious problems. Debates rage over the causes. Even more so over the solutions. It becomes apparent that many discussions keep circling around the same fundamental question: Why aren\u0026rsquo;t these problems finally being solved? The answer is significantly more complicated than many believe. For the real difficulty does not lie in recognizing the problems. Most shortcomings have been openly visible for years. The harder question is which solutions actually work and which, while sounding good, would fail in practice. The transport sector does not have a single problem When viewing the industry from the outside, people often search for a main cause. Sometimes it\u0026rsquo;s said that the driver shortage is the biggest issue. Other times it\u0026rsquo;s low wages. Then bureaucracy, cabotage, the EU, politics, or lack of parking spaces. In reality, all these explanations fall short. The transport sector today is the result of decades of economic, political, and societal developments. It operates within a tension field comprising European markets, national laws, international supply chains, customer requirements, and immense cost pressure. Therefore, anyone who believes they have identified a single problem will almost inevitably fail. Take the driver shortage for example. Of course, pay plays a role. Anyone taking responsibility for a 40-tonner wants to be able to live decently from it. But if money alone were the solution, professions with high incomes would long be free of recruitment problems. Reality looks different. Many drivers leave the industry not just because of their salary. They leave due to working conditions. Due to lack of parking spaces. Due to unpredictable working hours. Due to increasing traffic. Due to bureaucracy. Due to the strain on family and private life. There is not one single reason. And precisely for that reason, there is also not one single solution. The driver shortage is not a natural disaster When discussing the driver shortage today, it often creates the impression that the problem suddenly fell from the sky. Reality looks different. The industry had decades to react to the development. Long before widespread talk of a driver shortage, warning signs were already present. Many experienced drivers left the profession. Recruitment remained stagnant. The age structure increasingly shifted toward retirement age. Anyone speaking with drivers who have been on the road since the 1980s or 1990s often hears similar stories. It\u0026rsquo;s not just about working hours or increasing traffic. It\u0026rsquo;s about the feeling that while the importance of the profession was regularly emphasized, this appreciation rarely reflected in pay slips or working conditions. Especially the period around the introduction of the Euro is perceived by many drivers as a turning point to this day. While companies faced increasing competitive pressure and the industry changed, many drivers felt their purchasing power was gradually eroding. Whether this perception can be statistically fully substantiated in individual cases plays an almost secondary role here. What matters is that it has had a lasting impact on the trust of many employees. Added to this was a development that can hardly be ignored today. Instead of increasing the attractiveness of the profession in the long term, attempts were frequently made to offset rising cost pressure through ever-new savings measures. Not every logistics company took this path. There are still companies today that treat their drivers fairly and consequently have fewer problems finding personnel. But many drivers can report other experiences. Anyone who has experienced over decades that burdens increase while recognition declines will hardly recommend the same profession to their children. Precisely for that reason, the driver shortage is largely self-inflicted in large parts. Not because individual companies deliberately acted wrongly. But because the industry as a whole assumed for too long that new drivers would more or less find themselves. Today it shows that this calculation did not pay off. Many drivers of my generation still remember the time of the Euro introduction well well. While the industry spoke of modernization and European competition, numerous drivers felt their purchasing power was left behind. I myself earned around 3,600 DM gross before the Euro introduction. A few years later, figures suddenly appeared on pay slips that read significantly less impressively. Whether every development was objectively measurable or partly a matter of perception plays almost no role here. What matters is that many drivers have felt since that time that they had to pay the bill for changes in the industry again and again over the years. The market has produced not only winners In many discussions today, it is pretended that the problems of the industry were caused exclusively from the outside. Politics failed. The EU failed. Authorities slept on the development. The story is not that simple, however. Part of the current situation is also the result of decisions made within the industry itself. Those who were already active in freight transport before the 1990s still remember a time when competition was significantly more regulated. Fixed tariffs applied to many transport services. Freight rates were based on route lengths and types of goods. Whoever executed a transport order generally knew what price had to be paid for it. This system was not perfect. It had its own weaknesses and offered little room for competition. At the same time, however, it ensured that companies could not permanently undercut each other with ever-lower prices. With the liberalization of the market, everything changed fundamentally. Many companies welcomed this development at the time explicitly. More competition promised new business opportunities, larger markets, and greater entrepreneurial freedom. The hope was that efficient companies would prevail in the market. But competition always has two sides. What initially appeared as an opportunity developed into increasingly fierce price competition in many areas. Freight rates came under pressure. Margins shrank. The ability to pass rising costs on to customers diminished. The consequences of this development are still visible today. If companies can only compete on price, other areas inevitably come under pressure too. Investments are postponed. Personnel become a cost factor. Working conditions fall behind. Of course, not all companies bear responsibility for this development. There are numerous freight forwarders who pay their drivers reasonably and think in the long term. Nevertheless, it would be too simple to place the blame solely on politics or authorities. The industry itself has supported the desire for more competition over many years. Today it shows that while competition can foster innovation, it does not automatically lead to better working conditions or more stable markets. Precisely for this reason, it is worthwhile not to forget one\u0026rsquo;s own history. For some of the problems complained about today did not arise despite the liberalization of the market, but partly also through it. The Longing for a Grand Answer Nevertheless, people often like to look for simple explanations. This is not a phenomenon specific to the transport industry. It is human. Complex problems create uncertainty. Simple answers convey control. If someone claims that the industry simply needs a Europe-wide collective agreement, a certain minimum wage, or a change of some laws, this initially seems attractive. Suddenly, a compli","date":"2026-06-21","permalink":"/en/post/bkf/wunschwirklichkeit/","section":"post","title":"Between wishful thinking and reality: why the transport industry has no simple solutions"},{"content":"Cookie-free Blog with Hugo – Is That Still Possible Today? When visiting a website today, visitors are often greeted with cookie banners already on the first visit. Sometimes these banners take up more space than the actual content. But the question arises: Does every website really need cookies and tracking? For my blog, the answer is: No. This is not about rejecting every form of statistics or analysis in principle. Rather, I have consciously asked myself which data I really need and which I don\u0026rsquo;t. Because just because something is technically possible doesn\u0026rsquo;t mean it has to be used automatically. Why I Do Without Cookies and Tracking Many websites today rely on analysis and marketing services like Google Analytics, Facebook Pixel, or various advertising networks. The problem here is not just the cookie itself. Much more important is the question of which data is transmitted to third parties. With many tracking solutions, information about the visit to the website, the browser used, approximate location, accessed pages, and other technical characteristics are transmitted to external providers. From this, detailed user profiles can be created. It becomes particularly critical when multiple websites use the same tracking services. Then, providers can link browsing behavior across different sites. Even in the past, there have been reports about unintended data transfers through tracking scripts. For example, it was known that on some websites, sensitive information was transmitted to Meta through the inclusion of the Facebook Pixel, without the operators always being aware of it. I have therefore chosen a different approach: My blog completely does without marketing trackers and third-party analysis tools. The website functions without visitor profiles, without personalized advertising, and without the transmission of user data to advertising networks. When the Visitor Becomes a Product Many online offers are financed through advertising. Against this, there is nothing to object. After all, servers, development, and operation need to be paid for. It becomes problematic from my perspective when as many data as possible are collected to create as accurate user profiles as possible. Then it\u0026rsquo;s not just about whether someone reads an article. Rather, it becomes interesting: Who is reading it? Where is the person coming from? Which other websites does she visit? What are her interests? Which advertising could work particularly well for her? For large advertising networks, such information may be economically interesting. For a private blog, however, I consider them completely unnecessary. My goal is to provide content – not to analyze my visitors. My criticism is directed not against advertising or visitor statistics in themselves. I can fully understand that companies want to know whether their advertising is successful. After all, anyone who spends money on ads wants to know whether they are clicked and whether customers are generated from them. Critically, from my perspective, it becomes when the same tracking technologies are used on thousands of websites, thereby enabling comprehensive user profiles. That these concerns are not just theoretical is shown by both data protection procedures around the Facebook Pixel and scientific studies on web-based tracking. Especially in combination with existing user accounts and installed apps, such systems can go far beyond the mere success measurement of an ad. From many individual pieces of information, a detailed picture of a user\u0026rsquo;s interests, habits, and online activities gradually emerges. Quellen Austrian DSB declares Meta tracking tools illegal Web Tracking through Facebook Pixel Exactly at this point lies the real problem for me. It\u0026rsquo;s not about the website operator wanting to know whether an article was read or whether an ad was successful. It\u0026rsquo;s about how much data is collected for that and who ultimately receives these data. For a private blog, such data collection is neither necessary nor desirable. If I want to know which articles are read, anonymized server logs are completely sufficient for me. For that, no visitor profile needs to be created, and no information needs to be passed on to advertising networks or analysis platforms. Does a Blogger Really Need Statistics? The question is justified. Of course, it interests me which articles are read and which topics are particularly well received. After all, I invest time in writing my posts. This, however, does not mean that I need detailed visitor profiles. For me, it is completely sufficient to know: Which articles are frequently read Which topics are particularly interesting How many page views there are approximately Through which search terms visitors arrive at the blog For these pieces of information, anonymized web server logs are completely sufficient. Every web server logs accesses to a website anyway. These data can be analyzed without the need for cookies to be set or external tracking services to be integrated. This way, I get a rough overview of the usage of my blog without being able to track individual visitors across different websites. Why I Chose Hugo The technical basis of my blog is the static site generator Hugo. When I rebuilt my blog, several systems were available. Many operators use classic content management systems like WordPress, Joomla, or similar solutions. Those who have followed my blog for a longer time know that comments on posts were possible before, and the page looked different. That was due to WordPress. But I wanted to move away from WordPress. Therefore, I consciously chose Hugo. The reason was not only speed. I especially liked the idea of managing content in simple text files and generating static websites from them. The advantages are clear: no database no server-side user accounts no integrated tracking features fast loading times low technical complexity Since Hugo generates static HTML files, a large part of the infrastructure required by classic content management systems is eliminated. Security also benefits Another advantage is the reduced attack surface. Systems like WordPress are powerful and widely used. At the same time, they consist of significantly more components that need to be regularly maintained and updated. These include, in addition to the system itself, often plugins, themes, and databases. Each additional component can potentially contain security vulnerabilities. A static Hugo blog is much simpler in structure. This does not make it invulnerable, but it reduces many typical attack vectors from the start. Since there is no database and the delivered pages consist solely of static files, a whole class of potential attacks is eliminated. Less tracking means faster websites Data protection is not the only advantage. Every additional script must be loaded and executed by the browser. This applies not only to tracking services but often also to advertising networks, social media widgets, analytics platforms, or external fonts. Each of these components creates additional network connections and extends the loading time. This becomes noticeable especially on mobile devices or slow internet connections. Since my blog does not use many of these external services, only what is actually needed to display the content is loaded. The result is short loading times and a website that remains usable even without modern high-performance hardware. What is deliberately not running on my blog Therefore, I deliberately do not have the following on my blog: Google Analytics Facebook Pixel Ad trackers Marketing cookies external Google Fonts This way, no data is transmitted to advertising networks, and visitors do not have to consent to analysis or profiling. Data protection without a cookie banner? A common misconception is: Every website needs a cookie banner. That is not entirely true. A cookie banner is usually required when consent-based cookies are set or tracking services a","date":"2026-06-20","permalink":"/en/post/allgemein/cookiefrei/","section":"post","title":"Cookie-free blog – is that still possible today?"},{"content":"StVG-Novelle ab July 2026: What Professional Drivers Need to Know Now As of July 1, 2026, a change to the Road Traffic Act (StVG) will come into effect. Those who follow the headlines of the industry might think that this means everything will suddenly change for professional drivers. Talks of stricter rules, new penalties, and digital driver\u0026rsquo;s licenses are in the news. But as often is the case, a closer look behind the headlines is worthwhile. Because not every change will affect the daily life behind the wheel equally – some are more about legal fine-tuning, while others could indeed be relevant for drivers and transport companies. I have looked at the changes and placed them in context, explaining what they actually mean for professional drivers. Fines: Traffic violations can now be pursued for longer The most important change for professional traffic concerns the statute of limitations for traffic offenses. Until now, a period of three months applied to many traffic violations, provided no fine notice was issued within that time. From July 1, 2026, this period will be extended to six months. At first glance, this seems unremarkable, but it can have real effects in the daily lives of truck drivers. In long-distance transport, there are often weeks or even months between a violation and the administrative processing. Added to this are driver changes, international operations, or complex company structures. Authorities will now have significantly more time to conclude procedures. This applies to the following: Speeding violations Following distance violations Using a mobile phone while driving Running a red light Stopping and parking violations general traffic offenses For professional drivers, this means one thing above all: The hope of \u0026ldquo;statute of limitations\u0026rdquo; will become much less likely in the future. Those traveling abroad or working with changing vehicles should also consider that companies must maintain clean driver documentation. Because if a procedure comes up months later, it must still be possible to trace who actually drove the vehicle. Point trading is now explicitly prohibited Another point of the reform is the ban on so-called point trading. This refers to cases where a person claims to have driven a vehicle for money or as a favor, to keep points in Flensburg or to avoid a driving ban for the actual driver. Although authorities could already act against such practices, legally some cases remained in a gray area. This gray area is now closed. In the future, severe sanctions can be expected. Anyone who deliberately provides false information or organizes such models must expect heavy fines. For most professional drivers, this is likely to remain a marginal note. In regular professional work, so-called point trading plays hardly any role. Anders sieht es in larger fleets or internationally active companies. There, where vehicles frequently change or violations must be assigned to multiple people, the topic of compliance is likely to gain in importance in the future. Digital Driver\u0026rsquo;s License: More Legal Basis than Practice Change Currently, there are particularly large headlines around the digital driver\u0026rsquo;s license. In fact, the legislative change creates a legal basis for this. However, this does not mean that professional truck drivers will suddenly only need to show their smartphone starting in July. On the contrary: the classic paper driver\u0026rsquo;s license remains the standard for now. The new regulation mainly creates the conditions for future digital solutions. When these will be available nationwide, how they will be controlled, and whether they will be recognized in international freight transport, is still unclear. Especially in cross-border traffic, the physical driver\u0026rsquo;s license is likely to remain an important role for a long time. For professional truck drivers, this means: No panic – the paper driver\u0026rsquo;s license will not disappear overnight. What does the reform mean for truck drivers now? In short, the StVG amendment is far less spectacular than some headlines suggest. The most important practical change, in my view, is the extended statute of limitations for traffic violations. Here, drivers and companies will actually notice the effects. The ban on point trading mainly concerns abuse cases and larger fleet structures. The digital driver\u0026rsquo;s license, on the other hand, is more of a future topic than an immediate change in daily driving life. In short: For professional truck drivers, less will change starting in July 2026 than many headlines suggest – but some details should still be kept in mind. Sources German Bundestag – Changes in the Road Traffic Act (StVG) https://www.bundestag.de ADAC – Changes for drivers in 2026 https://www.adac.de ADAC – Statute of limitations for fines and traffic offenses https://www.adac.de trans.info – Report on the StVG amendment 2026 https://trans.info/deutschland-verscharft-regeln-ab-juli-fur-lkw-fahrer-483822/","date":"2026-06-17","permalink":"/en/post/bkf/stvgnovelle/","section":"post","title":"StVG-Novelle from July 2026: What professional truck drivers really need to know now"},{"content":"My Crystal Ball for the Future of E-Trucks: Why Batteries Will Conquer Daily Operations – But Not Everywhere Comment / Opinion When talking about the future of trucks today, sooner or later one inevitably arrives at a matter of faith: battery or hydrogen? And to be honest: A few years ago, I would have said myself: \u0026ldquo;In heavy-duty vehicles? That can only be hydrogen.\u0026rdquo; Today, I see things much more differently. Not because I suddenly believe every manufacturer brochure. But because something is changing in everyday practice. And because technology is making progress faster than many – including myself – expected just a few years ago. From \u0026ldquo;Never Possible\u0026rdquo; to Everyday Use Not too long ago, an electric truck was still considered by many to be nothing more than a nice trade fair gimmick. Too heavy. Too little range. Too long charging times. Useless in winter. Today, heavy-duty electric trucks are already in regular operation – especially where routes are predictable. Construction site logistics, distribution traffic, port operations, or fixed routes between plants. And even in long-haul transport, development is moving faster than many believe. What I find particularly exciting is the development at Scania. Scania Shows Where We Are Heading Scania has recently further developed its electric trucks. New features include, among others, an additional battery pack under the driver\u0026rsquo;s cab. This allows for greater energy reserves – while simultaneously maintaining more flexibility in vehicle construction. Even more interesting: The new Megawatt Charging System connector (MCS) is designed to enable charging powers of up to 750 kW. Put simply: significantly faster charging than before. That could become one of the decisive levers. Because the real problem is not always range – but time. If a truck can be sensibly recharged during its legally mandated break, that completely changes the discussion. Scania now speaks – depending on the application profile – of significantly higher ranges. In some configurations, even ranges beyond 800 kilometers. However, one must remain fair: This likely applies more to optimized long-haul profiles and not to heavy specialized transports in hilly terrain. For heavy combinations, Scania itself cites much more conservative figures. At a gross weight of 64 tonnes, the manufacturer currently speaks of around 330 kilometers of range, with correspondingly higher values for lighter configurations. And Scandinavia? They Are Already Far Ahead Interesting is also the look northward. Those who speak with workshops or drivers always hear: In Scandinavia, significantly more electric trucks are in operation than here. And that seems plausible. Norway and Sweden are now considered pioneers in the electrification of commercial vehicles. Massive investments are being made in charging infrastructure – including fast-charging and megawatt charging technology. At the same time, these countries benefit from a cheaper electricity mix and clearer political frameworks. In short: In those countries, electric trucks are not just shown at trade fairs – they are already driving in everyday life. But Now Comes Practice And it is exactly here that things become interesting. Because there can sometimes be worlds between a brochure and a working day. I drive roundwood myself. With approval, I have been operating with 44 tonnes gross weight for several years now. And precisely because of that, I look at the development perhaps somewhat more skeptically – but also from a practical perspective. Because roundwood is not simple long-haul transport on the autobahn. Here we are talking about: high weights, forest roads, gradients, winter operation, crane hydraulics, changing routes, and charging locations that mostly do not have a fast charger in the middle of the forest. Can an electric truck achieve this in the future? Perhaps. But the more exciting question is: When? Because technology is developing at a rapid pace. What today still seems unrealistic can suddenly become everyday reality in five years. Ten years ago, many would have said that a heavy electric truck with several hundred kilometers of range was unrealistic. Today, exactly such vehicles are on the road. My Crystal Ball: How the Market Could Develop If I had to make a forecast today, it would look roughly like this: Regional Transport and Fixed Routes Here, the battery will presumably clearly prevail. Predictable routes, fixed charging points, and daily return to the home base play heavily in favor of the electric truck. Long-Haul Transport: Why I Have Become Less Skeptical Than Before Especially in long-haul transport, I now believe more strongly in battery-electric trucks than a few years ago. And this is not only due to larger batteries or new fast-charging standards like MCS. It is also due to the infrastructure. Precisely because I offer a map of E-charging stations in Europe on this site myself, I can see quite directly how quickly the expansion is changing. New locations are added almost weekly. Where there were only slightly over 160,000 charging points recently, the number now stands at nearly 162,000 charging points in Europe. Clear: Not every one of these charging stations is suitable for heavy-duty commercial vehicles. Many locations are ruled out solely due to access, height, or charging power. Nevertheless, this development shows very clearly: The expansion is currently happening at a pace that is easily underestimated. And there are already companies demonstrating that electromobility in long-haul transport is no longer just theory. An example is the East Frisian forwarding company Nanno Janssen from Leer. There, a large portion of the fleet has been converted to electric commercial vehicles. At the same time, the company is investing heavily in its own infrastructure – including numerous charging points on the premises and battery storage systems for energy supply. What\u0026rsquo;s particularly exciting: The vehicles are not only used in local transport but also travel across Europe. It is precisely such practical examples that change the discussion for me. Because they show: Today, the question is often no longer whether it works in principle – but under what conditions it works economically. If Megawatt Charging (MCS) is then expanded along important transit routes, long-distance transport could be electrified faster than many still assume today. Specialized transports such as timber, heavy goods, or extreme topography Here, I still see many question marks. Not because it would be technically impossible – but because the requirements are brutal. High weights, steep gradients, forest roads, winter operation, crane hydraulics, and varying routes make round-trip timber transport far from the easiest test field for alternative drives. Perhaps hydrogen will remain relevant here for longer. But perhaps battery technology will also surprise us completely. And that is exactly where I have now reached a point where I say: I don\u0026rsquo;t want to criticize it – I want to try it out. To be honest: I would really like to test drive the Scania 45R myself. Not just a short lap on a trade fair course or a few kilometers on the road – but preferably in real daily work. I am seriously interested: Can today\u0026rsquo;s battery technology actually handle a full working day in round-trip timber transport? At the same time, something may be changing politically around this topic right now. Discussions are currently taking place in Brussels about whether electric commercial vehicles will be allowed to carry up to 44 tonnes gross weight in the future, instead of often only 42 tonnes as before. The reasoning behind this is understandable: Batteries weigh more than a diesel tank, after all. If we want electric trucks to become economically competitive, the additional technology must not automatically come at the expense of payload capacity. In timber transport especially, this would be an im","date":"2026-06-14","permalink":"/en/post/elektromobilitaet/glaskugel/","section":"post","title":"My Crystal Ball: The Future of Electric Trucks in Everyday Use"},{"content":"Why the Parking Map will never be a \u0026ldquo;real\u0026rdquo; app The idea was there from the very beginning: a proper app for the parking map. Installable via the Play Store, directly available on the smartphone, and as convenient as possible for professional drivers to use. However, the more the project grew, the clearer it became to me: I will probably never take this path. And there are several reasons for that. A classic app was originally planned The idea seemed obvious at first. A parking map for truck drivers, optimized for being on the go, directly available on the smartphone. Precisely because many drivers already handle almost everything via their mobile phone, an Android app initially seemed logical. Especially with a \u0026ldquo;real app,\u0026rdquo; certain expectations automatically come into play: it feels more premium, can be installed directly from a store, and appears more professional to many people than a website at first glance. But that is exactly where a closer look becomes worthwhile. Because the crucial question is not: Do I need an app? But rather: Do I really need an app store? The Play Store is developing in a direction that increasingly hinders small projects If you want to publish an app today, you have to comply with more and more requirements. New guidelines, technical requirements, review processes, and developer account requirements have become almost part of everyday life. And precisely against this, there is now growing resistance. Currently, there is a campaign by smaller developers and independent projects that critically examines the new requirements around the Play Store. The accusation: ever more bureaucracy, ever higher hurdles – and ever less room for small, independent projects. I can at least understand this criticism. Because sooner or later, a rather simple question arises: Am I investing my time in new features – or in platform rules? Especially when developing a project on the side and not with an entire development team, this eventually becomes relevant. And quite honestly: I have little desire to invest money and time into a store whose rules can change at any moment. Perhaps a look at this campaign here also helps there. Yes, I had alternatives available Of course, there would be other possibilities. For example, I could have taken the path via F-Droid – an alternative app store that is particularly popular in the open-source community. I myself use it exclusively on my Google-free Android smartphone. Or I could have simply made an APK file directly available on my website. Technically, both would be feasible. But here too, I eventually came to the conclusion: Why actually? Because in the end, I would still have to maintain a classic app – including additional development effort, updates, tests, and potential issues between different Android versions. And that is exactly where I reached the point where I thought: Maybe I am just trying to solve a problem that doesn\u0026rsquo;t really exist. Data protection also plays a role Another factor that certainly played into my decision is data protection. Anyone who knows my website knows: I have been trying for some time to implement things as sparingly with data as possible. No unnecessary cookie banners, no excessive tracking orgy, and as little unnecessary baggage as possible. Simply a platform that works. Precisely because of this, the path via a large app store now feels somewhat contradictory to me. Do not misunderstand me: Of course, it is clear to me that Android is the standard for many drivers – and Google technically makes much of it possible in the first place. Nevertheless, there remains a certain contradiction at the end: On the one hand, I am trying to build an independent and data-sparing platform. On the other hand, with a classic app, I would be stepping into this ecosystem even more strongly again. And quite honestly: Then I can almost save myself the data protection thought in the end. Precisely because of that, a PWA fits for this project from my perspective simply better. The map remains directly accessible, installable, and usable – but without the additional detour via a central store. The truth is: A PWA often suffices today Many still associate websites with something that feels somehow inferior in the browser compared to an app. The problem with this: This image feels like it comes from the early 2010s. Modern Progressive Web Apps – short for PWA – can do much more today than many think. The parking map can already be installed on the home screen like an app right now. It opens in full-screen mode, functions without distracting browser bars, and thus feels very close to a classic application. And that is exactly the crucial point for me: Users should get a good solution – not an app just for the sake of an app. Because what does a native app bring me if the only real difference in the end is the Play Store logo? For drivers, features count – not the packaging In the end, a driver on the go cares mainly about one thing: Does it work reliably? Not whether something is technically called a website or an app. If I can see at a glance: where free parking spaces are, what information is available, how the situation on site looks, or whether a stop is worthwhile at all, then the application fulfills its purpose. And that is exactly what I want to focus on. I would rather invest time in meaningful features than into things that ultimately offer little added value. A PWA even has real advantages In fact, a Progressive Web App brings several advantages that are even more practical for this project. No Store Dependency There is no approval process, no waiting times, and no fear that some new guideline will suddenly cause problems. As soon as a new feature is ready, it\u0026rsquo;s available immediately. Without: \u0026ldquo;Please download the next update from the App Store first.\u0026rdquo; Platform Independent Whether Android, iPhone, tablet, or desktop PC: The map works everywhere. Especially in the transport industry, where not everyone uses the same device, this is a real advantage. Direct Updates Improvements reach users immediately. No manual updates, no outdated versions, and no version chaos. More Independence And yes, that is indeed important to me. I want to keep the project as independent as possible. Without unnecessary hurdles, without platform lock-in, and staying as close as possible to the core idea I pursue on my website anyway: open, directly accessible, and without unnecessary bloat. The Parking Map Should Still Feel Like an App Just because the parking map doesn\u0026rsquo;t become a \u0026ldquo;real\u0026rdquo; app in the classical sense doesn\u0026rsquo;t mean it should feel like a typical website. On the contrary. The goal remains clear: It should feel as much like a proper app as possible. This includes, among other things: mobile operation that works on the go, fast loading times, an interface tailored for drivers, favorites, sensible offline functions, and further features in the long term that really help in daily life. Not because it sounds technically interesting. But because it must be practical while on the move. Conclusion The parking map will probably never become a \u0026ldquo;real\u0026rdquo; app in the classical sense. And nowadays, I\u0026rsquo;m honestly quite convinced that this is actually good. Yes, I could have taken the path via the Play Store. Yes, F-Droid or an APK directly on the website would also have been options. But in the end, I believe I\u0026rsquo;ll do better with a well-made PWA than with a classical app. Not every idea needs an app store. Sometimes a good solution that simply works is enough.","date":"2026-06-14","permalink":"/en/post/bkf/niemalseineapp/","section":"post","title":"Why the parking card will never be a proper app"},{"content":"Why Political Debates Often Fall Short Pensions, social spending, real wages, productivity, energy prices, industrial policy, wealth distribution, and economic growth are not isolated issues. They are interlocking gears of the same system. The problem with many political debates is that each area and every indicator is examined in isolation. The Finance Minister looks at government spending. The Economy Minister looks at GDP. The Labour Minister looks at employment figures. The Pension Expert looks at contributors and pensioners. The Climate Minister looks at CO₂. But hardly anyone considers the interconnections. Take an example: If Germany spends enormous sums every year on fossil energy imports, that is not just an energy problem. It is simultaneously: an industrial problem, a balance of trade problem, a jobs problem, a wage problem, a pension problem, a welfare state problem, and a geopolitical problem. Because every euro that permanently flows abroad for imported energy is missing multiple times from the domestic economic cycle. It does not become: wages, pension contributions, corporate investments, tax revenues, or consumer spending in Germany. The Pension Crisis Is Often Just a Symptom That is why my thinking extends far beyond the pension debate. If we succeed in keeping part of this value creation within the country, it generates not only revenue for the state. It simultaneously creates: jobs, social insurance contributions, purchasing power, corporate profits, innovation capacity. And suddenly, pressure on pension funds eases without having to change pensions or the retirement age itself. I keep encountering the question of decoupled value creation. The pension crisis does not arise in isolation. It is often just a symptom of a deeper development: Productivity rises. Value creation increases. Wealth grows. But the number of people directly participating in this value creation does not rise to the same extent. And if, at the same time, real wages stagnate over long periods, then the entire social insurance system comes under pressure. Because social insurances live off earned income. Not from stock market values. Not from share prices. Not from corporate value. Not from nominal GDP. Why GDP Alone Tells Little That is why focusing exclusively on GDP is simply wrong or mere window dressing. GDP answers the question: \u0026ldquo;How much was produced and sold?\u0026rdquo; It does not answer: \u0026ldquo;Who benefits from it?\u0026rdquo; If GDP rises by 5%, profits rise by 10%, but real wages stagnate, then the economy grows, but not necessarily the wealth of the majority. The Real Question: Who Benefits from Value Creation? And it is precisely at this point that my reflections on pensions and energy policy converge. Because ultimately, the crucial question is: \u0026ldquo;How do we organize an economy in which productivity, technological progress, and energy availability benefit not only owners of capital but also people whose pensions, wages, and social security depend on them?\u0026rdquo; This is not a pension issue. It is a systemic issue. Why Politics Often Treats Problems in Isolation And that is exactly the real shortcoming of politics: Not that it fails to see individual problems. But that it almost always treats them individually, even though they are absolutely interconnected. The pension debate is conducted without industrial policy. Industrial policy without energy policy. Energy policy without social policy. Social policy without the distribution question. And in the end, one wonders why none of the solutions work sustainably. Meanwhile, the gears mesh completely. Whoever turns only one gear often does not understand why the whole machine still comes to a standstill.","date":"2026-06-14","permalink":"/en/post/bkf/kreislauf/","section":"post","title":"Pensions, real wages, energy policy, and economic growth: why everything is interconnected"},{"content":"When Trade Unions and Entrepreneurs Issue the Same Warning Why Europe\u0026rsquo;s Road Freight Transport is facing a transparency problem It doesn\u0026rsquo;t happen often that trade unions and entrepreneurs\u0026rsquo; associations make the same demands of the political authorities. However, this is currently happening in European road freight transport – and this unique situation alone should draw attention. The European Transport Workers\u0026rsquo; Federation (ETF) and the Union of European Road Transport Companies (UETR) have jointly addressed members of the European Parliament. In a joint letter, they are demanding stricter rules for subcontracting in road freight transport. Specifically, they are calling for limitations on subcontractor chains, more transparency, continuous liability along the transport chain and stricter rules for labor agencies. That labor representatives and transport entrepreneurs are making these demands together is remarkable. Because usually, these two sides stand against each other on central issues in the industry – for example, on wages, working hours or regulation. If they are suddenly in agreement, it indicates a problem that goes deeper than a classic interest conflict. A System of Intermediate Layers In European road freight transport, transport orders often pass through complex chains of companies today. An order is awarded, passed on, and subcontracted again – often across several countries. At the end, there is often a driver on a parking lot somewhere in Europe. But who actually bears the responsibility? Is it the original client? The main freight forwarder? An intermediary? Or the last subcontractor in the chain? The longer a subcontracting chain becomes, the more difficult it is to assign responsibility. At the same time, the risk increases that labor standards are violated, social regulations are circumvented, or competition conditions are distorted. For authorities, this creates a practical problem: Who actually controls whom, when companies, contracts, and responsibilities are spread across several member states? The Single Market knows no borders – control often does The European single market allows for free goods movement across national borders. Transport passes through several countries daily, without this being an organisational exception. The control structures, however, remain largely nationally organised in many areas. Labor law, social security, authority responsibilities, and sanction mechanisms often end at national borders or differ significantly between member states. For cross-border supply chains, this creates a grey zone: The transport is organised on a European level, but the control is often fragmented. Exactly at this point, the joint demand of ETF and UETR is directed. The associations are demanding, among other things: a limitation of subcontractor chains, more transparency about all involved companies, clear liability along the entire chain, stricter rules for labor agencies and intermediate structures. The goal is to make responsibility traceable again and to curb competitive distortions. More than just a wage problem For a long time, the crisis in European road freight transport has been discussed mainly as a question of wages and social standards. These topics remain central. Yet possibly, this perspective is now too narrow. Because low wages, problematic employment models, or violations of social regulations do not arise in a vacuum. They are often enabled by hardly traceable corporate structures and nested subcontracting chains. In other words: It is not the lack of regulations alone that could be the problem – but the lack of traceability, who along the chain actually bears responsibility and who economically benefits. An unusual warning signal The political value of the current debate lies less in individual detailed demands than in the unusual alliance itself. When trade unions and entrepreneurs\u0026rsquo; associations simultaneously declare that existing structures are no longer functioning adequately, it indicates a structural market problem. The central question is therefore not only how many rules Europe still needs. But whether a cross-border market can function fairly in the long term if responsibility along the supply chain can no longer be traced transparently. For European road freight transport, this question is likely to gain importance in the coming years – not only for companies and drivers, but also for consumers and an economy that is increasingly reliant on stable and reliable supply chains.","date":"2026-06-10","permalink":"/en/post/bkf/etf/","section":"post","title":"When trade unions and employers issue the same warning"},{"content":"Migrating a Nextcloud Server from a USB NVMe to an Internal Hard Drive – Without Reinstallation In my case, Debian along with Nextcloud was running on an external NVMe in a USB enclosure. Originally intended only as a temporary solution after my laptop failed and while I waited for a good deal on a larger hard drive, it turned out that, as often happens in IT, provisional setups tend to last longer than originally planned. Over time, issues began to accumulate: SSH would respond sporadically, services would seemingly disappear from the network without reason, and Nextcloud became increasingly unreliable. After a reboot, everything usually worked again – but never permanently. Upon closer inspection, however, a bottleneck emerged: the supposedly fast NVMe was effectively connected only at USB 2.0 speeds – not a good idea for a production Nextcloud server in the long term. Instead of reinstalling the entire system, I decided on another approach: I migrated the running Debian system along with Nextcloud to an internal 6-TB SATA hard drive – without reinstallation. And it is precisely these steps that I document here. Preliminary: What You Should Know Without prior knowledge, this will be difficult. You don\u0026rsquo;t need to be a Linux expert, but you should be familiar with a few things: basic familiarity with the terminal understanding what partitions are no fear of working with rsync, mount or fstab a complete backup – seriously, make one The last point is especially important. Even though the following steps worked for me: anyone migrating production systems should always assume that something can go wrong. Step 1: Inventory – Where is what actually located? Before copying anything, you should first examine how the existing system is set up. The following commands help with this: 1 2 3 lsblk -f df -h mount In my case, the situation looked simplified as follows: the system partition was on an external USB NVMe /srv contained larger data sets Nextcloud data were stored separately /var was a separate partition containing Apache, PHP and Nextcloud files This last point is particularly important: Many guides forget /var. Yet it is often exactly there that things lie which later suddenly seem to have \u0026ldquo;disappeared\u0026rdquo;: 1 2 3 4 /var/www/nextcloud /var/log/apache2 /var/lib/mysql /var/lib/postgresql If you forget /var, you will often end up with a server that boots – but whose services no longer function. Step 2: Preparing the new hard drive Since the new 6-TB SATA should accommodate both system and data in the long term, I again decided on separate partitions. My structure: / (Root) → 100 GB /var → 40 GB swap → 16 GB /srv → 2 TB Nextcloud data → rest of the drive I partitioned using: 1 sudo cfdisk /dev/sda Important note: If your computer still runs in classic BIOS/Legacy mode and the drive uses GPT, you need an additional small: 1 BIOS boot partition This should be about 2 MiB in size. I initially overlooked this point – and that is exactly what led to a GRUB read error later on. Step 3: Creating file systems After partitioning, the file systems must be created. Example: 1 2 3 4 5 sudo mkfs.ext4 -L root /dev/sda1 sudo mkfs.ext4 -L var /dev/sda2 sudo mkswap -L swap /dev/sda3 sudo mkfs.ext4 -L srv /dev/sda4 sudo mkfs.ext4 -L nextcloud-data /dev/sda5 Then mount the partitions: 1 2 3 4 5 6 7 8 sudo mkdir -p /mnt/newroot sudo mount /dev/sda1 /mnt/newroot sudo mkdir -p /mnt/newroot/{var,srv,mnt/nextcloud-data} sudo mount /dev/sda2 /mnt/newroot/var sudo mount /dev/sda4 /mnt/newroot/srv sudo mount /dev/sda5 /mnt/newroot/mnt/nextcloud-data This can be checked with: 1 mount | grep newroot At this point, it should already be visible whether all target partitions have been mounted correctly. Step 4: Copying the running system Here comes the actual trick: Instead of reinstalling everything anew, the running system is simply copied. For this purpose, rsync is suitable because rights, owners and symlinks are preserved. For the root partition: 1 2 3 sudo rsync -aAXHv --numeric-ids \\ --exclude={\u0026#34;/dev/*\u0026#34;,\u0026#34;/proc/*\u0026#34;,\u0026#34;/sys/*\u0026#34;,\u0026#34;/tmp/*\u0026#34;,\u0026#34;/run/*\u0026#34;,\u0026#34;/mnt/*\u0026#34;,\u0026#34;/media/*\u0026#34;,\u0026#34;/lost+found\u0026#34;,\u0026#34;/srv/*\u0026#34;,\u0026#34;/var/*\u0026#34;} \\ / /mnt/newroot Then separately: 1 2 sudo rsync -aAXHv --numeric-ids /srv/ /mnt/newroot/srv/ sudo rsync -aAXHv --numeric-ids /var/ /mnt/newroot/var/ And – if separate – the Nextcloud data: 1 2 3 sudo rsync -aAXHv --numeric-ids \\ /mnt/nextcloud-data/ \\ /mnt/newroot/mnt/nextcloud-data/ Important: Only after all data have been copied should you proceed. Step 5: Adjusting /etc/fstab – so the system knows where things belong After all data have been copied, follows a step that is often underestimated – but which decides whether the new system will start cleanly later on: The new hard drive must know which partition should be mounted where. For this purpose, the file /etc/fstab serves. First, you should display the UUIDs of the new partitions: sudo blkid The output looks approximately like this: 1 2 3 4 5 /dev/sda1: LABEL=\u0026#34;root\u0026#34; UUID=\u0026#34;...\u0026#34; /dev/sda2: LABEL=\u0026#34;var\u0026#34; UUID=\u0026#34;...\u0026#34; /dev/sda3: LABEL=\u0026#34;swap\u0026#34; UUID=\u0026#34;...\u0026#34; /dev/sda4: LABEL=\u0026#34;srv\u0026#34; UUID=\u0026#34;...\u0026#34; /dev/sda5: LABEL=\u0026#34;nextcloud-data\u0026#34; UUID=\u0026#34;...\u0026#34; Then edit the fstab of the new installation – not that of the running system, but that on the target drive: sudo nano /mnt/newroot/etc/fstab There, the UUIDs must be adapted to the new hardware. In my case, this looked simplified approximately like this: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 # Root UUID=5da13e7f-8839-4b51-a078-1b25ff0860a3 / ext4 errors=remount-ro 0 1 # /var UUID=56544b0f-3e1f-46a0-a746-488b1be66316 /var ext4 defaults 0 2 # Swap UUID=f40e8bc0-9673-43e8-9a7d-da62674ee74f none swap sw 0 0 # /srv UUID=bd85d273-63b6-46de-b373-94cca85c3cdf /srv ext4 defaults 0 2 # Nextcloud-Daten UUID=beac83cb-0c00-4c73-a7f8-8e992bf95ddb /mnt/nextcloud-data ext4 defaults,nofail 0 2 Especially separated directories such as /srv, /var or a separate Nextcloud data directory should be checked carefully here. Because if there is an error here, the system may start – but services like Apache, MariaDB or Nextcloud will suddenly seem to have \u0026ldquo;disappeared\u0026rdquo;, because their data simply were not mounted. So a quick check is worthwhile. Step 6: Installing GRUB – if the new storage device won\u0026rsquo;t boot After all data have been copied and fstab adjusted, one crucial step is still missing: The new storage device must be made bootable. I myself initially fell into a trap here. The first boot attempt simply ended in a GRUB load read error. The cause: although the system had been completely copied, the bootloader was not installed correctly. First, the necessary system paths must be mounted: 1 2 3 4 sudo mount --bind /dev /mnt/newroot/dev sudo mount --bind /proc /mnt/newroot/proc sudo mount --bind /sys /mnt/newroot/sys sudo mount --bind /run /mnt/newroot/run Then switch to the new installation with: sudo chroot /mnt/newroot /bin/bash. Now GRUB can be installed on the new hard drive: 1 2 grub-install /dev/sda update-grub Important: Who – like me – still works in Legacy-BIOS mode with GPT partitioning absolutely needs a small BIOS boot partition. This should be approximately 2 MiB in size and have the type bios_grub. If this partition is missing, grub-install will quit with an error message because GRUB cannot find space to embed itself correctly. After a successful installation, you can leave the chroot again: exit. And then cleanly unmount everything: sudo umount -R /mnt/newroot. At this point, the new hard drive should be bootable on its own. A tip from personal experience: For the first test, it is best to physically remove the old NVMe or adjust the boot order in the BIOS. Otherwise, you will quickly end up accidentally back on the old system – and later wonder why changes apparently were not \u0026ldquo;taken over\u0026rdquo;. Troubleshooting: When things don\u0026rsquo;t","date":"2026-06-09","permalink":"/en/post/tutorial/serverumzug/","section":"post","title":"Migrating a Nextcloud server from a USB NVMe to an internal SATA hard drive – without reinstallation"},{"content":"What would happen if someone attacked our supply chains? A thought experiment about our vulnerable supply chain – and why full shelves are far from as self-evident as many believe. Part 1: The Illusion of Self-Evidence \u0026ldquo;What do trucks have to do with my cheese?\u0026rdquo; Some memories stay with you. Not because they are particularly spectacular. But because they suddenly show you how self-evident things have become. It was somewhere in the early 2000s. Winter. One of those weather situations where even people who usually like snow eventually get fed up. Roads were barely passable in some areas, traffic was tense, and in many places trucks could no longer drive at all. Anyone who was on the road at that time – especially in freight transport – probably remembers it well. For many people, this meant above all one thing: traffic chaos. For the logistics industry, it meant much more. Goods came to a standstill. Tours were postponed. Warehouses no longer operated as planned. Supply chains came to a halt. And it was precisely from this time that a situation has remained in my mind to this day. We were shopping, because I couldn\u0026rsquo;t and wasn\u0026rsquo;t allowed to work due to the weather and a state order. In front of a refrigerated display, a customer was loudly arguing with a salesperson. More precisely: she was making the employee-in-charge accusations, because her favorite cheese was unavailable. The salesperson explained calmly that due to the weather conditions, there were problems with deliveries. Many trucks probably couldn\u0026rsquo;t drive at all, which is why certain goods simply hadn\u0026rsquo;t arrived yet. The customer\u0026rsquo;s response came immediately – and honestly speaking, it seemed so self-evident that it almost sounded absurd: \u0026ldquo;What do trucks have to do with my cheese?\u0026rdquo; I remember well how this sentence irritated and angered me at that moment. Not out of arrogance. Not because the question was \u0026ldquo;dumb,\u0026rdquo; even though it was for me at that moment. But rather because it made visible something that many people probably never consciously think about: How do goods actually get to where we buy them? So that the salesperson wouldn\u0026rsquo;t get even more pressed, I got involved at that time. Not particularly diplomatically, if I\u0026rsquo;m being honest. The situation affected me more than it probably should have. Maybe because I knew how much work goes into exactly those things that many people now take for granted. In essence, I said at that time: \u0026ldquo;How do you actually think the goods get here in the store? The supermarket doesn\u0026rsquo;t have a cellar where everything suddenly appears. Do you really seriously think we drive our trucks through the countryside for dumb nuts? If your cheese isn\u0026rsquo;t here, just take another one today.\u0026rdquo; Looking back, that was certainly exaggerated. Maybe also a bit of frustration. But the customer\u0026rsquo;s sentence stayed with me. Not because of the cheese. But because of what stood behind it. Because probably there is an idea that many people share, without consciously expressing it: goods are simply there. You go shopping, reach for the shelf, and expect everything to be available. Milk, bread, cheese, medications, spare parts – as if they somehow appear at their place on their own. But the story of a product begins long before someone takes it from a shelf. Somewhere, someone processes raw materials. Somewhere, a dispatcher plans tours at night because a vehicle has broken down. While most people sleep, warehouses are filled, vehicles are loaded, and cold chains are monitored. Drivers are on the road, workshops keep the fleets running, at ramps goods are loaded, sorted, and improvised. It is a huge machine that usually remains invisible. As long as it works. Because most people experience only the end of a long chain. They see the shelf – not the way there. And that is perhaps one of the biggest illusions of our time: that supply is self-evident. The invisible machine behind our daily lives We live in a society where supply usually functions silently. In the morning, fresh bread lies in the displays, in the refrigerated display, milk stands, the pharmacy receives medications, and somewhere a truck is already being unloaded, long before most people have had their first coffee. Workshops receive spare parts, hardware stores fill their warehouses, and packages often land so self-evidently at the doorstep that one hardly questions how they got there at all. Why would they? What works every day fades from consciousness. Few people think about the paths a product has already taken before it finally ends up in the shopping cart. A piece of cheese in the refrigerated display is not simply \u0026ldquo;there.\u0026rdquo; Before that, there is processing, packaging, storage, and transport. Cold chains must be maintained, goods are picked, vehicles are loaded, and tours are coordinated. Products change warehouses, pass through transshipment centers, are redistributed, and eventually end up where people effortlessly reach for them. Between all these people work countless others – often when others are sleeping. Drivers are on the road, warehouses operate around the clock, dispatchers plan around, because somewhere a delay has occurred. Mechanics ensure that vehicles run, production facilities keep processes running, and in distribution centers, goods are sorted, loaded, and improvised. Yet behind all these people, something else is working: A system. Modern logistics has little in common with the image of a clipboard, a radio device, and a few phone calls. Routes are planned digitally, inventory is monitored in real time, and time windows are automatically assigned to ramps. Scanners, telematics systems, warehouse management, and digital platforms coordinate much of what was once clearly simpler — but also slower — to organize. Exactly this precision makes supply chains so powerful. And perhaps simultaneously, so vulnerable. Because it is precisely there that a question begins, which initially seems uncomfortable: What happens if this invisible system stumbles? The idea came from a podcast about IT security Some time ago, I listened to a podcast about IT security. Nothing unusual really. Topics like malware, data leaks, or hacker attacks have become almost part of the digital everyday. Yet one term stuck with me: Supply chain attacks. Or, as they are often called in IT: Supply-Chain-Attacks. At first, it sounds awkward and surprisingly technical. Almost like something that only affects large corporations or IT departments. In reality, however, it is a thought that is surprisingly simple. Instead of attacking the company directly, something that the company trusts is targeted. Not the actual target is at the center, but the way to get there. In practice, this can mean that the company itself is not attacked, but a supplier, a software library, a service provider, or an entity whose programs are used by thousands of companies. The idea behind it is almost disturbingly logical: Why attack a fortress head-on, when you can enter through the supplier\u0026rsquo;s entrance? This principle becomes particularly insidious where trust becomes a weakness. People install updates because they are supposed to create security. Companies update software because that is considered a protective measure. No one assumes they are deliberately bringing a problem into their house. And yet, in the past, there have been cases where exactly that happened: Malware did not enter the system through an obviously suspicious file, but through paths that actually enjoy trust. The problem does not come in as a thief through the window. It rings the doorbell. With an ID. And is let in. The longer I thought about it, the more a different question pressed itself upon me: If this principle works in the digital world — why shouldn\u0026rsquo;t it also work in the real world? Because in the end, our supply chains also rely on trust. On the fact that suppliers d","date":"2026-06-07","permalink":"/en/post/allgemein/lieferketten/","section":"post","title":"What would happen if someone attacked our supply chains?"},{"content":"Thanks to the Federal Government\u0026rsquo;s location information service, it is now possible to see almost in real time how many free truck parking spaces are available at rest areas in Germany. Since I already use a map structure on my website, I came up with the idea of integrating this data as well – this time as a live map for rest areas. The map shows available rest stops in Germany and, if reported by the operator, also the current occupancy rate as well as free and occupied parking spaces. This can be helpful for professional drivers when planning tours or looking for a free parking spot. The data comes from open mobility data of Mobilithek and is updated regularly (every 10 minutes). You can find the live map here: ➡️ View rest areas – free truck parking spaces on the map","date":"2026-06-05","permalink":"/en/post/bkf/rastanlagen/","section":"post","title":"Rest areas - View live on the map where free parking spots are available"},{"content":"Route planen Von Nach Restlenkzeit (h) Route berechnen Heute 10h-Ausnahme nutzen Wenn verfügbar Umfahrung bei Ferienfahrverbot anzeigen Zwischenziele + Zwischenziel hinzufügen + Zwischenziel aus aktueller Route übernehmen Maximal 5 Zwischenziele. Via-Punkte dienen nur der Routenführung, ohne Standzeit. Aktuellen Standort verwenden Der Standort wird für die lokale Anzeige und Entfernungsberechnung im Browser verwendet. Wenn externe Kartenkacheln aktiviert sind, kann der angeforderte Kartenausschnitt dem Kartenanbieter Rückschlüsse auf den Standortbereich ermöglichen. Standort auf Karte anzeigen Die Standortposition und Entfernungsberechnung bleiben im Browser. Es wird keine automatische externe Route angefragt. Aktivierte Kartenkacheln können den dargestellten Bereich offenlegen. Extern nach Ort suchen: derzeit nicht verfügbar. Die Eingabe wird ausschließlich mit dem lokalen Ortsindex abgeglichen. Eine anwendungsweite Begrenzung auf höchstens eine Nominatim-Anfrage pro Sekunde kann diese Browser-Anwendung nicht zuverlässig sicherstellen; Suchbegriffe und Verbindungsdaten werden deshalb nicht an Nominatim oder einen anderen Suchanbieter gesendet. Die Ortssuche ist lokal. Die externe Routenberechnung ist derzeit deaktiviert. ☰ Sidebar ausblenden ⛶ Karte maximieren Jetzt Heute Morgen Nächster Samstag Datum wählen Gesamtansicht Europa Datum Uhrzeit Aktiv (rot) Heute noch aktiv (gelb) Nicht aktiv (grau) Fahrverbot gilt in Aktuell keine aktiven Fahrverbote. Beginnt in Kürze Keine Fahrverbote in Kürze. Legende P Viele freie Plätze \u0026gt; 50 % frei P Teilweise belegt \u0026lt; 50 % frei P Fast voll / voll kaum freie Plätze P Keine Statusangaben Status unbekannt 🚛 Empfohlen bleibt immer sichtbar. ⚡ Ladesäulen Statusdaten anzeigen Alle Ladepunkte PKW-Ladesäulen LKW-Ladesäulen Parkplätze gesamt - Freie Stellplätze - Belegte Stellplätze - Aktualisiert unbekannt Die Kartenansicht lädt Kartenkacheln von der OpenStreetMap Foundation. Dabei werden Ihre IP-Adresse und technische Verbindungsdaten übermittelt. Die angeforderten Kacheln zeigen dem Anbieter den dargestellten Kartenausschnitt. Weitere Informationen stehen in der Datenschutzerklärung. Externe Karte laden Externe Karte deaktivieren Externe Kartenkacheln sind noch nicht geladen. Datenquellen und Datenstand Parkplatzdaten: deutsche Belegungsangaben stammen, soweit verfügbar, aus den Quelldaten der Mobilithek; deren Aktualisierungszeitpunkt wird angezeigt. Die technische Abrufzeit einer Datei ist kein Nachweis für die Aktualität ihres Inhalts. Die statischen belgischen AWV-/transportdata.be-Daten beruhen auf einem Quelldatensatz von 2021 und wurden zuletzt am 30. Juni 2026 lokal aufbereitet. Ladepunkte: Verfügbarkeitsangaben hängen vom jeweiligen Quelldatensatz ab. Die Erzeugungskette der zusammengeführten Hauptdatei ist derzeit nicht vollständig dokumentiert; für diese Datei liegt kein belastbarer inhaltlicher Datenstand vor. Statuswerte sind deshalb nicht als garantiert aktuell zu verstehen. Fahrverbote: der Kalenderdatensatz weist als Stand den 8. Oktober 2026 aus. Die Geometrien wurden am 2. Juli 2026 erzeugt; das Alter des zugrunde liegenden OSM-PBF-Datensatzes ist nicht belegt. Routenberechnung ist derzeit deaktiviert. OSRM ist die Routingsoftware; laut Informationsseite des Demo-Dienstes wird der bisher konfigurierte öffentliche Endpunkt vom FOSSGIS e.V. betrieben. Eine dienstspezifische Datenschutzerklärung mit Angaben zu den gespeicherten Routenanfragen und deren Speicherdauer ist nicht veröffentlicht; außerdem nennen die Nutzungsbedingungen den Hostnamen dieses Endpunkts nicht ausdrücklich. Deshalb werden keine Start-, Ziel- oder Gerätestandortkoordinaten an einen Routinganbieter gesendet. Die bisherige Profilkonfiguration war PKW (OSRM „driving“), kein LKW-Routing. Eine geschätzte LKW-Fahrzeit wäre keine Prüfung von Durchfahrtshöhen, Gewichtsbeschränkungen oder anderen LKW-Regeln. ⚡ Ladesäulen Statusdaten anzeigen Alle Ladepunkte PKW-Ladesäulen LKW-Ladesäulen Ladepunkte gesamt - PKW / LKW - / - Ladepunkte mit Statusangaben - Tankstellen gesamt - Ladepunkte je Tankstelle - Ladesäulen werden geladen... Cluster ausblenden","date":"2026-06-04","permalink":"/en/parkplatz/","section":"post","title":"Eco-Mov – Truck Parking Spots, Driving Bans \u0026 Charging Infrastructure Europe"},{"content":"Why Drivers from Third Countries Won\u0026rsquo;t Solve the Driver Shortage The current report by the Soester Anzeiger about a freight company that hires drivers from the Philippines actually shows only one thing: The pressure in the industry is now so great that companies have to find new ways. The real question, however, is not where the drivers come from – but why so many of them have left the profession. That we have a driver shortage should now be noticed even by the last freight operator. The reasons are multifaceted and cannot be reduced to just one solvable problem. And before anyone comes with the argument: \u0026ldquo;Then I\u0026rsquo;ll just pay more money, then they\u0026rsquo;ll come \u0026hellip;\u0026rdquo; – you\u0026rsquo;re mistaken. Because salary is only one of many problems. Job Postings: Many Promises, Little Substance If you look at today\u0026rsquo;s job postings for drivers, they are all pretty much the same. Even large freight companies, where the driver is hardly known by name, promise family-friendly conditions, \u0026ldquo;fairly paid\u0026rdquo; work, and some vaguely defined \u0026ldquo;additional benefits,\u0026rdquo; often mentioning a modern truck as a benefit. These are things that should be standard – and not benefits. Then there are the stated net wages for LK 1, which sum up to XY. But these do not solve the real problems. To name a few: Conditions at the ramps Lack of parking spaces Lack of appreciation by freight companies and customers Constant time pressure Waiting times without predictability Sanitary conditions on the road Wages where there\u0026rsquo;s still a lot of month left after the money runs out As Long as Conditions Don\u0026rsquo;t Change, the Driver Shortage Won\u0026rsquo;t Either Nothing will change as long as freight companies don\u0026rsquo;t finally do something for the drivers. And not just that – we drivers are also needed here. Instead of uniting with others, we tend to take advantage of each other – and in the end, there are still not enough drivers. I myself have been driving for over 30 years, much of it in international freight transport, sometimes with wages where I didn\u0026rsquo;t know how to feed my family after the first or even second week. Raises only happened when you found a reasonably paid job, and even then, only if it was 10 € more a month. Daily Life in Freight Transport: What Many Drivers Actually Experience At the ramps, you\u0026rsquo;re often the last fool of the service as a driver, and you\u0026rsquo;re often forced to stack pallets into high shelves at some large retail chains, but only after removing the film, otherwise the computer won\u0026rsquo;t take the pallet. And if the pallet is somehow damaged for an unknown reason, you have to repack it. Or if that\u0026rsquo;s not the case, there are also a few loading operations where you, as a driver, are supposed to sort the goods cleanly into the row. Quasi like, Cinderella, who had to sort peas. Tasks that do not belong to my job, because I am not paid for them. Pallet exchange is the same: You are supposed to deliver the goods on brand new pallets, but you have to take back the last bit of trash. In reality, it\u0026rsquo;s supposed to be: Pallets are exchanged 1:1, not only in quantity, but also in quality. Driver shortage in politics: Much discussed, little changed In the past, there were also a few round tables or several hearings in the German Bundestag\u0026rsquo;s transport committee. From May 2022 until the summer or autumn of 2023, discussions took place – among others under the leadership of the now deceased SPD politician Udo Schiefner – about the situation in the industry. Topics included, among others, the \u0026ldquo;working conditions of professional truck drivers and effective measures against driver shortages and driver scarcity.\u0026rdquo; The problems were therefore long on the table. Politics, associations and companies were well aware of what was wrong in the industry. All the more disheartening is the question: What has actually improved for many drivers in their daily lives? Nothing. As always. The employer association BGL (Bundesverband Güterkraftverkehr Logistik und Entsorgung e. V.) was also present, as well as some drivers who reported on the situation for us drivers out there. The chairman Dr. Engelhardt has therefore become aware of the problems we drivers have, for example, at the ramps, as well as the DIHK (Deutsche Industrie- und Handelskammer). One could have reasonably expected the members of these associations to realize that something should change in their practices. But what does the BGL want? That the immigration of drivers from third countries is made easier, in order to tackle the driver shortage. No: \u0026ldquo;We need better driver management, also at the ramp,\u0026rdquo; or \u0026ldquo;We need more parking spaces.\u0026rdquo; Nothing. As long as it is possible to argue that we need drivers from third countries. Yet, as one can see: In the year 2026, nothing has changed yet. Many drivers are glad to have left the job after XX years, because they have found something else where they are better off. Why I see it as a driver Well, I\u0026rsquo;m being honest: I myself have not been active in the freight industry for seven years now, but I have not given up driving altogether. I now drive something else: wood. The stuff from the forest, which just sits around, ensures that our CO₂ is captured and our air for breathing is produced. I actually don\u0026rsquo;t have these problems. Nevertheless, I keep encountering them regularly, and I find it really sad that the gentlemen in the freight companies prefer to bring in drivers from third countries rather than ensure in Germany that drivers don\u0026rsquo;t have to be imported. Because one thing is certain: Just as people were happy back then that the EKT was removed and that we could undercut prices, so it will certainly be the case that we won\u0026rsquo;t be able to get drivers from third countries forever. Because they will also carry the world with them, just as we treat drivers here in Germany. Whether at the ramp or within the freight companies. I know enough freight companies that still schedule their drivers until the last minute so that they can reach their customers but not the next parking spot anymore. Drivers from third countries do not solve the causes of the problem The current report from the Soest area about a freight company that recruits drivers from the Philippines may be an example of how companies are trying to deal with the driver shortage. However, the discussion behind it is clearly much larger. Drivers from third countries can temporarily alleviate bottlenecks and fill open positions. They do not, however, solve the causes of the problem. Because as long as there is no fundamental change in appreciation, working conditions, ramp situations, time pressure, lack of parking spaces, or pay, we are just replacing people – not the reasons why so many have left the profession or never even considered it in the first place. Or in other words: The driver shortage did not fall from the sky. It was made over the years. Because let\u0026rsquo;s look at the situation from the perspective of the warehouse operators. They are annoyed when another driver arrives, who insists on holding their phone to their nose and says in their little German: \u0026ldquo;Wolle ladden.\u0026rdquo; The fact that transport costs money is not compensated by hiring only cheap drivers from Eastern Europe or, in this case, drivers from the Philippines. Yes, they also cost money. But seriously: Who actually believes that these people will stay in Germany until retirement and be treated like the last fool here? The bush telegraph also works outside the EU. And to be honest: The Philippines are already far away. You can\u0026rsquo;t go much further than that. What is currently being done with importing drivers from third countries is not the solution to the puzzle: It is just moving the problem. Yes, the drivers are initially happy to be allowed to drive here and earn more money than they might in Indonesia. But as said: ","date":"2026-05-31","permalink":"/en/post/bkf/phillipinos_in_soest/","section":"post","title":"Why drivers from third countries cannot solve the driver shortage"},{"content":"When a large corporation cuts 6,000 jobs, there are crisis summits, support programs, and headlines that last for days. In contrast, when 6,000 drivers employed by numerous small and medium-sized transport companies lose their jobs, this often goes almost unnoticed. No cameras. No special broadcasts. No political frenzy. Yet, it is precisely these people who carry an important part of our economy every day. They ensure the supply for industry, trade, and consumers. They make sure that supply chains function and shelves stay stocked. Most often, their work only becomes apparent when things stop working. The Gradual Disappearance of the SME Sector While more and small and medium-sized transport companies disappear from the market, Germany is gradually losing an important piece of economic stability. With each family business that gives up, dependence on large corporations and international market players grows. This is frequently underestimated. Whoever increasingly lets go of control over transport, logistics, and supply chains makes themselves dependent in the long term – economically, politically, and possibly also socially in times of crisis. Behind Every Truck Lies More Than Just a Job Often, the economic significance of a single job in road freight transport is overlooked. When a driver loses their job, not only does an income disappear. The state simultaneously loses revenue from: Income tax Social security contributions Fuel taxes Vehicle taxes Insurance premiums Workshop services Vehicle procurement Leasing contracts Spare parts Tires Value-added tax Numerous other sectors hang on a single truck: Workshops Gas stations Vehicle manufacturers Suppliers Tire dealers Rest stops Insurers Logistics centers Therefore, a professional driver does not just move goods. They keep part of our economy in motion. An Industry Without a Strong Lobby Nevertheless, the transport industry is often treated as if it were arbitrarily interchangeable. The difference often lies in political perception. Large corporations have professional representation, lobbyists, and direct access to political decision-makers. Small companies and professional drivers often only have their own voice. And that is precisely why we must use this voice. Without Drivers, Everything Will Eventually Come to a Standstill The current development affects not just individual entrepreneurs or drivers. It affects the entire economy. Because transport is not a marginal phenomenon. It is the foundation upon which production, trade, and supply can function at all. The truth is therefore as simple as it is uncomfortable: Without drivers, everything will eventually come to a standstill.","date":"2026-05-30","permalink":"/en/post/bkf/fahrerverschwinden/","section":"post","title":"When the disappearance of drivers goes unnoticed by anyone"},{"content":"Recently, I received a comment under a post about my European Charging Station Card , roughly saying: \u0026ldquo;Nobody needs one\u0026hellip; hopefully.\u0026rdquo; Such statements are frequently encountered when it comes to electric mobility. Often accompanied by the notion that the topic is merely a short-lived trend or will not gain traction anyway. However, looking at the current figures in Europe reveals quite a different picture. Just in April, around 200,000 new battery-electric vehicles (BEVs) were registered across Europe. This corresponds to growth of nearly 40 percent compared to the previous year\u0026rsquo;s period. At the same time, the market share of fully electric vehicles across Europe has now exceeded 20 percent of all new registrations. In other words: More than one in five newly registered cars is now running purely on electricity. And this growth concerns far more than just a few showcase countries. Germany, France, Italy, Spain, and Poland are reporting partly strong increases in registrations. Particularly interesting here: Even countries that were previously rather hesitant when it comes to expansion are now making noticeable progress. Of course, this does not mean that tomorrow suddenly all internal combustion engine vehicles will disappear. But the direction is now quite clear: Electric mobility is growing — and across Europe. With this growth, a second question automatically arises: Where do these vehicles actually charge? Because the more electric cars are on the road, the more relevant charging infrastructure becomes. Not at some point in the distant future, but already today. And exactly here one quickly realizes that reality is more complicated than many discussions in social networks might suggest. Anyone traveling cross-border, driving long distances, or working professionally in the transport sector will quickly notice: charging points, operators, expansion speed, and regional differences suddenly play a role. The topic becomes particularly interesting when it comes to heavy-duty transport. While some are still discussing whether electric trucks will come at all, manufacturers and operators are already investing billions in corresponding infrastructure. New charging hubs are being established along important traffic axes, existing locations are being expanded, and across Europe work is underway on building powerful fast-charging points. One does not have to like electric mobility. One also does not have to drive an electric car. But pretending that the topic is irrelevant or will disappear again simply does not do justice to current developments. Perhaps indeed not every person needs a card with charging infrastructure in Europe. But if every month hundreds of thousands of new electric vehicles are added, then there is good reason to believe that the need for an overview is becoming larger rather than smaller.","date":"2026-05-29","permalink":"/en/post/elektromobilitaet/generell/","section":"post","title":"Electric mobility in Europe is growing – faster than many think"},{"content":"Electronic Consignment Note (eCMR): What is actually changing Barely does the term electronic consignment note (eCMR) come up before the first objection arises: \u0026ldquo;Digital documents can be manipulated much more easily!\u0026rdquo; Or: \u0026ldquo;And what about the paperwork during inspections?\u0026rdquo; The discussion is understandable. After all, the classic paper CMR consignment note has been part of daily life in freight transport for decades. However, much of what is currently discussed regarding the eCMR is based on a misunderstanding: An electronic consignment note is not simply a PDF on a tablet. In reality, it involves a legal and technical framework that goes significantly further. What exactly is the eCMR? The eCMR is the electronic version of the international CMR consignment note. The basis for this is the Additional Protocol to the CMR Convention of 2008, which legally permits electronic consignment notes and which Germany has since joined. The goal: To digitally represent transport documents in a traceable and legally secure manner. And it is exactly here that the difference begins from the notion: \u0026ldquo;Simply scan paper and save as a file.\u0026rdquo; Because that is precisely not how the eCMR is intended. What does the law actually stipulate? The CMR Additional Protocol does not simply state: \u0026ldquo;From now on, please go digital.\u0026rdquo; Instead, there are concrete requirements for electronic transport documents. An eCMR system must provide procedures that: Ensure authenticity Who created the consignment note? Who confirmed it? Who signed it? Guarantee integrity Was anything altered afterwards? Were entries manipulated? Changes must be traceable. Enable traceability Operations must be logged. Who changed something and when? Were there subsequent additions? Be legally equivalent to paper A correctly implemented eCMR should have the same legal effect as a classic paper consignment note. In short: The legislature has not provided for someone to quietly alter a document without it becoming traceable. The EU adds additional requirements In addition to the eCMR, there are further regulations from the European Union. eIDAS Regulation: Digital Signatures The eIDAS Regulation (EU 910/2014) governs electronic signatures within the EU. Simplified, this means: An electronic signature must ensure that: the signatory is identifiable the signature can be uniquely assigned subsequent changes are noticeable the signatory had control over the signature Or put more simply: If someone alters something afterwards, that must become visible. Therefore, many eCMR systems work with: Timestamps Audit trails Version histories Certificates Change logs Not because it sounds modern — but because the legal situation practically demands it. eFTI Regulation: Inspections go digital Then there is also the eFTI Regulation (EU 2020/1056). This gets particularly interesting. Because the EU initially does not oblige companies to work digitally. Instead, it obliges authorities to be able to accept digital transport information. From July 9, 2027, authorities in the EU must generally accept electronic freight data, provided it is supplied via approved systems. This changes the logic of inspections. Today it often says: \u0026ldquo;Please provide vehicle documents.\u0026rdquo; In the future, it might rather say: \u0026ldquo;We access the transport data.\u0026rdquo; What does this mean for drivers? A question that keeps coming up is: \u0026ldquo;Do I then need paper at all?\u0026rdquo; And exactly here it gets interesting. Many drivers know the provisions from § 7 Abs. 1 No. 3 GüKG (German Road Transport Act). Documents for the trip must be available for inspection — traditionally often as paper in the vehicle. The exciting question is therefore: How does this work with the eCMR? Because if data is digitally available, the actual control shifts. No longer: \u0026ldquo;Does the driver have the papers?\u0026rdquo; But rather: \u0026ldquo;Are the transport data complete, correct, and accessible?\u0026rdquo; An interesting insight from BALM Because I was particularly interested in this question, I asked a staff member at BALM (Federal Office for Logistics and Mobility) directly: \u0026ldquo;How do you actually inspect an eCMR?\u0026rdquo; The answer came surprisingly pragmatically: \u0026ldquo;Quite simple, access to the database — and soon also while driving.\u0026rdquo; If this becomes established in practice, control in freight transport would change significantly. Because then it would no longer necessarily be about whether the driver has a paper folder or a tablet somewhere. The real question would then rather be: Are the transport data complete, correct, and accessible? This naturally raises new questions: How does this work in dead zones? What happens in case of system failures? Is there an offline solution? How transparent are such inspections for drivers and companies? Because digitization can simplify processes — but it also changes how control works in general. But does this work in practice? And exactly here come the justified doubts. Because digitization is only good if it works in everyday life. Drivers ask questions entirely reasonably: What happens with an empty battery? Does it work without mobile network? What happens in case of a server failure? Are there fallback solutions? How does an inspection go at night on the rest stop? Because reality on the road often looks different than a concept paper in Brussels. Digitization does not automatically solve problems. Poorly implemented, it often produces only new ones. A Look at the ATLAS Customs System An interesting comparison is the ATLAS system in customs. There, customs processes have already been handled digitally for years. Here too, it concerns: digital traceability audit trails documented changes verifiable datasets Neither is perfect or completely tamper-proof. But: Tampering becomes more difficult — and above all, more traceable. In this direction, the electronic consignment note will likely develop in the long term as well. My Conclusion The statement: \u0026ldquo;You can manipulate things much more easily digitally!\u0026rdquo; is only half the truth. Yes — digital documents can be manipulated. Paper can too. The crucial difference is: A good eCMR system should make manipulations more visible and traceable. You can imagine it like this: An eCMR is ideally not a loose sheet of paper, but rather like a document with audit stamps. If someone changes something later, the corresponding proofs suddenly go missing — or the change appears visibly in the system. In other words: Not every manipulation becomes impossible. But it leaves traces instead. The real change therefore does not lie in paper disappearing, but in the logic of control changing. Previously: Does the driver have the papers? In the future rather: Are the data correct, plausible, and retrievable? Whether this ultimately becomes progress is not decided by technology alone. But whether the systems are practical for drivers, companies, and customs authorities alike.","date":"2026-05-16","permalink":"/en/post/bkf/digitaler_frachtbrief/","section":"post","title":"Electronic Consignment Note (eCMR): What is Actually Changing"},{"content":"Bring Your Own Website to the Fediverse What is the Goal? In this tutorial, I will show you how to connect your website directly to the Fediverse so that new blog posts automatically appear on Mastodon and other federated services. The goal: Your own blog remains the main platform New posts are automatically published in the Fediverse Readers can follow the blog directly No dependency on Facebook, X, or other platforms What is the Fediverse? Simply put, the Fediverse is a decentralized social network. Instead of a single platform, there are many independent servers that can communicate with each other. Mastodon is just one of many platforms. You can think of it like email: Someone with a Gmail address can write to someone at Posteo. It works similarly in the Fediverse. A user on Mastodon can subscribe to, comment on, and share accounts on other servers. Prerequisites The following should already be available: Domain VPS or Server Debian or Ubuntu Docker + Docker Compose nginx Reverse Proxy HTTPS via Let\u0026rsquo;s Encrypt RSS feed of your website In my case: Hugo website Debian VPS nginx Reverse Proxy GoToSocial as a Single-User Instance What You Should Already Know This tutorial is aimed more at technically interested users and self-hosters. You don\u0026rsquo;t have to be an administrator, but knowing some basics will help enormously. The following things you should roughly master: Connect to a server via SSH Execute basic Linux commands Edit files with an editor like nano Set DNS entries at the domain provider Adjust nginx configurations Start Docker and Docker Compose Create HTTPS certificates via Let\u0026rsquo;s Encrypt If some points still mean nothing to you: No problem. You can still follow the tutorial – you might need to look up individual terms briefly along the way. Prepare Subdomain I used my own subdomain: social.deinedomain.tld Set an A record at the DNS provider to point to the VPS, if necessary. In my case, this is required because this website is hosted here not on a VPS but with a web hoster. Once we have made the DNS entry, check if it works: dig social.deinedomain.tld The result should look roughly like this: 1 2 3 4 5 6 7 8 ; \u0026lt;\u0026lt;\u0026gt;\u0026gt; DiG \u0026lt;\u0026lt;\u0026gt;\u0026gt; social.deinedomain.tld ;; -\u0026gt;\u0026gt;HEADER\u0026lt;\u0026lt;- opcode: QUERY, status: NOERROR ;; QUESTION SECTION: ;social.deinedomain.tld. IN A ;; ANSWER SECTION: social.deinedomain.tld. 3600 IN A 203.0.113.42 It is important that in ANSWER SECTION your server\u0026rsquo;s IP address appears. Install GoToSocial Create directories: 1 2 3 mkdir -p ~/fediblog/gotosocial cd ~/fediblog/gotosocial mkdir config data Create docker-compose.yml: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 services: gotosocial: image: superseriousbusiness/gotosocial:latest container_name: gotosocial restart: unless-stopped ports: - \u0026#34;127.0.0.1:3000:8080\u0026#34; volumes: - ./data:/gotosocial/storage - ./config:/gotosocial/config environment: GTS_HOST: social.deinedomain.tld GTS_ACCOUNT_DOMAIN: social.deinedomain.tld GTS_PROTOCOL: https GTS_TRUSTED_PROXIES: 127.0.0.1/32,172.16.0.0/12 GTS_DB_TYPE: sqlite GTS_DB_ADDRESS: /gotosocial/storage/gotosocial.db GTS_STORAGE_BACKEND: local GTS_STORAGE_LOCAL_BASE_PATH: /gotosocial/storage GTS_WEB_ASSET_BASE_DIR: /gotosocial/web/assets GTS_LETSENCRYPT_ENABLED: \u0026#34;false\u0026#34; GTS_INSTANCE_TITLE: \u0026#34;Mein Blog\u0026#34; GTS_INSTANCE_DESCRIPTION: \u0026#34;Mein Blog im Fediverse\u0026#34; TZ: Europe/Berlin Start: docker compose up -d and also check if it runs: docker ps. nginx Reverse Proxy We create the following file: nano /etc/nginx/sites-available/social-blog and put this in there: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 server { server_name social.deinedomain.tld; location / { proxy_pass http://127.0.0.1:3000; proxy_http_version 1.1; proxy_set_header Host $host; proxy_set_header X-Real-IP $remote_addr; proxy_set_header X-Forwarded-For $proxy_add_x_forwarded_for; proxy_set_header X-Forwarded-Proto $scheme; proxy_set_header Upgrade $http_upgrade; proxy_set_header Connection \u0026#34;upgrade\u0026#34;; } } Then the whole thing also needs to be activated: 1 2 3 sudo ln -s /etc/nginx/sites-available/social-blog /etc/nginx/sites-enabled/ sudo nginx -t sudo systemctl reload nginx HTTPS via Certbot Of course, we also insist on https here, so we get a free SSL certificate from letsencrypt: sudo certbot --nginx -d social.deinedomain.tld Create User 1 2 3 4 5 6 docker exec -it gotosocial sh /gotosocial/gotosocial admin account create \\ --username blog \\ --email deine@mail.de \\ --password DEINPASSWORT We also need admin rights, because without it, it won\u0026rsquo;t work. We will see the reason later. 1 2 /gotosocial/gotosocial admin account promote \\ --username blog 📌 Warning! There can still be a stumbling block here! And that is that the account is hidden. In my case, the account was created like this: 1 2 locked = 1 discoverable = 0 However, this caused federation not to work properly. Because the Fediverse is a Federated Network and we want this function so that then every instance, every user in the Fediverse can see and follow our blog. So we must check the following: sqlite3 ~/fediblog/gotosocial/data/gotosocial.db. Then: SELECT username, locked, discoverable FROM accounts; If that comes out as it was with me, then we must correct that: 1 2 3 4 UPDATE accounts SET locked = 0, discoverable = 1 WHERE username = \u0026#39;blog\u0026#39;; Afterwards we start the whole thing once again: docker restart gotosocial. Create OAuth App Goto Social works and is reachable via your domain social.deinedomain.tld. So we switch to the browser and enter https://social.deinedomain.tld in the address bar. Log in with the created user data (email address and password), then go to Settings -\u0026gt; Application. There a menu opens where we go to New Application to create a new \u0026ldquo;App\u0026rdquo;. The name of the app you find out for yourself. Application website (optional) is, as you can see, optional. What we want is to enter under Redirect URIs (optional, newline-separated entries). It is already stated at the top in the explanation but here again: urn:ietf:wg:oauth:2.0:oob. Do not use your own URL. That was one of my biggest sources of error. We have the basic framework ready with that. Now comes the \u0026ldquo;fine tuning\u0026rdquo;. \u0026#x1f604; Auto-post RSS Let\u0026rsquo;s create a directory again. We haven\u0026rsquo;t done that in a long time 😁. I will write down the entire next step here: 1 2 3 4 mkdir ~/fediblog/rss-bot cd ~/fediblog/rss-bot python3 -m venv venv source venv/bin/activate 📝 Note On Debian-based distributions like Debian, Ubuntu or LMDE, the package python3-venv may need to be installed first: sudo apt install python3-venv Then you can create a Python Virtual Environment: 1 2 python3 -m venv venv source venv/bin/activate Once that is done, we install something again: pip install feedparser requests Auto-post RSS to Fediverse After the GoToSocial instance is running, only automation is missing. Goal is: As soon as a new blog post appears, it will be automatically published in the Fediverse. Since Hugo already generates an RSS feed (index.xml), we can simply read this and automatically post new posts. Create Python Virtual Environment First we create a separate Python environment. Create directory: 1 2 mkdir -p ~/fediblog/rss-bot cd ~/fediblog/rss-bot Create virtual environment: 1 2 python3 -m venv venv source venv/bin/activate Note: On Debian-based distributions like Debian, Ubuntu or LMDE, the following package may need to be installed first: sudo apt install python3-venv Install required Python packages: pip install feedparser requests Securely Store Access Token Instead of entering the Access Token directly into the Python script, we use an environment variable. This is cleaner and more secure—especially if the script is later publicly documented or versioned. Open file: nano ~/.bashrc Add at the very bottom: export GTS_ACCESS_TOKEN=\u0026quot;DEIN_ACCESS_TOKEN\u0026quot; Reload shell: source ~/.bashrc C","date":"2026-05-16","permalink":"/en/post/tutorial/blog_im_fediverse/","section":"post","title":"Bring your own website into the Fediverse – automatically publish blog posts via GoToSocial"},{"content":"Again and again, one reads reports about truck drivers who are sent to company premises at night, even though they need to unload there the next morning. Often, there is a lack of parking spaces, sanitary facilities, or even possibilities to properly observe the legally mandated rest periods. The public discussion usually follows almost the same pattern: The driver is supposed to comply with the regulations. Period. Yet legally and practically, it is not that simple. Because the responsibility for complying with driving and rest periods does not solely lie with the driver himself. The EU Regulation (EG) No. 561/2006 explicitly obliges other participants in the transport chain to design work processes and schedules in such a way that the legal regulations can actually be followed. In Article 10 of the Regulation, the following are named among others: Transport companies Freight forwarders Shippers Tour operators Main contractors Subcontractors Driver recruitment agencies It states among other things: „Companies, shippers, freight forwarders, tour operators, main contractors, subcontractors and driver recruitment agencies ensure that agreed transportation schedules do not violate this Regulation.“ — Article 10, paragraph 4, Regulation (EG) No. 561/2006 The responsibility therefore does not automatically end at the gate or at the driver\u0026rsquo;s cab. Although the driver remains obliged to comply with the regulations, companies and employers may not create conditions that actually encourage or provoke violations of driving and rest periods. Of course, companies can cite safety, liability or insurance reasons as to why overnight stays on company premises are not allowed. As private premises, logistics sites can generally set their own rules. The question, however, is whether this fully discharges the responsibility. Because at the same time, the Regulation also obliges other participants in the transport chain to organize processes in such a way that drivers can realistically observe their legal rest periods. This has been a structural problem in the industry for years: Truck parking spaces are heavily overloaded in many places. Anyone driving at night knows that free parking spaces are often hard to find. When drivers arrive at a fixed unloading time in the early morning, but are not allowed to park on the premises and no practical alternatives are available, a contradiction arises between theory and practice. The statement „find another parking spot“ sounds simple on paper — in reality, it often means additional stress, time pressure and the risk of not finding any legal parking spot at all. The problem is therefore not only with the driver, but also with the conditions of the entire logistics chain. This sounds clear at first. However, the daily reality for many drivers is different. Because the real problem is: the responsibility is passed down to the bottom. A typical example: A driver arrives in the evening at a logistics center. The unloading time is the next morning at 7 a.m. It would be logical to spend the night there, observe the rest period and unload on time in the morning. Instead, it is often said: „You are not allowed to park here. Go away and find a spot elsewhere.“ The problem here is: Legal truck parking spaces are heavily overloaded in many places. Anyone driving at night knows that free parking spaces are often a matter of luck. The result: additional stress unnecessary trips during rest periods time pressure and partly situations in which drivers are actually forced to improvise Officially, the driver still bears the responsibility. In practice, however, the conditions are often created by decisions made by other participants. The driver shortage does not come out of nowhere Politics and business have been talking about the „driver shortage“ for years. At the same time, the working conditions for many drivers are becoming increasingly unattractive. These include: unpaid waiting times lack of sanitary facilities lack of appreciation constant time pressure parking shortages and partly conditions that have little to do with normal working life The politics know these points. I have reported here that under the leadership of the now deceased Udo Schiefner, a round table „Transport \u0026amp; Logistics“ took place, where four meetings were held on the driver shortage. There, drivers were heard who precisely described the problems that have been burdening many in the industry for years. I cannot be at my customer at 7 a.m. in the morning if I have to look for a parking spot at 10 p.m. in the evening, because I am not allowed to stop at the customer, even though the spot is available. Added to this is a point that many outsiders are not aware of: In the central warehouses of discounters, drivers sometimes unload their goods themselves, sort pallets or fulfill additional requirements on-site — even though they are actually drivers and not warehouse workers. Do not misunderstand: I have no problem with the unloading of goods. However, I do have a problem with these additional tasks. For me as a driver, the end must be immediately behind the ramp: No removing of film No storing in high shelves No sorting by product content Of course, there are also companies that treat drivers reasonably. However, the problem is structural and affects large parts of the industry. Legal responsibility does not end at the gate Of course, a company may set rules for its private premises. Nobody can generally demand that one can stay overnight everywhere. Nevertheless, the question remains: How realistic is the compliance with all regulations, when at the same time the necessary infrastructure is missing? Exactly at this point begins the responsibility of the entire transport chain. Anyone who sets fixed time windows, plans night deliveries, or causes long waiting times cannot fully absolve themselves from responsibility if drivers are thereby put under pressure. Because laws on paper help little when reality stands in the way of their compliance. The industry needs no Sunday speeches, but better conditions. As long as drivers are primarily seen as a cost factor, little will change regarding the problem. One cannot simultaneously: demand ever faster deliveries, maximize every process, save on infrastructure, send drivers to the site at night, and then be surprised by a lack of young drivers. Road freight transport is one of the most important components of modern supply chains. Without drivers, warehouses remain empty, supermarkets remain unsupplied, and production comes to a standstill. Perhaps this would be exactly the right moment to finally show the people behind the wheel a bit more respect.","date":"2026-05-10","permalink":"/en/post/bkf/verantwortlichkeiten/","section":"post","title":"When rest periods only exist on paper – responsibility of the transport chain for driving and rest periods"},{"content":"Hardly had it become known that Julia Klöckner was the target of a phishing attack via the messaging app Signal, when judgment was quickly passed in many comment sections: \u0026ldquo;How could someone fall for something like that?\u0026rdquo; The mockery came promptly. And it came predictably. Yet precisely this reaction is actually the much bigger problem. The reflex: \u0026ldquo;This wouldn\u0026rsquo;t happen to me\u0026rdquo; When people read such messages, they often inevitably think: I would have recognized this immediately This is so obvious As a politician, one should definitely know this These thoughts feel logical. But they are deceptive. Because they are based on a crucial misconception: That phishing is a question of intelligence or knowledge. The uncomfortable truth Phishing doesn\u0026rsquo;t work because people are stupid. Phishing works because people are human. Attacks of this kind do not target a lack of knowledge, but rather: Trust Habits Stress situations Authority thinking And precisely these factors affect everyone. Including those who are familiar with the topic. 📌 Important Anyone who believes they are immune to such attacks has already made the first mistake. Context decides – not knowledge In hindsight, almost every phishing message is \u0026ldquo;obvious\u0026rdquo;. But in the right moment, it looks different: A message appears to come from a known contact It seems urgent or important It fits perfectly into the current context One is busy or under time pressure In this situation, it\u0026rsquo;s not your knowledge that decides – it\u0026rsquo;s your gut feeling. And that\u0026rsquo;s exactly where modern attacks target. A personal mistake – and that\u0026rsquo;s exactly what it\u0026rsquo;s about I regularly deal with such topics, clarify them, and explain what to watch out for. And yet, it happened to me too. In the middle of daily life, under time pressure, I received a message about alleged customs fees for an international order. Nothing unusual, nothing that immediately triggers all the alarm bells. I didn\u0026rsquo;t think about it for long. Just done. Because I was waiting for such an order at that time. In the end, it was only 5 euros. No big loss – but a clear example of how such attacks work. 📝 Note Attackers don\u0026rsquo;t always aim for large sums. Often, it\u0026rsquo;s about getting as many people as possible to \u0026ldquo;just pay quickly\u0026rdquo;. The illusion of one\u0026rsquo;s own safety That\u0026rsquo;s why I would never claim today: \u0026ldquo;This won\u0026rsquo;t happen to me.\u0026rdquo; Because exactly this attitude is dangerous. It leads to carelessness, to confirming things more quickly, to overlooking warning signs. 📌 Important Security awareness doesn\u0026rsquo;t mean never making a mistake. It means knowing that one can make mistakes. Why mockery is misplaced Mocking victims misses the real problem. Because every successful attack provides attackers with valuable insights: Which methods work Which approach is credible Which situations make people particularly vulnerable The attacks don\u0026rsquo;t get worse – they get better. And while this is happening, many still believe they are invulnerable. The real thinking error The crucial question is not: \u0026ldquo;How could this happen?\u0026rdquo; But rather: \u0026ldquo;Under what circumstances could it happen to me?\u0026rdquo; This perspective makes the difference between overestimation and real security culture. Conclusion Phishing is not a problem of the uninformed. It is a problem of the overconfident. Not the insecure ones who fall for it first – but often the ones who believe they have everything under control. The question is not whether someone falls for phishing. It is when – and under what circumstances. And that\u0026rsquo;s exactly why the reaction to such incidents should not be mockery. But rather a short, honest thought: \u0026ldquo;Did I really do better?\u0026rdquo;","date":"2026-04-24","permalink":"/en/post/allgemein/signal_hack/","section":"post","title":"Phishing, mockery and dangerous overestimation"},{"content":"RV Fit - Staying Healthy Before It Gets Serious Most people come into contact with the German Pension Insurance only when it\u0026rsquo;s already too late—namely, when a rehabilitation is needed or when work ability is already limited. Exactly at this point, a program that surprisingly few know about comes into play: RV Fit. The idea behind it is actually as simple as it is meaningful. Instead of reacting only when the body no longer cooperates, the program aims to counteract early on. Because many complaints don\u0026rsquo;t arise suddenly, but develop over years—gradually, unnoticed, and often ignored. What is behind RV Fit? RV Fit is a free prevention program by the German Pension Insurance, specifically targeting employed individuals. That is, exactly the people who are in the middle of their working life and where initial health issues start to show. These can be classic things: a back that starts to complain after long days, tension in the neck, increasing stress, or simply the feeling that one\u0026rsquo;s fitness is slowly declining. Nothing of this is usually dramatic—but that\u0026rsquo;s exactly the problem. Because many people get used to it and just keep going on. RV Fit starts exactly here. Not when it\u0026rsquo;s already serious, but when there\u0026rsquo;s still time to make changes. How does it work? The program is not a one-time appointment that can be quickly done and forgotten, but a well-thought-out process that spans several months. At the beginning is a short start phase, which usually lasts about three days. During this time, the first step is to assess where one stands: What is the current health condition? Where are the daily stressors? And which levers can be turned? This is followed by the actual training phase. Here, things get practical. Over several weeks, regular appointments take place that can easily be integrated into daily life. The focus is on movement, muscle building, and a better understanding of one\u0026rsquo;s own body. At the same time, topics like nutrition and dealing with stress are also addressed—exactly the things that often fall by the wayside in everyday life. After this more intensive phase, there is later a kind of refreshment. The idea behind this is simple: Changes only last in the long term if one stays committed. And that\u0026rsquo;s exactly where this part of the program helps. How much time is needed? Even though RV Fit spans several months, this doesn\u0026rsquo;t mean that daily life has to be completely turned upside down. The time commitment per week is manageable and designed in a way that allows it to be handled alongside work. The start phase usually takes place compactly and is often accompanied by the employer, by releasing time for this period. Afterwards, the appointments are spread out over one or two units per week. Overall, this results in a program that is more supportive than burdensome. Perhaps one should consider using public transport during this time, if possible, if one wants to carry out the program. And what does it cost? The perhaps most surprising answer: nothing. RV Fit is fully funded by the pension insurance. For participants, there are no costs involved, and in many cases, travel expenses are even covered. Therefore, the program is not only meaningful, but also financially completely risk-free. Who is RV Fit intended for? RV Fit is intended for people who are still in the middle of their working life and are generally fit for work. It is important to note that this is not a rehabilitation program. Those who are already significantly restricted do not fall into this program. RV Fit is rather aimed at those who notice that something is no longer running smoothly – but who are not yet so far along that they have to take time off. Exactly this point is crucial. In particular, in professions with high physical or mental demands, this can make a big difference. Whether in an office with a lot of sitting, in craftsmanship, or as a professional driver – everywhere where demands build up over the years, early intervention can make a significant difference. The crucial difference from rehabilitation Many automatically equate RV Fit with rehabilitation, but the difference could not be greater. While rehabilitation aims to treat existing limitations, RV Fit aims to prevent these from arising in the first place. One could say: Rehabilitation is the repair – RV Fit is the maintenance. And just like with any maintenance, it applies here too: the earlier you take care of things, the more significant problems you can avoid later on. Conclusion: An opportunity that many do not use RV Fit is one of those offers that would actually fit perfectly into everyday life – and yet is often overlooked. Perhaps because it does not seem urgent. Perhaps because one tells oneself that it\u0026rsquo;s somehow manageable. But that\u0026rsquo;s exactly the mistake. Because once symptoms are really there, it becomes significantly more difficult to do something about it. RV Fit offers the possibility to prevent this. Without costs, with manageable effort, and with a clear goal: to remain healthy and fit for work in the long term. And honestly – when would be a better time to start than right now? Further articles on the topic Services for participation in working life (LTA) Knee arthritis as a occupational disease","date":"2026-04-16","permalink":"/en/post/bkf/rvfit/","section":"post","title":"RV Fit: The underestimated health program of the German Pension Insurance"},{"content":"When you\u0026rsquo;re a woodcutter traveling through the forest, you sometimes come across places that tell more than you might initially think. So today: The Leisenberger Church Ruin. I love such places with history. So buckle up – it\u0026rsquo;s going to be interesting. In the middle of the forest – and yet full of history In the middle of the forest, unassuming and almost forgotten, it still stands: The Church Ruin of Leisenberg. What today looks like an idyllic Lost Place was in fact a fascinating window into a time when a whole village existed here – with fields, people, daily life and faith. And then… it was simply gone. Historical context The few documented facts can be remarkably well placed: 1105: Founding of the monastery (probably Calden/Callenburg) by Count Dietrich III. 1309: Documentary mention of the church or donation Middle Ages: Leisenberg as an active village with agriculture ca. 1460–1470: Abandonment of the village („wüst gefallen“) This places Leisenberg exactly in the typical time period of many so-called Wüstungen. 📝 Note A Wüstung is an abandoned settlement – a widespread phenomenon in the late Middle Ages. Why does an entire village disappear? The short answer: Because the Middle Ages were anything but stable. The long answer: Plagues After the plague from 1347, entire populations collapsed. Many villages had simply not enough people left. Uncertainty \u0026amp; Conflicts Regional feuds, economic pressure and political upheavals made small settlements unattractive or dangerous. Agricultural Change Poor soil or inefficient farming led people to migrate to better regions. Concentration Survivors moved to larger, better protected places. Result: The village dies slowly – not spectacularly, but through migration and decay. The Church – the last thing that remains Why does the church remain standing? Simple: Houses → Wood + Clay → disappear quickly Church → Stone construction → survives centuries Construction and Architecture The Leisenberger Church shows typical features of a small village church: Rough stone masonry with brick elements small window openings → little light, but stable probably one nave without a tower Style The window shape suggests a transition: Romanesque (rounded arch, massive) → early Gothic (slimmer, taller) Probably 12th–13th century core building, later added to. The High Fields – frozen agriculture The real highlight often lies not in the ruin itself, but in the ground around it. The wavy structures in the terrain suggest so-called: High Fields (Wölbäcker) What is that? medieval field strips formed over years of plowing typical wave-like pattern in the soil Why do we still see this today? After the village was abandoned, the area was no longer farmed. Nature has reclaimed the land – and the forest has preserved the structures. No modern agriculture = nothing is levelled. Was there also a graveyard here? Very likely, yes. Typically, the graveyard was located directly around the church. Today, no visible graves remain – but the structure of such villages clearly indicates this. From village to forest – a change of perspective What today looks like untouched nature was once full of life: Children played here People worked, married and were buried here Fields were farmed Today, there is a mixed forest of beech, oak and Douglas fir. The peace is not the original state – but the result of over 600 years of reclamation by nature. More than just a Lost Place The Leisenberger Church Ruin is far more than just an abandoned site. Part of a completely vanished village Testimony of medieval religious culture rarely well-preserved traces of historical agriculture example of the transformation of landscapes over centuries And perhaps the most intriguing thing: There was no dramatic downfall. No major event. Only the slow disappearance of people – and the even slower return of the forest.","date":"2026-04-16","permalink":"/en/post/allgemein/leisenberg/","section":"post","title":"The Leisenberger Church Ruin – a vanished village in the forest"},{"content":"The next \u0026ldquo;big\u0026rdquo; change is coming. And as often as it happens, it is decided somewhere, then half-explained, and in the end, the driver has to figure out how to deal with it. From July 2026 the next stage of the tachograph obligation comes into effect. It sounds at first like \u0026ldquo;doesn\u0026rsquo;t concern me\u0026rdquo; – but it\u0026rsquo;s a classic misunderstanding. What is it all about? The basis is the EU Mobility Package. The goal: more control, more transparency, less trickery. Specifically, this means: New vehicles in cross-border traffic need the Smart Tacho Version 2 Existing vehicles must be retrofitted – depending on their use And that\u0026rsquo;s exactly where it becomes interesting for many. Who is really affected by the tachograph obligation from 2026? In short: significantly more people than before. Affected are among others: Vehicles over 3.5 tonnes in international traffic NEW: Vehicles between 2.5 and 3.5 tonnes, if they are used cross-border commercially And that rings a bell for some: Vans, Sprinters, craftsmen\u0026rsquo;s carts – suddenly right in the middle of the topic. What exactly is changing? The new tachograph can do more. Much more. Automatic border crossing detection Position data is stored more precisely Remote querying by authorities is expanded Manipulation becomes significantly harder Translated that means: Less room for maneuver More control More hassle if you think \u0026ldquo;nobody will notice\u0026rdquo; The retrofit obligation – the real issue Here it gets expensive and organizationally annoying. Deadlines (simplified): Vehicles with the old digital tacho → must be upgraded to Smart Tacho V2 Vehicles with Smart Tacho V1 → an upgrade is also necessary And the whole thing: phased in dependent on use (national vs. international) with considerable room for interpretation Typical EU, of course. Why is all this happening anyway? Official justification: Fair competition conditions Better control of cabotage Compliance with driving and rest times The reality: They simply want to make sure that everything is traceable. The problem from practice Theory is nice. Practice looks different. Small businesses often don\u0026rsquo;t even know they are affected Van drivers are suddenly treated like classic BKF drivers Costs for retrofitting + downtime remain hanging And in the end, you\u0026rsquo;re left thinking: \u0026ldquo;Someone should have told me earlier.\u0026rdquo; What you should do now specifically It\u0026rsquo;s simple: Check if you are affected Weight Area of operation (international!) Check your tachotype Keep an eye on deadlines Don\u0026rsquo;t wait until the last minute, so go talk to your boss! Because one thing is certain: If you are being checked, nobody cares whether you didn\u0026rsquo;t know. Conclusion – it\u0026rsquo;s coming anyway, so better be prepared In the end, it\u0026rsquo;s always the same: The whole thing is decided, published somewhere, half-explained – and only in practice do you realize what\u0026rsquo;s actually going on, by which time it\u0026rsquo;s already too late. The new tachograph obligation is not a drama. But it is also nothing that you should simply ignore. Especially if you\u0026rsquo;re traveling in cross-border traffic or work with a truck, it can affect you faster than you\u0026rsquo;d like. And then it\u0026rsquo;s not just bureaucratic, but also expensive. And that\u0026rsquo;s exactly why you should start dealing with it now – before it once again says: \u0026ldquo;From tomorrow on, by the way\u0026hellip;\u0026rdquo;","date":"2026-04-11","permalink":"/en/post/bkf/tachopflicht/","section":"post","title":"New Tachopflicht from July 2026"},{"content":"A truck is driving into a traffic jam. Despite having an emergency brake assistant. And exactly there comes the same question again: \u0026ldquo;Why didn\u0026rsquo;t the truck brake?\u0026rdquo; The short answer: Because the system can\u0026rsquo;t do everything. The long answer is coming now. Since there have been more accidents on the motorway recently, it\u0026rsquo;s worth taking a closer look at the topic. What does the emergency brake assistant actually do? The emergency brake assistant (NBA) monitors the area in front of the vehicle and intervenes when it becomes critical. Typical process: Obstacle is detected Warning for the driver automatic partial braking full braking in case of emergency Everything happens in stages – not suddenly. What technology is behind it? For this to work, several systems work together: Radar (main sensor) Camera (object recognition) Control unit (evaluates the situation) The system constantly calculates: Distance Speed Approach Some want quantum computers in the server room. We drive one. And yet, practice shows: Computing power can\u0026rsquo;t replace understanding of the situation. Legal requirements: What the emergency brake assistant must be able to do The emergency brake assistant is not an extra, but is required by law. It became mandatory: from 2013 for new vehicle types from 2015 for all new registrations of heavy trucks The basis for this is, among other things, the UN/ECE regulation R131. Important to note: The systems did not have to prevent accidents back then. Their task was to reduce the impact speed. EU Regulation 2019/2144 – Strengthening the requirements With Regulation (EU) 2019/2144, the requirements were significantly expanded. Since: 2022 → mandatory for new vehicle types 2024 → mandatory for all new registrations The systems were further developed – but not perfect. On paper, everything works perfectly. The road rarely has paper. Then vs. now: What has really changed When the first systems became mandatory, it wasn\u0026rsquo;t about preventing accidents. It was about making them less severe. The technology was simpler, the sensorics limited. Prefer a safe partial braking over a system that reacts uncontrollably. Today it\u0026rsquo;s different. Modern systems can recognize: moving vehicles stationary obstacles (although not always reliably) pedestrians partially cyclists And they can brake to a stop in many cases. That\u0026rsquo;s also changed expectations. Many now assume that the truck will stop on its own in case of doubt. That\u0026rsquo;s exactly the misconception. The technology has improved. The limits have remained. Current state of the art: Example Mercedes-Benz When you look at how this technology has developed, you can\u0026rsquo;t avoid Mercedes-Benz. Systems like the Active Brake Assist were already available long before the legal requirement. I myself drove an Actros MP2 in the early 2000s that had one of the first systems of this kind on board. This shows: The technology was there earlier than the regulations. Mercedes was one of the pioneers – other manufacturers only after the EU regulation came. The technology was there before it was required. And yet the problem hasn\u0026rsquo;t disappeared. More than what the law requires Many modern systems can do much more than what is legally required. They can recognize not only vehicles, but also: stationary obstacles (as already mentioned, not always reliably) pedestrians partially cyclists And can initiate full braking in case of emergency, provided the conditions are optimal (weather, vehicle condition, etc.). The legislation only caught up with this development later. Interaction with other systems The emergency brake assistant is an independent system. It operates independently of the adaptive cruise control (ACC). The ACC regulates the distance to the vehicle ahead and drives in a comfort-oriented manner. The emergency brake assistant only intervenes when a collision is imminent. These are two completely different systems – even though many put them in the same category. Where it still \u0026ldquo;works together\u0026rdquo; Both systems use similar sensors. That\u0026rsquo;s why it often seems to the driver like they work together. In practice, this means: ACC brakes early and gently Emergency brake assistant intervenes late and strongly And exactly this transition often comes as a surprise. Can the emergency brake assistant be deactivated? Short answer: No. At least not as many think. In current vehicles, there is generally no option for the driver to deactivate the emergency brake assistant – not even temporarily. This is also evident in practice: In my own vehicle, I can easily deactivate the adaptive cruise control, but not the emergency brake assistant. And that\u0026rsquo;s exactly how it\u0026rsquo;s intended. The system should always be active. What is still possible: The driver can intervene in a specific situation and override the system. However: Overriding does not mean deactivating it. Not even until the next restart of the truck. Overriding can be done by: accelerating braking changing lanes But there is no \u0026ldquo;turning off\u0026rdquo; anymore! Even if some see it differently. Which may also have to do with the vehicle\u0026hellip; Why it differs from vehicle to vehicle Those who get involved with the topic quickly realize: There is no single answer. The reason is simple: The technology has evolved over the years – and so have the regulations. In older vehicles, it was sometimes still possible to deactivate the emergency brake assistant or at least turn it off for a longer time. In newer vehicles, it\u0026rsquo;s different: Here, the system is generally active and cannot be turned off by the driver anymore. In between, there is a transition phase, in which much was solved through software updates. This leads to the fact that vehicles behave differently in everyday life – even though they look the same at first glance. And exactly that causes many misunderstandings. Because the problem is not the technology – but that many believe it to be the same everywhere. Where are the limitations? The emergency brake assistant is not a universal solution. Typical problems: stationary obstacles are sometimes detected too late or not reliably curves can be misinterpreted weather conditions affect the sensors false braking is possible there is always a system-related reaction time The technology is impressive. Reality doesn\u0026rsquo;t care. Why didn\u0026rsquo;t the emergency brake assistant react? After such accidents, the question quickly arises: Why didn\u0026rsquo;t the system intervene? The honest answer: It\u0026rsquo;s not possible to say for sure from the outside. Without: vehicle data error memory detailed analysis everything remains speculation. Possible reasons (no claim of completeness) The obstacle was detected too late The situation was misjudged The sensors were limited The driver intervened beforehand The system was outside its operating range These points explain no specific accident. They only show: The system has limitations. Practice: Why it still crashes Many rely too much on the technology. The system is a support – not a replacement. If the driver: is distracted approaches too closely misjudges situations has health issues then even the best system helps only limitedly. The truck can brake. The question is only whether it does it in time. And especially in cases of health problems, it would be good if the truck could automatically drive to the shoulder. Volkswagen already has this in cars. Unfortunately, not yet in trucks. Typical misconception \u0026ldquo;The truck brakes on its own.\u0026rdquo; No. It can. But not always. And not in time in every situation. Conclusion The emergency brake assistant is useful. But it is a safety net – not an autopilot. If the technology would solve everything, there would be no accidents anymore. Relying on it, you will eventually crash. In the best case, only metaphorically. Final thoughts Assistive systems can do a lot. But you still have to think for yourself. Assistive systems take away w","date":"2026-04-10","permalink":"/en/post/bkf/nba/","section":"post","title":"Emergency Brake Assistant LKW: Why it often doesn't brake (Function \u0026 Limitations)"},{"content":"European Collective Agreement for Professional Drivers – Solution or Well-Meaning Illusion? In an article on Substack , the call for a European-wide collective agreement for professional drivers is made. The argumentation behind it is initially understandable: Poor working conditions, wage dumping, and distorted competition in the European transport sector can only be addressed through uniform standards. Those interested in the details should read the original article themselves – it provides the full chain of reasoning and numerous practical examples. However, while the idea seems coherent at first glance, a closer look is warranted – not only on the content, but also on the manner of presentation. Between Claim and Presentation One aspect that quickly stands out is the visual and linguistic styling of the article. The title image and other representations on the page use clear enemy images – people are sometimes reduced to a level that aims more at emotional impact than at factual assessment. Anyone seriously engaging with the topic will soon notice: Here, things are heavily exaggerated, often at the expense of content quality. This is problematic for two reasons: 1. It undermines credibility Anyone wishing to discuss political or economic solutions should adhere to a minimum level of objectivity. A presentation that resembles sensationalist activism quickly appears as: lots of opinion, little reliable analysis. 2. It replaces arguments with emotions Exaggeration can attract attention – but it can also distract from the fact that complex relationships are being simplified or presented one-sidedly. Especially on a topic like the European transport market, which is shaped by economic, legal, and social factors, such an approach makes differentiated consideration difficult. What the Demand Is About The core of the idea can still be explained quickly: Professional drivers often work under difficult conditions Companies deliberately exploit wage differences within the EU This creates competition based on costs rather than quality The proposed solution: A EU-wide collective agreement that harmonizes minimum wages and working conditions Goal: Fairer competition Better working conditions Less wage dumping This sounds plausible at first. However, the problem runs deeper. The Central Flaw: Rules Are Not Missing A crucial point is often overlooked in such demands: Rules already exist. Many of them. Posting Directive Minimum wage regulations Cabotage rules Driving and rest time regulations The real issue is not their existence, but their enforcement. Inspections are costly, cross-border complications arise, and they are deliberately circumvented. An additional collective agreement would not solve this structural problem – it would merely expand it. 📝 Side note: This article should not be misunderstood. I have nothing against collective agreements in general. On the contrary, I am a strong advocate of them, especially generally binding collective agreements. Most European neighboring countries have similar generally binding collective agreements; there they are called \u0026ldquo;collective agreement.\u0026rdquo; All except Eastern European countries. That is why, for example, wages are better abroad (Netherlands, Scandinavia) than here. One might consider this\u0026hellip; Uniform Wages Meet Unequal Reality The second major assumption is that a uniform wage level automatically ensures fairness. This ignores a central factor: Europe is economically extremely heterogeneous. Cost of living differs massively Productivity and market structures vary significantly Wage levels reflect these differences A uniform collective agreement could have two possible consequences: It is set high → Companies from low-wage countries are displaced It is set low → It brings little improvement in high-wage countries Or more realistically: New constructions emerge to continue exploiting the differences More Rules ≠ Better Reality Another critical point is the assumption that more regulation automatically leads to more fairness. Practice often shows the opposite: More complex rules create more loopholes Subcontracting chains become even less transparent Responsibility is further outsourced Such structures are already a core problem in the transport sector today. An additional EU collective agreement would not simplify this system – but rather complicate it further. The Real Problem Runs Deeper What the original proposal does not adequately address: The market currently functions deliberately through differences Different wage levels are not a mistake, but part of the system Companies deliberately optimize along these differences Regulation is often treated as an obstacle, not a guide rail A collective agreement addresses exactly this surface level – not the structure. Conclusion The call for a European-wide collective agreement for professional drivers is well-intentioned and addresses real grievances. However, it is based on assumptions that do not hold up under closer scrutiny: Rules are not missing; enforcement is Uniform wages ignore economic differences More regulation does not automatically solve structural problems An EU collective agreement fights symptoms – not the causes. And if the presentation of a topic already leans more toward sensationalism than substance, one should look especially closely to see whether the proposed solutions are truly as viable as they first appear.","date":"2026-04-06","permalink":"/en/post/bkf/eutarifvertrag/","section":"post","title":"An EU-wide collective agreement is proposed – sensible or not?"},{"content":"WhatsApp opens up to third-party providers – Interoperability remains a work in progress With the introduction of third-party chats, WhatsApp is implementing a central EU requirement for the first time. Users in Europe can now generally use the Messenger for communication with other services. Although the technical foundation has been created, it is clear: The new interoperability is more theory than practice so far. Background: The Digital Markets Act forces openness The changes are based on the Digital Markets Act (DMA). With this law, the EU aims to limit the market power of large digital companies. Companies like Meta Platforms are considered so-called \u0026ldquo;Gatekeepers\u0026rdquo; and must open their services to competitors. For messengers, this means specifically: Services like WhatsApp must provide interfaces so that messages can be exchanged with other platforms. New Feature: Third-party chats in WhatsApp In the EU version of WhatsApp, a new feature has been introduced: Activatable third-party chats Communication with external messenger services Support for: Textnachrichten Bilder Sprachnachrichten Dateien The integration is optional. Users can decide themselves whether external chats appear in the main overview or are managed separately. A central point remains security: End-to-end encryption should continue to be in place – however, only if the respective third-party provider supports a compatible encryption system. Current Status: Minimal real-world usage Despite the existing technology, the practical use is currently heavily limited. Few connected services Currently, only a few, scarcely known services are integrated: BirdyChat Haiket Both are still in an early phase and are partially only accessible via waiting lists. Established messengers are completely missing, including: Matrix Signal Threema Telegram Thus, the function remains practically irrelevant in everyday life. Why interoperability is stalled 1. Technical barriers Different protocols, encryption methods, and identity models significantly hinder seamless communication. Particularly affected are: Group communication Media transmission End-to-end encryption across system boundaries In addition, requirements for metadata (e.g., phone numbers) can create new privacy issues. 2. Lack of incentives – and concrete rejection from practice That large messengers are not participating at the moment is not just a guess – it is confirmed by the providers themselves. So Threema stated upon request that interoperability poses significant risks for privacy and security from their perspective. Particularly problematic is that different messengers differ significantly in central aspects – for example, in user identification (anonymous IDs vs. phone numbers) and handling of metadata. A central criticism point: When connecting different systems, the security level would inevitably be determined by the \u0026ldquo;weakest link.\u0026rdquo; For privacy-focused services, this would be a step back – and thus not an option. From the Matrix environment, there is also a clear assessment: Matrix is not a single messenger, but an open protocol with many clients and servers Development resources are already heavily occupied Integrating WhatsApp would tie up resources that are lacking elsewhere In addition, there are already so-called \u0026ldquo;bridges,\u0026rdquo; which are connections to other services. However, these are considered technically complex, not user-friendly, and bring additional privacy concerns with them. Another pragmatic point: Someone who consciously chooses a privacy-friendly messenger would hardly want messages to run through the infrastructure of a large corporation in the background. In summary, it shows: The hesitation is not a short-term decision, but a conscious strategic trade-off in favor of security, architecture, and privacy. 3. Dependence on third-party providers The technical infrastructure alone is not enough: Other providers must actively implement the interfaces. As long as this does not happen, interoperability remains practically ineffective. Security and privacy concerns Once different messengers are connected, a fundamental principle applies: The security of communication is only as strong as the weakest participating system. This makes it difficult to ensure consistently high security guarantees – especially for end-to-end encryption across system boundaries. Conclusion: Regulatory success, practical standstill With the third-party chats, Meta or WhatsApp formally fulfills the requirements of the DMA. In practice, however, the function remains largely theoretical. As long as large messengers like Matrix, Signal, Threema, or Telegram do not participate, no real added value is created. The coming months will show whether more providers will join – or whether the opening of WhatsApp is mainly a regulatory compliance statement. Currently, it seems more like a classic case of: \u0026ldquo;Requirements fulfilled – but without noticeable effects in everyday life.\u0026rdquo;","date":"2026-04-02","permalink":"/en/post/allgemein/whatsappdritte/","section":"post","title":"WhatsApp opens up to third parties – Interoperability remains a work in progress for now"},{"content":"Few topics are currently causing as much discussion in driver groups and social networks as the new driver monitoring systems, which will become mandatory in many newly registered vehicles starting in July 2026. Terms like „in-car camera“, „face recognition“ or even „driver monitoring“ are circulating and causing concern among many professional drivers. But what exactly is behind the so-called ADDW system? Will drivers be permanently monitored in the future? Can employers access the data? Or is it ultimately another assistance system aimed primarily at improving road safety? A look at the underlying EU regulations shows that the reality is much more differentiated than some headlines suggest. Legal Basis: The EU General Safety Regulation The basis for ADDW is the EU Regulation 2.019/2144, better known as General Safety Regulation II (GSR II). With this regulation, the European Union aims to sustainably reduce the number of serious traffic accidents. To this end, various driver assistance systems are gradually being made mandatory for new vehicles. Already since July 7, 2024, the requirements for newly developed vehicle types are in effect. From July 7, 2026, the requirements must be fulfilled by all newly registered vehicles of the affected classes. ADDW is just one component of an extensive safety package, which also includes intelligent speed assistants, emergency braking assistants, lane-keeping systems, and event data recorders. The goal of the regulation is clear: accidents should be prevented as much as possible before they even occur. What is ADDW Exactly? ADDW stands for „Advanced Driver Distraction Warning“, which is an advanced warning system for detecting driver distraction. Unlike classical assistance systems, ADDW does not monitor the environment of the vehicle, but analyzes the driver\u0026rsquo;s behavior. This is usually done using a camera or special sensors inside the vehicle. For example, the system evaluates eye direction, head position, or eye movements. If the system detects signs that the driver is not focused on the traffic situation for an extended period, a warning is triggered. Typical triggers can be: prolonged looking away from the road, intensive use of a smartphone, distractions from displays or other activities in the driver\u0026rsquo;s cabin. The reaction occurs immediately within the vehicle. The system is intended to remind the driver to refocus their attention on the traffic situation. ADDW and Drowsiness Detection Are Not the Same In many discussions, ADDW and drowsiness warning systems are confused with each other. In reality, they are, however, different functions. While systems for drowsiness and attention warning are primarily intended to detect signs of fatigue, ADDW focuses on specific distractions during driving. Both systems pursue the same goal – the prevention of accidents –, but they work with different approaches and evaluate different behavioral patterns. Is the Driver Now Being Permanently Monitored? Exactly at this point, most discussions begin. Many drivers automatically associate a camera in the driver\u0026rsquo;s cabin with permanent monitoring of their person. However, the EU regulation does not require permanent video recording of the driver. ADDW was designed as a warning system. Its primary task is to detect distractions and immediately alert the driver. The actual question is therefore not whether a camera is present, but rather what data is generated, how it is processed, and who can access it. Because there is a significant difference between a short-term evaluation in the vehicle and long-term storage or further processing. Between Road Safety and Employee Monitoring From my perspective, the actual discussion begins here. The EU regulation does not prescribe a system for remote monitoring of drivers. The goal of ADDW is to detect distractions and warn the driver within the vehicle. This question is therefore not yet fully answered. Modern commercial vehicles are today part of highly interconnected fleet management and telematics systems. Already now, numerous vehicle data are captured, transmitted, and evaluated. These include, among other things, driving times, fuel consumption, driving style, braking actions, or location data. The legitimate question is therefore whether information from driver monitoring systems could also flow into such evaluations in the future. Technically, this appears to be possible. Whether and to what extent such data are actually allowed to be processed is, however, a different question. At the latest, data protection regulations under the GDPR, the Federal Data Protection Act, and – if applicable – the co-determination rights of the works council come into play. From my perspective, the discussion should not end with the camera in the driver\u0026rsquo;s cabin. The decisive question is rather which data will be stored, evaluated, or linked with other systems in the future and whether a safety system will ultimately become an instrument for performance or behavior control. Professional drivers should closely follow this development. Because not every technical possibility is automatically also legally permissible. Safety System or Control Instrument? From the perspective of data protection and labor law, it becomes particularly interesting when information from different sources is linked together. Modern commercial vehicles already have a wide range of digital systems today: digital tachographs, telematics systems, GPS tracking, fleet management software, dashcams, driver assistance systems. Each of these systems generates specific information on its own. However, when these data are combined, they can create a very detailed picture of a worker\u0026rsquo;s driving behavior. At this point, the actual discussion begins. It is not the camera itself that is the problem, but the question of whether long-term behavior or performance profiles can be created from individual events. Data protection and employee rights In Germany, such systems are subject to the provisions of the General Data Protection Regulation (GDPR) as well as the Federal Data Protection Act. Personal data may not be collected, stored, or processed arbitrarily. Every processing requires a legal basis and must be proportionate. For employers, this means that a system aimed at improving road safety may not automatically be used for permanent performance or behavior monitoring. Particularly relevant in this context is also the Works Constitution Act. According to § 87 Abs. 1 Nr. 6 of the Works Constitution Act (BetrVG), the works council has co-determination rights regarding technical installations that are suitable for monitoring the behavior or performance of employees. Companies that wish to implement such systems must therefore often jointly with the works council establish clear rules regarding purpose, use, storage duration, and access rights. Why these systems are introduced in the first place Despite all criticism, the cause should also be considered. The European Commission has pointed out for years that distraction is a significant risk factor in road traffic. This includes not only smartphones but also navigation systems, onboard computers, or other activities that divert attention from the road. ADDW is therefore not intended as a tool for punishing drivers, but as another building block for preventing serious accidents. Whether these systems actually bring the desired safety benefit in practice will only become clear in the coming years. The real question is: What happens to the data? Those who discuss ADDW should therefore not focus exclusively on the camera. The crucial questions are: What data are actually generated? Are these data stored? For how long are they stored? Who can access them? Are they linked to other systems? Are they used exclusively for safety or also for performance evaluation? Only the answers to these questions will determine whether an assistance system serves exclusively the purpose o","date":"2026-03-29","permalink":"/en/post/bkf/addw/","section":"post","title":"ADDW from 2026: Safety gain or digital driver monitoring?"},{"content":"What is Matrix and Element? Matrix is an open communication network, similar to WhatsApp, Signal, or Telegram. The big difference: Matrix is decentralized. This means it does not belong to a single company, and anyone can operate their own server or register with existing ones. This makes the platform more flexible, independent, and privacy-friendly. Element is the most popular app for using Matrix. It enables: Text messages Voice messages File and media sharing Video and voice calls Threads and Spaces Receiving RSS feeds If you already use WhatsApp, you will find yourself at home quickly. The key advantage: you retain control over your data. Tip: Those who value privacy can also directly use their own Matrix server or choose a smaller, private server. Why Matrix is a strong WhatsApp alternative Matrix offers some features that classic messengers do not have: Decentralization: No single provider has full control over your account or chats. End-to-end encryption: Available by default for private chats and groups. Threads: Discussions in group chats can be cleanly separated – so you never lose track. Spaces: Create your own areas for family, friends, projects, or hobbies and collect individual chat rooms within them. Platform-independent: Apps for smartphone, desktop, or browser. Caution: Unlike WhatsApp, sometimes a bit more configuration is required in Matrix – in return, you get more freedom and security. Step-by-step: Create a Matrix account 1. Choose a server Before creating your Matrix account, you must choose a Matrix server. By default, the Element app cannot create an account without a server. Visit joinmatrix.org There you will find a list of public Matrix servers Choose a server, e.g., matrix.org or a smaller, private server Tip: If you want maximum privacy, choose a smaller server or set up your own server. 2. Create an account on the server website Go to the website of the chosen server (e.g., https://matrix.org) Click Register / Sign Up Choose a username (e.g., @deinname:matrix.org) Enter an email address (optional, but recommended) Set a secure password Confirm registration via email if required Caution: Without this registration, you cannot log in to the Element app later. The account is created on the server. 3. Install and log in to Element Smartphone: Google Play Store or F-Droid (Google-free, privacy-friendly) Desktop: Download Element Desktop Browser: Directly at app.element.io After installation: Open Element Choose Log in Enter the server and your credentials that you created on the server website Now you can use Matrix, start chats, create threads, and set up Spaces The login is uniform and the same everywhere when using Element: Whether app on smartphone, desktop app, or via browser. If you have not logged in to matrix.org but rather on a smaller server like mine (you can find my username in the imprint), then go here to Edit and enter your server there! 📝 Tip: The F-Droid version for Android contains no Google services and is therefore particularly privacy-friendly. First steps in Element Start chats: Search for friends or join existing communities Use threads: Replying in threads helps to cleanly separate discussions Create Spaces: Under \u0026ldquo;New Space\u0026rdquo; you can create your own areas, e.g., \u0026ldquo;Family\u0026rdquo;, \u0026ldquo;Friends\u0026rdquo;, \u0026ldquo;Projects\u0026rdquo;. In Spaces you can collect and organize various rooms. 📝 Note Spaces are perfect for keeping private groups, hobby communities, or work projects separate – similar to Channels in Slack. Matrix vs. WhatsApp: A comparison Feature WhatsApp Matrix / Element Owner Meta Decentralized, many providers possible Threads ❌ ✅ Threads possible Spaces / Groups ❌ ✅ Spaces for structured areas Encryption ✅ End-to-end ✅ End-to-end Platforms Smartphone, Web Smartphone, Desktop, Browser Data control Low High Caution: With Matrix, the options are more diverse, so it is worth investing a little time in settings. Privacy \u0026amp; Comfort Tips Enable end-to-end encryption for private chats Filter notifications by topic or thread Invite friends to create their own Matrix account to use secure chats together Use Spaces to cleanly separate different areas of life Info: Those coming from WhatsApp will quickly notice: Threads and Spaces make chats significantly more clear and structured. Unlike WhatsApp With WhatsApp, your address book is by default uploaded and matched with the Meta server if you grant WhatsApp access to it. But CAUTION: This is not quite so ideal from a privacy perspective! With Matrix, you can also search for people, but there is no option to upload your address book and sync it with other contacts. However, you can communicate across servers with Matrix. For example, someone on matrix.org can chat with someone who is on matrix.sp-codes.de, just like me. Conclusion Matrix + Element is more than just a messenger. If you value privacy, threads, structured rooms, and independence, you will find a strong alternative to WhatsApp here. With just a few steps, you can create your own account, invite friends, and get started immediately. Tip for beginners: Start with joinmatrix.org , choose a server, create an account there, install the Element app (e.g., via F-Droid for Google-free usage), and try out threads and spaces – this way you\u0026rsquo;ll quickly learn the advantages of Matrix. If you\u0026rsquo;d like to test out Matrix, I\u0026rsquo;m happy to serve as a test subject: https://matrix.to/#/@holzdieb:matrix.sp-codes.de","date":"2026-03-21","permalink":"/en/tutorials/matrix-konto-erstellen/","section":"post","title":"Create a Matrix Account – Simple Guide for Beginners"},{"content":"I have been using my Volla Phone for two years now, which I bought deliberately back then. Initially, I ordered it with the mobile version of Ubuntu, that is, Ubuntu Touch. However, I quickly realized that mobile Linux systems differ significantly from their desktop counterparts. Much of what is known and expected from a classic Linux on a computer cannot be easily transferred to a smartphone. Fortunately, there is a way back to Android with the Volla Phone. Because Volla offers not only Linux variants but also its own Volla OS – that is, a largely Google-free Android. Why a Google-free smartphone at all? Yes, why did I decide to distance myself from Google as much as possible back then? The reason is quite simple for me: I wanted less surveillance and less dependency. Google – and also other major platforms – does not need to know when I am calling whom, which apps I am using, with whom I am writing, or where I regularly am. Exactly these data make smartphones problematic today. Because they are not only practical everyday devices but also tools through which a lot of information about us is collected. Fact is: smartphones produce a huge amount of data. Part of it is generated by the installed operating system, another part by manufacturer services, and another by the apps we use daily. Especially when Google is deeply embedded in the system, not only search queries or app installations are recorded, but under certain circumstances also location data, usage behavior, device information, and other metadata from which very detailed profiles can be created. How much can be derived from such digital traces is shown, among other things, by the project Made to Measure – A Digital Trace Search. This data experiment by the group Laokoon makes it clear how easily one\u0026rsquo;s life can be reconstructed solely based on personal online data. The basis was a dataset from a participant\u0026rsquo;s Google account that had grown over the years. From this, a digital double was developed that was performed by an actress. The project impressively shows how deep digital traces can provide insights into daily life, interests, habits, and personality traits – even if one does not personally know the affected person. My last two years The switch to a Google-free Android was initially quite discouraging. On the Volla Phone, F-Droid is already pre-installed, an alternative app store from which many free apps can be obtained. So this was not entirely new to me, as I had already used F-Droid on my old smartphone. However, completely without Google was another kind of transition. And because I did not want to do half-measures, I made the step consistently: no Facebook anymore on the smartphone no WhatsApp anymore no other apps that suck up data and pass it on in some form Of course, this also brought some limitations with it. There are certain things one cannot completely do away with in daily life. There are the one or other app that I am absolutely dependent on. Which exactly these are and why, I would like to not go into detail here, because that also concerns our family\u0026rsquo;s safety. But it quickly became clear that I would have needed the Google Play Store for some things. However, Volla OS also offers an alternative: the Aurora Store. Through the Aurora Store, many well-known Android apps can be installed without needing the Google Play Store in its usual form or an individual Google account directly on the device. For example, one can use an anonymous account so that it is not immediately clear who is downloading and installing which app. Those who already have a Google account can also set it up there. Then there is again access to many apps that one already used or downloaded on the old smartphone. And yes: Even today, one cannot completely do without WhatsApp in many places, although most people should already know that the service is at least critically viewed from a data protection perspective. As mentioned, I had to make do with that. Going back to my old smartphone was not an option because the screen had cracked. I could not get rid of WhatsApp back then either, even though I no longer have a WhatsApp account, since Meta had blocked and deleted my account. Instead, I ended up with Signal. But back then, Element or Matrix came into play first. Through that, I could link my still functioning WhatsApp account and continue using it. Although again with limitations, it worked at least. These were actually my main problems. As for banking, I can\u0026rsquo;t say anything, since I have never used banking apps on my smartphone. As far as I know, that should work with one or another app, though. Otherwise, I personally notice hardly any limitations. The F-Droid Store offers here and there also a game or two, which are not really interesting for me on the smartphone. More important for me are things like music streaming via NewPipe or a weather app. Otherwise, it is for me primarily a phone with which I make calls, and not a device on which I have to do everything possible. For that, I have my Linux PC or laptop. But on the smartphone? I again a Google-fied one? No, not really. I\u0026rsquo;ll wait and see what comes out of Motorola and GrapheneOS. Sources Made to Measure Aurora Store F-Droid","date":"2026-03-15","permalink":"/en/post/allgemein/vollaphone/","section":"post","title":"Using a Volla Phone for 2 years"},{"content":"Custom ROMs are gaining more attention again, especially due to the current hype around GrapheneOS. But anyone who wants to talk about privacy should neither ignore the Pixel lock-in nor the fact that privacy and data protection do not depend solely on the operating system. What I definitely don\u0026rsquo;t want here: to speak badly of GrapheneOS or Custom ROMs in general. I\u0026rsquo;ve been using a smartphone with a \u0026ldquo; Custom-ROM \u0026rdquo; for about two years now. And if I\u0026rsquo;m honest: I miss nothing here. Why the operating system alone doesn\u0026rsquo;t make privacy Sure: An Android device that doesn\u0026rsquo;t run the standard Google Android is an advantage when it comes to privacy and data protection. But first, such Custom ROMs don\u0026rsquo;t run on every smartphone or tablet. And second, the device alone is not enough to say: With this smartphone, you\u0026rsquo;re now safe and your data is protected. Be honest: No matter which Custom ROM you use, data-hungry apps or even the Google Play Store can still be installed in many cases. And with that, you can quickly undo the privacy gain yourself. What is often overlooked in many debates The hype around Custom ROMs often sounds as if you just need to install the \u0026ldquo;right\u0026rdquo; operating system and everything will be fine. The reality is much more sober: It starts already with the hardware. Because suitable devices are rare, and not every current Android smartphone can be sensibly run with a Custom ROM. With GrapheneOS, this becomes particularly clear. Officially, it runs so far only on Google Pixel devices. The announced partnership with Motorola could change that eventually, but as of today, there are neither concrete end devices nor a known release date. So whoever writes or speaks about this should not act as if GrapheneOS is already a widely available solution for the mass market today. What to do if you still want a device with a Custom ROM? Then you should do one thing above all: approach the matter with realistic expectations. Not every smartphone is suitable for this, not every project is maintained permanently, and not every Custom ROM automatically becomes a privacy-friendly miracle solution. Exactly at this point, the romantic idea from many debates differs from reality. In the net, it often sounds as if you just need to install the \u0026ldquo;right\u0026rdquo; system and you already have a freer, safer, and more privacy-friendly smartphone. In practice, the effort starts much earlier: with the question of which devices are actually supported, how stable the development of a project is, and whether the whole thing is really usable in everyday life. So if you mean it seriously, you should therefore not look first for buzzwords or communities, but for the foundation. What is essential is whether there is a well-maintained ROM for a specific device, whether the installation is properly documented, and whether the project as a whole makes a reliable impression. Because an alternative operating system is only a real option if it doesn\u0026rsquo;t already fall apart after a short time or is only still being dragged along by a small circle. In addition, a Custom ROM does not automatically mean a more convenient or better user experience. Some functions that many consider self-evident on a regular smartphone can be limited or even disappear entirely. Depending on the device and the project, this can affect things like camera quality, banking apps, contactless payments, streaming services with DRM, manufacturer functions, or generally the everyday usability. So when you decide to do this, you\u0026rsquo;re not just choosing more control, but often also additional compromises. Therefore, in practice, there are usually only two reasonable ways. Either you buy a device specifically for which a certain Custom ROM is well supported and maintained long-term. Or you consciously continue to use an older, already compatible smartphone as long as it is still technically and security-wise feasible. Both are more realistic than buying any current mainstream device and then hoping that somehow an ideal solution will find you. Equally important is the expectation of what a Custom ROM can actually do. It can enable more control over your device, reduce dependencies on manufacturers, and under certain circumstances even extend the lifespan of a smartphone. It does not replace, however, a conscious approach to apps and permissions or a critical look at cloud services, messenger apps, Play services, tracking, and your own usage behavior. Privacy is not created solely by the operating system, but by the combination of technology, behavior, and the services you ultimately still use. So if you really want to use a Custom ROM, you should not see it as a shortcut, but as a conscious decision with pros and cons. Exactly here lies the difference between real digital self-determination and mere hype: the former requires informed decisions, the latter lives mainly on simplified promises. So if you want a Custom ROM, you need one thing above all: less hype and more realism. How now … Restrictions? No one ever talks about that Yes, exactly there it becomes unromantic. Because as soon as you take the topic of Custom ROMs out of the pure enthusiast bubble and bring it back into everyday life, the restrictions quickly appear. Only they are either downplayed, presented as secondary, or even completely ignored in many discussions. But it\u0026rsquo;s not about some exotic special cases, but often about things that are completely self-evident for many users. Banking apps can cause problems, contactless payments may not work as usual, streaming services rely on DRM, some apps check device integrity, and some manufacturer functions simply disappear. The camera quality can also suffer if you no longer use the manufacturer-optimized software. Of course, this doesn\u0026rsquo;t mean that a Custom ROM is automatically bad. But it does mean that you should know the price of the additional control. More freedom in this case does not necessarily mean more comfort. Choosing an alternative system means gaining independence in some areas and losing comfort, compatibility, or familiar functions in others. Exactly about this, however, is rarely spoken openly. Instead, the impression often arises that you just need to install the right ROM and everything will automatically get better: more privacy, more security, more self-determination. The reality is much more sober. A Custom ROM can be meaningful, but it doesn\u0026rsquo;t take away the target conflicts. It just shifts them. And that\u0026rsquo;s the point that many hype debates leave out: The restrictions are not a marginal topic, but part of the overall package. If you don\u0026rsquo;t think about them, you\u0026rsquo;re not speaking honestly about the topic. This is not an argument against Custom ROMs All of this is not about speaking badly of Custom ROMs in general. There is no reason for that. They can be a meaningful way to keep devices usable for longer, bypass manufacturer restrictions, and gain more control over your smartphone again. Especially in a time when many devices are still technically usable but quickly fall into disuse software-wise, Custom ROMs certainly have their place. They can reduce ballast, reduce dependency on manufacturers, and for some users, be a consciously chosen path to more autonomy. The criticism is therefore not directed against Custom ROMs themselves, but against the shortened portrayal that is often seen around the topic. Because between \u0026ldquo;can be meaningful\u0026rdquo; and \u0026ldquo;is the solution for everyone\u0026rdquo; lies a significant difference. And exactly this difference is important if you want to speak honestly about the topic. It\u0026rsquo;s not the Custom ROM that\u0026rsquo;s the problem, but the expectation that it can solve all problems on its own. Conclusion Custom ROMs can be meaningful, sometimes even very meaningful. But they are no miracle cure and certainly no substitute for a conscious approach to techno","date":"2026-03-15","permalink":"/en/post/allgemein/customroms/","section":"post","title":"Custom Roms"},{"content":"WhatsApp is not only convenient – but a data protection issue WhatsApp is considered the standard for many. \u0026ldquo;Everyone has it anyway\u0026rdquo; has become almost like the unofficial operating system of social communication. That is exactly the problem. Because WhatsApp is not just a messenger. WhatsApp is a Meta service. And thus part of a corporation whose business model has relied for years on evaluating, combining, and making economically usable large amounts of personal data. The fact that this often collides with European data protection is no coincidence, but systemic. The real scandal: Not only your own data is affected The central point is often downplayed in public debate: Using WhatsApp on a smartphone and giving the app access to the local address book does not only share your own information, but also the data of other people. That is also of people who do not use WhatsApp at all, have never signed a contract with Meta, and have never given consent for their phone number to end up at Meta or WhatsApp. Exactly there lies the data protection issue. Phone numbers from the address book are personal data. For their transmission, a legal basis is needed. And the mere fact that someone uses WhatsApp themselves does not replace the consent of the other contacts. That has been pointed out by data protection authorities for years. New ruling from Berlin: WhatsApp was set boundaries Particularly noteworthy is a recent ruling from the Berlin II Regional Court of 23 February 2026 (Case No. 52 O 22/17). In the proceedings of the Federal Association of Consumer Centres, WhatsApp was prohibited from transmitting personal data of users and third parties to Facebook in business dealings with consumers in Germany, as long as these data were based on the previously criticized consent practice. The court criticized exactly the way WhatsApp obtained this consent. However, the ruling is still not binding at the moment. That is not a minor issue, but a clear signal: The data transfer within the Meta corporation is not automatically legal just because somewhere in long terms of service a checkbox was ticked. The problem is structural, not only historical One could now say: \u0026ldquo;This concerns only old conditions from 2016.\u0026rdquo; That is too short-sighted. Because the fundamental problem remains the same: WhatsApp is technically and organizationally designed to match contacts, process metadata, and embed communication into a Meta ecosystem. Even if individual clauses are changed, the question remains on which reliable legal basis data of uninvolved third parties should be processed. That is why data protection authorities and specialized institutions have long warned against the uncritical use of WhatsApp – especially in professional or public administration contexts. Practically legally hardly usable And thus we come to the uncomfortable part: Using WhatsApp \u0026ldquo;normally\u0026rdquo; means moving on very thin ice from a data protection perspective. Because in practice, a clean use actually means: no uncontrolled access to the address book, no transmission of contact data without consent, clear technical separation, in doubt, a separate phone book only with approved WhatsApp contacts. Even data protection authorities name exactly these restrictions as a prerequisite to limit the risks. This already shows how absurd the situation is: A messenger, used by billions of people on their everyday smartphones, is data protection-wise only acceptable if it is artificially castrated. The myth of \u0026ldquo;private use\u0026rdquo; Often the problem is downplayed with the argument that in the private sphere, nobody would look at it so closely. That may often be practically true. Legally, it does not solve the problem. Because even privately, phone numbers are personal data. Even privately, the lack of consent of the contacts does not simply disappear. And even privately, a data protection issue does not become legal behavior just because it happens millions of times. Exactly there lies one of the biggest strengths of Meta: The company has managed to normalize a state that is legally and ethically highly problematic. Not because everything would be clean, but because convenience covers every criticism. Using WhatsApp decides over other people\u0026rsquo;s data That is the point that must be clearly stated: Using WhatsApp with an open address book does not only mean making a decision about one\u0026rsquo;s own data, but also about the data of others. About friends. Family. Colleagues. Business contacts. People who might even deliberately not want to be part of Meta. This foreign determination is the real core of the problem. WhatsApp turns the private phone book into a data source for a company that has not become well-known through restraint. Digital convenience is not a free pass This is not about being anti-technology. It is also not about condemning people who have installed WhatsApp. It is about being honest: A service that builds its functionality on users uploading massive amounts of foreign contact data is, from a data protection perspective, no small matter, but a systemic problem. And if courts now set limits to this model, that is not a hassle against innovation. It is overdue. Matrix shows that it is possible without address book upload The often-heard argument that a messenger must have access to the phone book is simply false. I myself use Matrix or Element. There, I do not need a local address book that is transferred to any provider in the first place. Contacts run through Matrix IDs, rooms, Spaces, or invitation links. That is the decisive difference from a data protection perspective: I can communicate without dragging the data of third parties into a system they have never consented to. Yes, Matrix also offers, if desired, functions for better findability via phone number or email. But that is exactly the point: on demand. Optional. Not as a requirement, not as a tacit condition of use. WhatsApp shows how surveillance is sold as comfort. Matrix shows that it can be done differently. I also use Matrix for this site, so that you can contact me in Contact . Since Matrix has a decentralized network, you can find many different servers here: https://joinmatrix.org Conclusion WhatsApp is not just \u0026ldquo;practical.\u0026rdquo; WhatsApp is a prime example of how a dominant service has politicized legal violations and gray areas for years through social habituation. The recent Berlin ruling shows again: The transfer of data to Meta is not arbitrarily legitimizable. And the address book upload remains a major issue – especially for those who do not use WhatsApp at all and yet end up in this system. You must therefore clearly state: Using WhatsApp with full address book access does not only mean making compromises on your own privacy, but also decides over the data of other people. And that is exactly why WhatsApp is not just a convenient messenger, but a data protection issue that lasts forever. Sources LG Berlin II, Press release on the ruling 52 O 22/17 of 24.02.2026: LG Berlin II decides on the lawsuit of the Federal Association of Consumer Centres against WhatsApp Heise on the assessment of the ruling: Defeat for WhatsApp: Berlin Regional Court prohibits data transfer to Facebook Landesbeauftragte für den Datenschutz Niedersachsen, Information sheet on WhatsApp: Information sheet for responsible persons on the use of WhatsApp Landesbeauftragter für den Datenschutz Rheinland-Pfalz: WhatsApp Beck-Aktuell on the legal summary: WhatsApp data transfer is unlawful: Everything at once, please!","date":"2026-03-07","permalink":"/en/post/allgemein/whatsapp/","section":"post","title":"WhatsApp is not only convenient – but also a data protection issue"},{"content":"Romania Protects Truck Drivers from Mandatory Loading and Unloading – And Germany? Since July 2026, professional drivers in Romania will no longer be automatically required to load or unload certain freight transports under new legislation. The law clarifies responsibilities and stipulates fines for violations. However, exceptions exist, including an explicit written consent from the driver. While Spain and Portugal have already introduced comparable regulations, task allocation in Germany remains largely a matter of contractual agreements. Anyone who regularly works at loading ramps as a professional truck driver knows the situation. The truck is finally at the gate, documents have been handed over, and theoretically, warehouse staff could begin unloading. Instead, the driver is handed a pallet jack and expected to retrieve goods from the cargo deck themselves. Sometimes it doesn\u0026rsquo;t stop there. Pallets must be moved, plastic film removed, or goods prepared for further processing. The driver temporarily becomes a warehouse worker while the next trip may already be waiting. Of course, there are types of transport where loading or unloading is inherently part of the driver\u0026rsquo;s duties from the outset. For example, someone working in timber transport with their own loading crane has a different task distribution than a driver delivering palletized trade goods to a central warehouse. Problems arise where additional work is expected without appropriate agreement or consideration for actual working conditions. Therefore, special regulations have been introduced in several European countries to more clearly define responsibility for loading and unloading. Romania joined this group in summer 2026. Romania Has Now Enacted the Law When I first engaged with the Romanian initiative in March 2026, the law had not yet been definitively passed. It has since become binding law from the draft. On May 27, 2026, the Romanian Chamber of Deputies voted in favor of the law. On June 24, it was published as Law No. 100/2026 in the Romanian Official Gazette. According to Article 7, it came into force 30 days after its publication, i.e., on July 24, 2026. The law applies to commercial road freight transport with vehicles having a permissible gross mass exceeding 12.5 tonnes. Under Article 2, drivers of such vehicles may generally not be compelled by transport customers, suppliers, intermediaries, or their representatives to load or unload goods, cargo units, or packaging. Thus, the regulation does not merely intervene in the organization of a single freight forwarder; it also implicates those who commission transport services or are involved in their execution. This is quite significant in freight transport. After all, many conflicts regarding loading and unloading do not arise between the driver and their own employer, but directly with the customer. A driver arrives with their cargo and is told on-site that they must unload before their documents can be processed. The driver then faces the question of whether to complete the additional work or risk a potentially prolonged confrontation. It is precisely in such situations that the Romanian regulation intervenes. Not an Absolute Ban: The Law Contains Exceptions However, it would be incorrect to characterize the new regulation as a complete ban on all loading and unloading activities by professional drivers. Article 2, paragraph 2 provides an exception for specialized transports. If the nature of the transport requires the driver to unload, this activity may continue to be permissible under certain conditions. For this, the corresponding possibility must be provided in the employment contract or a supplementary agreement with the employer. This is understandable for specialized transports. A tanker truck, a timber transporter with a loading crane, or other vehicles with special unloading technology cannot be simply compared to the transport of palletized trade goods. The exact scope of such exceptions arises from the legal prerequisites and any relevant implementing provisions. A blanket exemption for all specialized transports cannot be derived from this. Particularly interesting is another provision. Article 3, paragraph 2 stipulates that with explicit written consent from the driver to load or unload, while observing occupational health and safety regulations, no corresponding administrative offense exists. Thus, the law opens up a possibility to carry out such work even outside explicitly regulated specialized transports. This provision is likely to play an important role in practice. After all, written consent is initially a documented will of the driver. However, it does not automatically answer the question under what circumstances this consent was obtained. For example, how voluntary is a signature if the driver is under time pressure, their employer pushes for quick processing, or the customer states that nothing will happen without their assistance? This is not a claim about how Romanian companies will act in the future. It is a practical question that inevitably arises when applying such an exception clause. Therefore, it will also be crucial how the competent authorities control voluntariness and compliance with occupational health and safety regulations. What Fines Are Threatened for Violations? Romania does not stop at issuing a non-binding recommendation. Article 4 of the law stipulates specific fines. Anyone who violates the ban by forcing drivers to load or unload goods—as a transport customer, goods supplier, or intermediary—must expect a fine between 5,000 and 20,000 Romanian lei. For transport companies that agree on corresponding obligations in their contracts with customers or other parties contrary to legal provisions, fines between 10,000 and 20,000 lei are provided for. Such inadmissible contract clauses are also void by law pursuant to Article 3, paragraph 1. Control is carried out by the competent authorities of the Romanian Labour Inspectorate as well as the state control body for road transport, ISCTR. The authorities may, among other things, request transport documents and carry out inspections at transport companies as well as at loading and unloading sites. This provides at least a legal basis to investigate violations not only during a roadside inspection but also directly at the concerned business premises. Whether the regulation actually leads to relief for drivers in everyday practice will, however, only be assessed based on its practical enforcement. Germany: What § 412 HGB actually regulates There is also a legal provision in Germany regarding responsibility for loading and unloading. The decisive provision is § 412 of the German Commercial Code (HGB). Accordingly, the consignor is generally obliged to load, stow, and secure the goods for transport as well as unload them. The carrier is instead responsible for safe loading operations. However, this allocation of tasks applies only insofar as nothing else results from the circumstances or trade usage. Deviant contractual agreements can also play a role. Important here is a distinction that is often overlooked in the transport industry: § 412 HGB initially regulates the relationship between the parties to the contract of carriage. It does not directly determine which specific tasks an employed professional driver must perform vis-à-vis his employer. If a transport company takes over unloading from a customer, this therefore does not automatically mean that every driver is personally obliged to carry out this work. In addition, the employment contractual obligations, the employer\u0026rsquo;s right of instruction, and the applicable occupational health and safety regulations must be taken into account. Pursuant to § 106 of the Trade Regulation Act (Gewerbeordnung), the employer may specify the content, location, and time of the performance of work in more detail within the limits set by law and contract. This right of instruction is not ","date":"2026-03-05","permalink":"/en/post/bkf/romania/","section":"post","title":"Romania has it too, just like us."},{"content":"Thunderbird: Spam Filter for Recurring Emails The fight against spam can be nerve-wracking. If you receive a lot of spam, especially as a private individual, you should consider whether your current email provider or your current behavior on the internet is the right choice. Not every service handles your data carefully. Why Thunderbird Thunderbird as a standalone email client offers you more control, privacy, and comfort than the web interface of your free email provider. Especially when filtering recurring spam emails, you are not dependent on the often limited or changing functions in the browser, but have a uniform, powerful filter system for all accounts in one place. This tutorial shows how to create filter rules in Mozilla Thunderbird that also reliably catch varying spam senders (e.g., changing numbers in the name). Check Prerequisites Ensure that Thunderbird is up to date, as the filter interface can vary slightly between versions. For IMAP accounts, you should decide whether spam should be moved locally or deleted/moved directly on the server. Open Message Filters Start Thunderbird. Select in the menu bar: Extras → Message Filters (or Tools → Message Filters depending on language settings). At the top of the window, select the affected email account (important when using multiple accounts). Click New… to create a new filter. Create Basic Spam Filter Rule Give the rule a name, e.g., \u0026ldquo;Recurring Spam\u0026rdquo;. Under \u0026ldquo;Execute when\u0026rdquo; / \u0026ldquo;Apply filter when\u0026rdquo;, select at least \u0026ldquo;On message retrieval\u0026rdquo;. In the area \u0026ldquo;For incoming messages that\u0026hellip;\u0026rdquo;, set the Match option to: „Mindestens eine der folgenden Bedingungen erfüllt“ (engl. „Match any of the following“), damit ODER‑Logik verwendet wird. Catch Variable Senders with Text Patterns Many spam emails only change part of the sender address (e.g., no-reply463@spamdomain.com , no-reply789@spamdomain.com ). Example 1: Match Start and End First condition: Field: \u0026ldquo;From\u0026rdquo; Operator: „beginnt mit“ Wert: z.B. no-reply Second condition (add via +): Feld: „Von“ Operator: „endet mit“ Wert: z.B. @spamdomain.com Ensure at the top that \u0026ldquo;All following conditions\u0026rdquo; is used if you want to combine this pattern exactly (AND logic). This catches all addresses built like: no-replyXYZ@spamdomain.com . Example 2: Different Spam Domains with OR Set the Match option to \u0026ldquo;At least one of the following conditions\u0026rdquo; (OR). Create multiple conditions: Von „enthält“ @spamdomain.com Von „enthält“ @andere-spamdomain.net Betreff „enthält“ typische Spam‑Wörter (z.B. Gewinn, Bonus, Casino, in der Sprache der Mails). This way, emails from different spam domains or with typical spam subjects are caught together. More Flexible: Filter by Patterns Instead of Addresses Since spammers constantly use new sender addresses, it is more robust to filter by patterns. Possible patterns: Subject contains recurring phrases (e.g., \u0026ldquo;Your account will be deleted\u0026rdquo;, \u0026ldquo;confirm now\u0026rdquo;). Body contains certain links or domains, e.g., click.hier-spam-link.com. Recipient (To / CC) is a specific alias that is frequently spammed. In the filter mask, you can use the operators \u0026ldquo;contains\u0026rdquo;, \u0026ldquo;is\u0026rdquo;, \u0026ldquo;starts with\u0026rdquo;, \u0026ldquo;ends with\u0026rdquo; for each of these components to describe recurring features. Action: What Should Happen to Spam In the lower area \u0026ldquo;Perform following actions\u0026rdquo;, you select what Thunderbird should do with recognized spam emails. Typical actions: Move to folder → e.g., to \u0026ldquo;Junk\u0026rdquo; / \u0026ldquo;Spam\u0026rdquo; or a custom folder like \u0026ldquo;Spam-Filter\u0026rdquo;. Delete → directly to Trash or permanently (use carefully due to false positives). Optional: \u0026ldquo;Mark as read\u0026rdquo;, so the inbox is not filled with unread spam emails. Create Filters Based on Existing Spam Emails To quickly derive rules from real spam examples: Open a typical spam email in the Inbox Menu Message → Create Filter from Message… (English: \u0026ldquo;Create Filter from Message\u0026rdquo;). Thunderbird creates a new filter rule with the sender address and other data already entered. Adjust conditions in the filter dialog: Ändere z.B. Von ist spam123@domain.com zu „Von enthält @domain.com“. Ergänze Betreff‑ oder Body‑Muster, die in diesen Spam‑Mails wiederkehren. Bundle Multiple Spam Addresses in One Rule If you still want to work with concrete senders: Set the Match option at the top to \u0026ldquo;At least one of the following conditions\u0026rdquo;. Add a condition for each spam address: Feld: „Von“ Operator: „ist“ oder „enthält“ Wert: die jeweilige Adresse​ Thunderbird then treats these conditions as OR, so any of these addresses triggers the filter action. Test and Manually Run Filters In the \u0026ldquo;Message Filters\u0026rdquo; window, select your spam filter. Click \u0026ldquo;Run\u0026rdquo; after selecting the target folder (e.g., Inbox). Check whether only the desired spam emails are moved/deleted, and adjust conditions if necessary. Tips for Less Spam in the Long Term Additionally use Thunderbird\u0026rsquo;s built-in adaptive junk filter and consistently mark spam emails as Junk. With very high amounts of spam, a server-side filter with your email provider or additional spam filter software is worthwhile, since purely client-side filters can never catch all variants. If you still receive many spam emails, consider changing your email provider. And yes, I know that depending on how long you have been with the current one, this can be a lot of work. Nevertheless, it should be considered. Here are 3 of my preferred email providers that also value privacy and data protection: Proton mailbox.org Tutanota (which I use regularly)","date":"2026-01-13","permalink":"/en/post/tutorial/kampfgegenspam/","section":"post","title":"Fighting Spam with Mozilla's Thunderbird"},{"content":"Change Boot Logo under Linux Mint \u0026amp; LMDE (Plymouth Tutorial) When starting a Linux system, you typically do not see the classic text mode, but rather a graphical boot screen. Under Linux Mint and LMDE, this boot screen is realized via Plymouth. In this tutorial, I will show step-by-step how you can change the boot logo under Linux Mint and LMDE or even create your own boot logo – including notes for an emergency in case something goes wrong. What is Plymouth? Plymouth is a framework that displays graphical animations and logos during system startup. It bridges the time between kernel startup and the appearance of the login manager. Typical tasks of Plymouth: Displaying the boot logo Showing loading animations Prompting for passwords (e.g., on encrypted systems) Uniform boot screen independent of the console Linux Mint and LMDE use Plymouth by default. Differences between Linux Mint and LMDE The procedure is almost identical for both distributions: Point Linux Mint LMDE Base Ubuntu Debian Plymouth Version usually current somewhat conservative Theme Paths identical identical Procedure in Tutorial identical identical Display Current Plymouth Theme First, we check which Plymouth theme is currently active: sudo plymouth-set-default-theme Display all available themes: sudo plymouth-set-default-theme --list Plymouth Themes: Location All Plymouth themes are located under: /usr/share/plymouth/themes/ Example: ls /usr/share/plymouth/themes/ Typical themes are: mint-logo spinner text Copy Existing Theme (Important!) Never change an original theme directly! Instead, we copy it and adapt the copy. Example with the Mint logo: sudo cp -r /usr/share/plymouth/themes/mint-logo /usr/share/plymouth/themes/custom-bootlogo Insert Your Own Boot Logo Change into your new theme directory: cd /usr/share/plymouth/themes/custom-bootlogo There you will find, among others: .png or .svg image files a .plymouth file a .script file Note on .script Files Plymouth supports various theme types. While some modern themes can get by without their own scripts (e.g., spinner or label), .script files are still part of script-based themes. These are not obsolete and are still supported, especially if an individual boot logo or custom animations are to be implemented. Replace the existing logo: sudo cp ~/Bilder/mein_logo.png logo.png or just from where your logo is located. Recommended Properties for the Logo: PNG or SVG Transparent background At least 256×256 px No extreme contrasts (otherwise it looks ugly during boot) Adapt Theme File Open the .plymouth file: sudo nano custom-bootlogo.plymouth Example content: 1 2 3 4 5 6 7 8 [Plymouth Theme] Name=Custom Bootlogo Description=Eigenes Bootlogo für Linux Mint \u0026amp; LMDE ModuleName=script [script] ImageDir=/usr/share/plymouth/themes/custom-bootlogo ScriptFile=/usr/share/plymouth/themes/custom-bootlogo/custom-bootlogo.script","date":"2026-01-10","permalink":"/en/post/tutorial/lmdebootlogo/","section":"post","title":"Change Boot Logo under Linux Mint \u0026 LMDE (Plymouth Tutorial)"},{"content":"With the New Year 2026, a whole range of changes in the area of work and social affairs will come into effect that directly affect employees, employers, and insured persons. This article summarizes the most important points within the jurisdiction of the Federal Ministry for Labour and Social Affairs (BMAS) compactly and clearly. Labour Market Policy and Short-Time Work The surcharge rate for insolvency benefits remains at 0.15 percent in 2026, and the contribution rate for labour promotion stays unchanged at 2.6 percent. Important for companies: The duration of short-time work allowance will be extended to a maximum of 24 months until December 31, 2026, to create more planning security during crisis times. Interesting for people with foreign qualifications: The Federal Employment Agency will gradually take over the recognition and qualification counselling by 2029, for which a three-year transition period starts in 2026. During this phase, it will build up the necessary expertise and structures together with the previous IQ counselling projects. In the construction industry, the surcharge rate of the winter employment surcharge for 2026 will be reduced to 1 percent, of which employers bear 0.6 percent and employees 0.4 percent. This relief is financed from around 200 million euros from the reserve fund of the winter employment surcharge. Labour Law, Skilled Workers, and Minimum Wage As of January 1, 2026, \u0026ldquo;Fair Integration\u0026rdquo; starts as a legally anchored counselling offer for nationals of third countries in labour and social law matters. Employers in Germany who recruit persons from third countries abroad will have to indicate the possibility of this information and counselling in future. The statutory minimum wage increases at the beginning of 2026 to 13.90 euros gross per actual hour of work, based on the recommendation of the Minimum Wage Commission. For many low-paid employees, this means a noticeable plus in their wallet and simultaneously affects mini-job limits and social security thresholds. For people in retirement age, the labour market will become more flexible: The ban on subsequent employment for fixed-term contracts without cause is abolished for persons who have reached the statutory retirement age. Thus, they can re-enter with a fixed-term contract without cause at their former employer again if both parties wish it. Pension, Retirement Age, and Calculation Amounts The contribution rates in the statutory pension insurance remain stable at 18.6 percent in general pension insurance and 24.7 percent in the miners\u0026rsquo; pension insurance in 2026. In parallel, the gradual increase of the retirement age continues, so that the birth year 1960 reaches the statutory retirement age only with 66 years and 4 months. The social security calculation amounts are adjusted according to wage development in 2024 and form the basis for contribution and benefit calculations. These include, among others, the reference amount of 3,955 euros monthly as well as the contribution assessment ceilings in health, nursing, and pension insurance. The minimum contribution for voluntary insurance in statutory pension insurance is from January 2026 at 112.16 euros per month. In the Artists\u0026rsquo; Social Insurance, the levy rate decreases slightly from 5.0 to 4.9 percent, while farmers pay 325 euros monthly into the retirement security for farmers. Mini-jobs, Transition Area, and Benefits in Kind The remuneration limit for mini-jobs increases on January 1, 2026, from 556 to 603 euros per month, in line with the higher minimum wage. In agriculture, the time limits for short-term employment are expanded to 15 weeks or 90 working days per calendar year. In the transition area between 603.01 and 2,000 euros monthly remuneration, the new factor F of 0.6619 applies from 2026, which relieves employees from reduced employee contributions. In this way, persons with lower and medium incomes should be spared from social security contributions in particular. The benefits in kind are also adjusted to price development: The value for catering increases from 333 to 345 euros per month, with 71 euros for breakfast and 137 euros each for lunch and dinner. The benefit in kind for accommodation increases moderately from 282 to 285 euros monthly. AI in Social Administration and Pension Package 2025 From January 2026, there will be a clear legal basis in the Tenth Book of the Social Code for the development of AI models and AI systems with anonymized or pseudonymized social data. The goal is to support the work processes of social benefit providers and at the same time create legal certainty for this technology. New is also case management in SGB VI, with which pension insurance providers can accompany insured persons with complex needs throughout the entire rehabilitation process. This should avoid breaks in the rehabilitation course and better coordinate benefits. With the Pension Package 2025, the holding line for the pension level at 48 percent until 2031 is extended to prevent a decline in the pension level. In this way, it should be ensured that the development of pensions does not permanently lag behind wage development. Source: Press Release BMAS","date":"2026-01-09","permalink":"/en/post/bkf/aenderungen2026/","section":"post","title":"Labor Law Changes 2026"},{"content":"Every year, when the cold season arrives, media reports increasingly highlight cars being struck by falling ice sheets. These dangerous ice chunks can cause severe accidents and represent a serious safety risk on the roads. Yet, time and again, one reads under such articles the typical \u0026ldquo;complaints\u0026rdquo; from truck drivers who lament the supposed impossibility of removing snow and ice from their vehicles. This complaining is entirely unnecessary. There are long-established, effective methods to safely remove snow and ice from truck trailers. The so-called de-icing ladder is just one of several practical tools specifically developed for this purpose. With it, drivers can quickly, safely, and with minimal effort remove dangerous layers of ice and snow—before they become a hazard to other road users. What many do not know: For years, there has been extensive education available on which tools and methods are at their disposal, how to use them correctly, and where they can be obtained cheaply or even subsidized. The de-icing ladder is merely one example of the many solutions available on the market that drivers can utilize. Nevertheless, the same complaints keep surfacing. Why? Often it stems from a lack of information or an unwillingness to engage with the topic. After all, the safety of all road users is paramount—and this includes truck drivers taking responsibility and keeping their vehicles free of ice. Instead of complaining, truck drivers should make use of available options—such as the De-icing Ladder —to make their vehicles safe and winter-ready. In doing so, they protect not only themselves but also others on the road. As mentioned, we have been educating about these tools for years. And yet, there are drivers who either find the whole thing amusing, accuse us of knowing nothing, suggest that someone should come behind the desk and drive a truck themselves, or even use the phrase: \u0026ldquo;I\u0026rsquo;ll show you\u0026hellip;\u0026rdquo; Such remarks only arise when arguments are lacking from the outset. And to these people as well: I have been driving trucks for over 30 years. For more than 10 years, I have been working on this topic. As can be read in the Ice Sheet Category , I have tested these systems myself or used them personally. And I am not alone. Many companies have at least had the RSAB installed under their trailers. However, simply ordering these parts along with a new trailer is not enough. Drivers must also be trained. The tool is useless if the technician cannot operate it. Over the years, I have seen many drivers who use the RSAB as an active system or who don\u0026rsquo;t even know what the box with the red button on the trailer is for. They see the red hose under the roof but do not know what to do with it. I am not tired of explaining to these drivers how the RSAB works, why it exists, and how to use it best. The RSAB is a preventive system. That means you activate it when parking daily at your usual time. Then you inflate it. Or when the trailer/trailer unit is parked for an extended period. Even then, you inflate it. If the air circuit is sealed, the hose maintains pressure even without a tractor attached in front. But all of this will have to be explained again next year, and I will once again have to hear that I know nothing about the subject, despite my over 30 years of professional experience. But knowledge does not come from simply stringing kilometers together!","date":"2026-01-09","permalink":"/en/post/bkf/leidigestehma/","section":"post","title":"Annoying topic in winter"},{"content":"Ice Removal Ladder for Trucks: Effective Assistance Against Snow and Ice on Vehicle Bodies The ice removal ladder is an indispensable tool for truck drivers to safely and efficiently remove snow and ice from vehicle bodies. Especially during the cold season, the ice removal ladder ensures that trucks become operational again quickly and road safety remains guaranteed. With its robust construction and specially developed surface, the ice removal ladder enables easy and quick removal of snow and ice without damaging the vehicle body. It is particularly practical because it can be used flexibly and is easy to transport. Why is the Ice Removal Ladder So Important for Truck Drivers? Safety: Removes dangerous layers of ice and snow that could lead to accidents while driving Time Savings: Quick and efficient cleaning of vehicle bodies Vehicle Care: Prevents scratches and damage through gentle material Easy Handling: Lightweight and compact, ideal for daily use If you are a truck driver or fleet manager looking for a reliable solution for snow removal, the ice removal ladder is the perfect choice. This way, you stay mobile and safe even in winter conditions. A vehicle builder should certainly be able to build a box here that can be mounted under the trailer or semi-trailer so that the ladder can generally be stored away. I should also say the following before continuing: But I am not allowed to climb onto the ladder. I am not insured for that. This statement is only partially correct. Because BG-Verkehr recommends this special ladder , as it can be secured against slipping both on the vehicle and on the ground. Furthermore, funding through the program Environment and Safety is guaranteed. Ice Removal Ladder for Trucks: Effective Assistance Against Snow and Ice on Vehicle Bodies The ice removal ladder is an indispensable tool for truck drivers to safely and efficiently remove snow and ice from vehicle bodies. Especially during the cold season, the ice removal ladder ensures that trucks become operational again quickly and road safety remains guaranteed. With its robust construction and specially developed surface, the ice removal ladder enables easy and quick removal of snow and ice without damaging the vehicle body. It is particularly practical because it can be used flexibly and is easy to transport. Why is the Ice Removal Ladder So Important for Truck Drivers? Safety: Removes dangerous layers of ice and snow that could lead to accidents while driving Time Savings: Quick and efficient cleaning of vehicle bodies Vehicle Care: Prevents scratches and damage through gentle material Easy Handling: Lightweight and compact, ideal for daily use If you are a truck driver or fleet manager looking for a reliable solution for snow removal, the ice removal ladder is the perfect choice. This way, you stay mobile and safe even in winter conditions. A vehicle builder should certainly be able to build a box here that can be mounted under the trailer or semi-trailer so that the ladder can generally be stored away. I should also say the following before continuing: But I am not allowed to climb onto the ladder. I am not insured for that. This statement is only partially correct. Because BG-Verkehr recommends this special ladder , as it can be secured against slipping both on the vehicle and on the ground. Furthermore, funding through the program Environment and Safety guarantees it.","date":"2026-01-09","permalink":"/en/post/bkf/eisplatten/leiter/","section":"post","title":"Ice Removal Ladder for Trucks – Safely Removing Ice Sheets in Winter"},{"content":"Europe – and especially Germany – has become increasingly dependent on digital technologies in recent years, which is now becoming an economic and political risk. Central parts of our economy, administration, and critical infrastructure are today based on technologies controlled by a few US-based BigTech companies. The problem here is not technology itself. The problem is power, control, and strategic dependence. Against the backdrop of political developments in the United States – with a Trump administration that is openly skeptical of Europe and increasingly pursuing national interests in foreign policy – it is clear: This dependence is no longer a theoretical debate. It is a real weakness for Europe\u0026rsquo;s economic and political capacity for action. Digital Dependence is a Location Disadvantage Cloud infrastructures, office software, operating systems, AI models, platforms, and communication and advertising networks form the backbone of modern economies today. A large part of these foundations lies outside of Europe – and thus outside of our legal and political influence. Who controls the platform determines: Prices and terms of service technical standards access to markets and data For European companies, this means permanent lock-in effects. An exit is often technically possible, but economically comes with high risks. This weakens innovation power, competitiveness, and planning security – especially for the middle class. Outflow of Value Creation and Knowledge Billions of euros flow out of Europe annually to US BigTech companies – for cloud services, licenses, app stores, advertising, and AI services. This capital is missing in Europe: for building its own digital infrastructures for start-ups and scale-ups for research and development At the same time, knowledge is increasingly shifting to platform operators. Europe is thus paying not only for software, but is gradually losing control over central innovation processes. Political Risks Through US Law and Geopolitics US-based technology companies are subject to US laws. The CLOUD Act makes it clear that data access and cooperation can be subordinated to political and security interests in case of doubt. In a geopolitically tense environment, this means: limited data sovereignty dependence on political decisions outside of Europe potential instrumentalization of digital infrastructure An economy that does not control its digital key resources is vulnerable in times of crisis. Germany\u0026rsquo;s Unused Open Source Potential The situation in Germany is particularly contradictory. Germany has one of the largest and most capable Open Source communities in Europe: highly qualified developers, strong research landscapes, and proven projects in industry, administration, and infrastructure. Open Source stands for: transparency and traceability security through openness technological independence sustainable innovation models Nevertheless, this potential is only insufficiently used. Instead of consistently adopting open standards and European solutions, proprietary US systems continue to dominate – often due to short-term cost thinking or organizational convenience. This is not a lack of competence. It is a lack of strategic foresight. Examples That Show: It Can Be Done Differently Other European countries demonstrate that Open Source can work on a large scale: Denmark has systematically adopted Open Source software in public administration for years. The goal is independence from individual providers, long-term cost control, and strategic resilience. Schleswig-Holstein is gradually transitioning its state administration to Open Source solutions – including office software and collaboration platforms. Digital sovereignty is understood there as a core state responsibility. France consistently uses Open Source in ministries and authorities and actively promotes open development models as well as state Open Source projects. These examples show: Open Source is not an ideology, but a economically and organizationally viable approach. Conclusion Dependence on US BigTech is not just an IT issue. It is an economic, political, and strategic risk. Germany, in particular, has the chance with its strong Open Source community to actively shape digital sovereignty – for itself and for Europe. Not as a form of isolation, but as a prerequisite for cooperation on an equal footing. Digital independence is not an anti-US project. It is an investment in economic resilience, political capacity for action, and long-term competitiveness. The crucial question is not whether alternatives exist. But why we still use them too rarely despite better knowledge.","date":"2025-12-15","permalink":"/en/post/allgemein/abhaengigkeitbigtech/","section":"post","title":"Europe's digital dependence on US Big Tech – why it harms our economy"},{"content":"How to Trick Others into Thinking You\u0026rsquo;re at Home The idea for this came about a few days ago when I switched to an alternative TV provider. Since I don\u0026rsquo;t want to advertise here, it doesn\u0026rsquo;t matter which one it is yet. The problem with this provider is that it blocks certain TV programs if you are not on the home network. Sure, I could add this option for a small fee, but why pay extra when I can save money?! And also because I can now explain how to set up a VPN with a Fritz!Box. Now that I have one. That means I just need to make the TV client / TV provider think I am at home, even though I\u0026rsquo;m not. But how does that work? I will explain this in this tutorial. Please don\u0026rsquo;t misunderstand this: I can use a VPN connection to the home network to bypass such things. However, you should also view it from the perspective that a VPN connection provides more security on public networks. Because anyone who likes to sit with their laptop in an internet café should be aware that such places are often used by people who don\u0026rsquo;t just want to have a coffee and surf the web with their laptop there. Such an access point can easily be spoofed, and then your data will be read. Everything: bank account login credentials, Facebook, Instagram, etc. If I use a VPN connection, then the connection is already encrypted once the laptop leaves, and such eavesdropping methods, so-called Man-in-the-Middle attacks, no longer work. Such a VPN connection is also suitable, among other things, if you, like me currently, have an internet provider that does not provide a public IP address. With providers like Telekom, Vodafone, etc., you get your own IP address through which you, or your router, can be identified. With providers like Starlink, this is not the case. There, you share an IP address with several other users, similar to mobile networks. Starlink uses CGNAT. CGNAT is a technique where an internet provider uses a single public internet address for many users simultaneously. Each user gets their own private address that is not directly visible on the internet. When a user does something on the internet, their private address is converted by CGNAT into the shared public address so that the data can find its way back to the correct user. This means: Multiple users share an internet address, which can lead to certain things like running your own servers becoming difficult or impossible. Providers do this because there are not enough individual internet addresses for everyone. A VPN connection can bypass such a situation. VPN is the Solution Many companies already use this option to allow their employees in home office to access the company network. The choices for what to use to establish a VPN connection vary. I will just mention this here before questions arise about what alternatives there are. In this tutorial, we will use WireGuard in combination with a Fritz!Box, although there is also the possibility of using OpenVPN or IPSec. I have put together a table here that should show the differences: Question from the Home User\u0026rsquo;s Perspective WireGuard OpenVPN IPsec What do I need it for? Securely connect to your home network or Fritz!Box from outside, e.g., to access a NAS or files. Same: securely connect to your home network or a VPN service. Often used for corporate VPNs or router-to-router connections; more \u0026ldquo;business technology.\u0026rdquo; How \u0026ldquo;modern\u0026rdquo; is it? Very modern, new technology designed for security and speed. Proven and in use for many years, very widespread. Classic in the enterprise sector, long-standing standard on routers and in companies. Speed for surfing/streaming Usually the fastest, often with hardly any difference from normal internet. Can be slightly slower but is usually sufficient for surfing and streaming. In practice, usually faster than OpenVPN but often a bit slower than WireGuard. How easily can the provider block me? Uses a special data path (UDP), which can be detected and blocked more easily in some networks. Can disguise itself well; to outsiders it often looks like normal web traffic (e.g., via port 443). Has typical, fixed characteristics and ports; is relatively easily recognized and blocked by strict networks. How complex is the setup for non-experts? Often simple for the user: install an app, scan a QR code/file from the provider, and you\u0026rsquo;re done; setting up the server is slightly more technical. Depending on the provider: often simple with a ready-made app; setting up your own server can be quite complex. Most complicated for private individuals, many settings required; often configured via Fritz!Box assistants or corporate IT. Where does it typically run? On many routers (e.g., modern open-source firmware routers), smartphones, and PCs; on Windows/macOS sometimes via additional software. Used by very many VPN services; apps are available for all common devices. Often built directly into the operating system (Windows, iOS, Android) or provider/company routers. What does an unsuspecting user notice? Usually: open the app, toggle switch to \u0026ldquo;On\u0026rdquo;, surf as usual; connection is fast and unobtrusive. Similar: open the app, log in, connect; sometimes a slightly longer connection time. Often pre-configured by the employer or set up via the router; you just click \u0026ldquo;Connect\u0026rdquo; and work as usual. Security from a home perspective Very secure for typical private user purposes if properly configured. Also very secure, proven in everyday use for many years. Also secure, but due to complexity easier to misconfigure – private users rarely do this themselves. Ok, continuing with the text. I\u0026rsquo;ll skip the classic \u0026ldquo;What do we need\u0026rdquo; section because we will build everything using our Linux operating system\u0026rsquo;s own tools. As mentioned, in this tutorial I use WireGuard and a Fritz!Box. If you don\u0026rsquo;t have one, you should find a corresponding VPN function in your router. The Deutsche Telekom Speedport router has such a feature and uses WireGuard by default. Small Side Note One small note for Starlink users: Don\u0026rsquo;t worry, this VPN connection also works with Starlink without needing any extra settings. The important thing is that besides the Gen3, you have another router in use that manages the internet connection. So the Gen3 is in bypass mode, and the correct router handles the rest. Setting up WireGuard In the first step, we open the configuration menu of our Fritz!Box in the browser. Either via https://fritz.box or https://192.168.178.1. The latter only works if you haven\u0026rsquo;t changed the IP address of the Fritz!Box. 💡 Important The Fritz!Box should have at least Fritz!OS 7.50, because WireGuard is included starting from that version. So if necessary, update the Fritz!Box to the latest version Good, continuing with the text. In the menu, go to Internet -\u0026gt; Shares and select Link WireGuard. The configuration is actually quite uncomplicated. We select VPN (WireGuard) there and then click on Add Connection. In the next step, it\u0026rsquo;s important to Select Single Device, or leave it selected, and click Continue. On the next page, simply set a name for the connection and click Finish. The Fritz!Box will now request confirmation for the change. If you have a phone connected to the Fritz!Box, just enter what the message displays; alternatively, you can click the link below. The LEDs on the Fritz!Box start blinking; simply press a switch on the router where it\u0026rsquo;s blinking, and the configuration is confirmed. In the last window that opens, you then have the option to set up the configuration via QR code on the device or download the configuration. We choose the latter. With this, the setup on the Fritz!Box is complete, and we now turn to configuring it under Linux. Installing WireGuard on the Linux Laptop Here we need the WireGuard client and the WireGuard tools. So we do the following: sudo apt update \u0026amp;\u0026amp; sudo apt install wireguard wireguard-tools ","date":"2025-11-29","permalink":"/en/post/tutorial/wireguard/","section":"post","title":"VPN connection with the home router"},{"content":"Linux on the Smartphone Why at all? The \u0026ldquo;why\u0026rdquo; should ideally be clarified by each person for themselves. Many know that I have a Google-free Android smartphone. On this device, Ubuntu Touch also runs in DualBoot. DualBoot means I can choose whether to start Android or Linux on my smartphone. The current state of affairs is: It\u0026rsquo;s more suitable for nerds, or people who want to give it a try once. However, the reasons why one wants Linux on a smartphone vary. Some simply want to get away from Google, others want more privacy, and still others just because it\u0026rsquo;s possible. I count myself among the latter group because I simply think it\u0026rsquo;s awesome to have Linux on a smartphone, not just on a PC/laptop. How do I get Linux onto my device The question is quite simple and also somewhat disheartening to answer. The first question is not \u0026ldquo;how,\u0026rdquo; but \u0026ldquo;whether.\u0026rdquo; That is, whether one can actually get Linux onto their mobile device. Unlike in the PC world, Linux is not available for every mobile device. Therefore, one must check if there is even a mobile Linux variant that has been ported to my device. The reason is as follows: In common parlance, Linux is installed even on a toaster. This simply means it runs on any device. Theoretically, this is also correct, because Linux could run on a toaster provided the latter had some software. However, with smartphones, the problem is less about Linux and more about the device manufacturers. For Linux to run on a smartphone, you need the operating system kernel written for that device, specifically as source code. As mentioned, Linux could run without problems on any smartphone if one had access to the so-called kernel sources. Then one could also install and operate Ubuntu Touch, Droidian, or SailfishOS, just to name a few, on the device. The next problem is Google. Because Google plans far-reaching changes in the Android ecosystem for 2025 and 2026 that will create significant hurdles, especially for alternative software and app distribution. In the future, developers must register their identity with official IDs at Google so that their apps can be installed on certified devices – not only in the Google Play Store but also via sideloading or through alternative app stores. This affects open-source projects and platforms like F-Droid particularly hard and makes their use difficult or impossible. Additionally, Google states that important software components such as drivers will no longer be freely accessible, which significantly complicates the development of alternative Android versions. Google\u0026rsquo;s own Pixel devices are to be favored in this regard, for example through faster updates and exclusive features, while other manufacturers and independent projects will fall behind. For users, this means more control by Google and less freedom of choice regarding the operating system and apps. Developers face expanded challenges and restrictions that could make alternative Android software less attractive. This realignment signals a trend towards a more closed system in which Google further expands its central control over Android and makes alternatives more difficult. What would be the alternatives Well, I think that the current providers of Google-free Android smartphones will stand their ground against this. Some with their own devices, which already exist, or some \u0026ldquo;nerds\u0026rdquo; will also find a way to continue running their software on these devices. Let\u0026rsquo;s summarize Linux can be operated on a smartphone. For this, someone must have specifically ported it for the device. Those who do not want to do the work themselves but still want Linux on a smartphone should take a look around the internet for \u0026ldquo;ready-made\u0026rdquo; devices. The market for this is not huge, but it exists.","date":"2025-11-05","permalink":"/en/post/tutorial/linuxsmartphone/","section":"post","title":"Linux on the Smartphone"},{"content":"Introduction (Short) Port knocks are like an acoustic signal that opens a secret door: only those who know the correct sequence of tones may enter. SPA (Single Packet Authorization) with fwknop makes this encrypted and reliable. For mobile work (changing IPs), we combine SPA with WireGuard as a fallback — or use SPA variants that do not bind to a fixed client IP (e.g., --resolve-url or GPG-SPA). nftables is the firewall engine with which we manage access rules cleanly and performantly. This tutorial is divided into two parts: Part A Server: nftables base structure, fwknop server setup (with nft integration), WireGuard server setup, Backup \u0026amp; Recovery, Router port forwarding. Part B Client: SPA (resolve-url) variant, GPG-SPA variant, WireGuard client config, tips for mobile work. Part A: Server: nftables + fwknop (SPA) + WireGuard (Base) Goal: Set up the server so that SSH is hidden by default (only reachable via SPA) and additionally run WireGuard so clients can reliably connect even with a changing IP. Before Starting: Read the Emergency Plan! You need physical/KVM access or an admin IP that you keep free for now. Definitely create a backup of nftables: 1 sudo nft list ruleset \u0026gt; ~/nftables-before-fwknop.conf If possible, work initially in a VM to test. 1) Install Packages Unfortunately, we have to start by installing the things we need: 1 2 3 4 # Server (Debian/LMDE/Ubuntu) sudo apt update sudo apt install fwknop-server fwknop-client nftables wireguard -y sudo systemctl enable --now nftables Check: 1 2 nft --version sudo systemctl status fwknop-server 2) nftables Base Setup (Table, Set, Chains) We create a set allowed_ssh — fwknop adds client IPs there (with timeout). This keeps the firewall clean. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 # Table anlegen (falls noch nicht vorhanden) sudo nft add table inet filter # Set für erlaubte SSH-IPs (IPv4) mit timeout-Flag sudo nft \u0026#39;add set inet filter allowed_ssh { type ipv4_addr\\; flags timeout\\; }\u0026#39; # (Optional) IPv6 Set sudo nft \u0026#39;add set inet filter allowed_ssh_v6 { type ipv6_addr\\; flags timeout\\; }\u0026#39; # INPUT Chain mit policy drop sudo nft \u0026#39;add chain inet filter input { type filter hook input priority 0 \\; policy drop\\; }\u0026#39; # Basisregeln sudo nft \u0026#39;add rule inet filter input iif \u0026#34;lo\u0026#34; accept\u0026#39; sudo nft \u0026#39;add rule inet filter input ct state established,related accept\u0026#39; # Erlaube SSH für IPs, die im Set sind sudo nft \u0026#39;add rule inet filter input ip saddr @allowed_ssh tcp dport 22 accept\u0026#39; # IPv6 Variante (optional) sudo nft \u0026#39;add rule inet filter input ip6 saddr @allowed_ssh_v6 tcp dport 22 accept\u0026#39; Save (Boot Persistence): 1 sudo nft list ruleset \u0026gt; /etc/nftables.conf 3) Configure fwknop (Server) — nft integration Find the path to nft on your system: 1 2 which nft # z.B. /usr/sbin/nft fwknopd Set the interface (fwknop sniffs via pcap): Edit /etc/fwknop/fwknopd.conf (as root) and set: 1 2 PCAP_INTF enp3s0 # ersetze enp3s0 durch dein externes Interface UseSyslog Y # optional, damit SPA-Versuche in syslog landen Create access.conf (fwknop) — nft commands as FW_CMD Create the /etc/fwknop/access.conf with the following template (replace the Base64 keys with those generated later by the client): sudo nano /etc/fwknop/access.conf Content: 1 2 3 4 5 6 7 8 9 10 11 12 SOURCE: ANY; OPEN_PORTS: tcp/22; FW_ACCESS_TIMEOUT: 60; DATA_COLLECT_MODE: PCAP; KEY_BASE64: \u0026lt;DEIN_RIJNDAEL_KEY_BASE64\u0026gt;; HMAC_KEY_BASE64: \u0026lt;DEIN_HMAC_KEY_BASE64\u0026gt;; # nft add element mit timeout (FW_CMD führt das aus) # %IP% = Platzhalter, den fwknop zur Laufzeit ersetzt FW_CMD: /usr/sbin/nft add element inet filter allowed_ssh { %IP% timeout 60s } FW_CMD_DEL: /usr/sbin/nft delete element inet filter allowed_ssh { %IP% } Set access rights: 1 2 sudo chown root:root /etc/fwknop/access.conf sudo chmod 600 /etc/fwknop/access.conf Start / restart fwknop: 1 2 3 sudo systemctl restart fwknop-server 2\u0026gt;/dev/null || sudo systemctl restart fwknopd sudo systemctl enable --now fwknop-server sudo journalctl -u fwknop-server -f Note: If your nft version does not support timeout for set elements, use FW_CMD without timeout and FW_CMD_DEL as cleanup (fwknop can call FW_CMD_DEL), or use a small timer script. 4) WireGuard (Server) — Base Setup WireGuard is the stable solution for mobile clients. If WireGuard is running, you can reach SSH via the tunnel, completely independent of the public client IP. 4.1 Server Keys \u0026amp; Configuration 1 2 3 4 5 6 # Verzeichnisse sudo mkdir -p /etc/wireguard sudo chmod 700 /etc/wireguard # Schlüssel (als root) wg genkey | sudo tee /etc/wireguard/server_private.key | wg pubkey | sudo tee /etc/wireguard/server_public.key Create /etc/wireguard/wg0.conf (Example): 1 2 3 4 5 6 7 [Interface] Address = 10.10.10.1/24 ListenPort = 51820 PrivateKey = \u0026lt;INHALT VON /etc/wireguard/server_private.key\u0026gt; # Optional: bring up nftables rules beim Start (PostUp/PostDown) oder verwalte nftables manuell PostUp = /usr/sbin/nft add element inet filter allowed_ssh { 10.10.10.2 } || true PostDown = /usr/sbin/nft delete element inet filter allowed_ssh { 10.10.10.2 } || true Note: In PostUp/PostDown you can allow certain VPN peers to directly use SSH (e.g., 10.10.10.2). Alternatively, manage access purely via allowed_ssh set entries for public IPs — VPN-tunneled clients do not need this. Now activate WireGuard: 1 2 sudo systemctl enable --now wg-quick@wg0 sudo wg show 4.2 nftables + WireGuard If SSH is to run over the tunnel, ensure that the INPUT chain allows VPN traffic (e.g., accept for iifname wg0 or for the VPN subnet): 1 2 sudo nft \u0026#39;add rule inet filter input iif \u0026#34;wg0\u0026#34; accept\u0026#39; # oder gezielt: accept tcp dport 22 iif \u0026#34;wg0\u0026#34; 5) Port Forwarding on Router (what needs to be forwarded?) WireGuard: UDP port (default 51820) → Server LAN IP (e.g., 192.168.178.10). SPA / fwknop: SPA packets are sent to a target port (depending on the client call). If you use a fixed port for SPA (e.g., UDP 62201), you must also forward this port to the server. fwknop itself \u0026ldquo;listens\u0026rdquo; via pcap, but NAT/Router must let packets through/forward them to the server IP. We treat router configuration below (Fritz!Box \u0026amp; Speedport). 6) Backup / Rollback (nftables + fwknop) Backup nftables (important): 1 sudo nft list ruleset \u0026gt; ~/nftables-before-fwknop.conf Rollback (if locked out): 1 sudo nft -f ~/nftables-before-fwknop.conf Rollback script (optional): 1 2 3 4 5 6 7 8 9 10 11 12 cat \u0026gt; ~/fwknop-rollback-nft.sh \u0026lt;\u0026lt;\u0026#39;EOF\u0026#39; #!/usr/bin/env bash set -euo pipefail BACKUP=\u0026#34;$HOME/nftables-before-fwknop.conf\u0026#34; if [ ! -f \u0026#34;$BACKUP\u0026#34; ]; then echo \u0026#34;Backup $BACKUP fehlt\u0026#34; exit 1 fi echo \u0026#34;Restore nftables from $BACKUP\u0026#34; sudo nft -f \u0026#34;$BACKUP\u0026#34; EOF chmod +x ~/fwknop-rollback-nft.sh 7) Quick Checks (before tests) sudo nft list ruleset — can you see Table / Set / Rules? which nft — check path and adjust in access.conf if necessary. ip addr — check interface (PCAP_INTF). sudo journalctl -u fwknop-server -f — observe logs. Part B: Client: SPA Variants \u0026amp; WireGuard Client Goal: two ways to reliably get access from your laptop/smartphone: SPA with resolve-url (practical on the go), or GPG-SPA (stronger, IP-independent), or WireGuard (recommended for many users / stable connection). A) SPA with --resolve-url (mobile, simple) Concept: Client determines its public IP via a web URL (e.g., https://icanhazip.com or better: your own small resolver URL) and packs this IP into the SPA packet. Server opens exactly this IP. Client Command (simple): 1 2 # Beispiel: verwende deine Server-Domain im -D Feld fwknop -A tcp/22 -D server.example.com --use-hmac --resolve-url https://icanhazip.com --verbose Advantages: works with changing IP; minimal configuration effort. Disadvantages: Privacy (you query external services for your IP). I recommend hosting your own small resolver URL if possible (e.g., a small CGI with echo $_SERVER['REMOTE_ADDR']). Server","date":"2025-10-12","permalink":"/en/post/tutorial/sshabsichern/","section":"post","title":"SSH: SPA (fwknop) + nftables + WireGuard — Two-Part Series for Server \u0026 Client"},{"content":"Invisible Control Traps on German Autobahns: Truck Weight Control 2026 Starting in the year 2026, innovative, invisible control systems for truck weight checks will be put into operation on German autobahns. These powder-coated \u0026ldquo;invisible traps\u0026rdquo; are installed flush with the asphalt as fully automatic weighing bars and measure the weight of trucks while they are driving, without requiring them to stop. The goal is to identify overloaded vehicles early, increase road safety, and protect the heavily stressed autobahn infrastructure. Background and Motivation Trucks traveling overloaded pose a significant safety risk: they have longer braking distances, are harder to steer, excessively stress tires and axles, and endanger particularly dilapidated bridges through faster material fatigue. In 2024, the Federal Office for Logistics and Mobility (BALM) inspected over 146,000 trucks, of which more than 16,000 were significantly overloaded – often by several tons 1 2. Technology of Invisible Control Systems The core of the new control technology consists of so-called \u0026ldquo;Weigh-in-Motion\u0026rdquo; (WIM) systems. These consist of piezoelectric sensor bars integrated into the roadway that generate electrical impulses when crossed, with their strength proportional to the vehicle weight. Thus, the weight of trucks can be recorded in real time without stopping or delays in traffic flow. If an exceedance of the permissible total weight is detected, an LED display board appears a few hundred meters further ahead, showing the license plate of the overloaded vehicle and instructing the driver to stop at the next rest area 1 3. Process of Controlled Weight Measurement At the indicated rest area, specially designated special lanes are available. Here there are calibrated control scales consisting of a static and a dynamic scale. The second, more precise weight check verifies the preliminary measurement results. If the overload is confirmed, fines ranging from 30 to 452 euros may be imposed. In case of an exceedance of more than five percent, unloading the excess cargo on site is mandatory before further travel is permitted. For this purpose, additional parking areas are created at the rest areas to solve the problem on site 3 4 5. Pilot Project and Outlook The first of these modern weight control stations is currently being built in North Rhine-Westphalia on the A4 autobahn between Aachen and Cologne near the Rur-Scholle-Süd rest area. There, around 500 vehicles are to be checked daily starting in spring 2026. By 2028, an expansion to a total of 16 such control stations across the entire federal territory is planned. The locations are strategically chosen to optimally cover main axes of freight transport, for example near large container ports and logistics hubs 4 5. Benefits for Traffic and Environment Automatic weight checks enable early detection of overloaded trucks and thus reduce the risk of accidents. In addition, they help relieve road infrastructure and extend its lifespan. Environmental protection also benefits, as overloaded vehicles consume more fuel and thereby cause higher emissions 4 5. Conclusion With the concealed control systems for truck weight control on German autobahns, a significant step towards improving traffic safety, infrastructure, and the environment is being made. Vehicles are monitored in real time, and violations are effectively sanctioned. For truck drivers, this means a new era of surveillance that is precise and efficient at the same time. Sources CHIP: Unsichtbare Fallen auf deutschen Autobahnen: 2026 starten die Messungen (2025-09-23) \u0026#160;\u0026#x21a9;\u0026#xfe0e;\u0026#160;\u0026#x21a9;\u0026#xfe0e; Bild.de: New fine trap on autobahn (2025-06-03) \u0026#160;\u0026#x21a9;\u0026#xfe0e; Auto Motor und Sport: 16 secret fine traps on German autobahns (2025-06-05) \u0026#160;\u0026#x21a9;\u0026#xfe0e;\u0026#160;\u0026#x21a9;\u0026#xfe0e; Autobahn GmbH \u0026amp; BALM: Pilot project for truck weight control on the A4 (2025-05-06) \u0026#160;\u0026#x21a9;\u0026#xfe0e;\u0026#160;\u0026#x21a9;\u0026#xfe0e;\u0026#160;\u0026#x21a9;\u0026#xfe0e; Deutschlandfunk: First digital weight control for trucks on the A4 (2025-07-13) \u0026#160;\u0026#x21a9;\u0026#xfe0e;\u0026#160;\u0026#x21a9;\u0026#xfe0e;\u0026#160;\u0026#x21a9;\u0026#xfe0e;","date":"2025-10-01","permalink":"/en/post/bkf/unsichtbar/","section":"post","title":"Invisible Control Traps on German Autobahns: Truck Weight Inspection 2026"},{"content":"ET-Radio is Back on Air: An Exciting Offer for the Transport and Logistics Industry ET-Radio is returning – right on time for the commercial vehicle trade fair NUFAM on September 25, 2025. After more than ten years of hiatus, the industry-specific radio station is now launching as a web offering and stream on ROCK FM. For the logistics and transport sector, this is a clear sign that it is receiving more attention than it is often given. Prof. Dr. Dirk Engelhardt from the Federal Association of Freight Transport, Logistics and Waste Management (BGL) puts it clearly: \u0026ldquo;It is important that the industry receives the appreciation it deserves. With the return of ET-Radio as an industry-specific station, we are doing exactly what is necessary.\u0026rdquo; The Revival of ET-Radio The comeback of the station is the idea of project manager Tom Nitzsche. Together with founder Andre Sahorn, who is returning with his own show, ET-Radio is set to become a strong voice for the industry – now under the ROCK FM umbrella. The combination of large trucks, hard rock music, and a certain atmosphere fits perfectly. As ROCK FM program director Mike Doetzkies says: \u0026ldquo;The mix of trucks, guitar riffs, and \u0026lsquo;Southern state flair\u0026rsquo; attracts our listeners and fits ROCK FM perfectly.\u0026rdquo; An April Fool\u0026rsquo;s Joke with Resonance Before ET-Radio went on hiatus, Maik Erdmann TruckOnline , Daniela Kampschulte Danikas Blog , and I, together with Andre Sahorn, launched an April Fool\u0026rsquo;s joke around the high-visibility vest requirement for truck drivers. The joke claimed that a high-visibility vest must be worn behind the wheel of vehicles over 2.8 tons throughout working hours – including fines and a regular replacement obligation due to fading of the vests. The whole thing was conceived as a humorous exaggeration – and it really took off. Even traffic associations fell for it, showing how well the contribution was made and how much attention it received within the industry and beyond. Well, some still haven\u0026rsquo;t understood today that back then it was just a joke. Similarly, in January 2015 I had the opportunity to \u0026ldquo;harass\u0026rdquo; André in his studio 😅 © by ET-Radio The ET-Radio Program ET-Radio offers various formats that truly cater to the industry: klartext Berlin – Politics and Logistics in Dialogue Technikshow – Innovations in the Commercial Vehicle World Transport im Netz – Digitalization and Networking Mein Abenteuer – Stories from the Road Musically, the range spans from Pop-Rock through Classic Rock to true rock legends. Why This Is Important ET-Radio creates a media platform that connects, informs, and entertains. Especially in the daily life of the transport industry, this is a welcome change of pace and an opportunity to make one\u0026rsquo;s own work visible through the media. For everyone on the road, the station offers relevant content alongside the soundtrack for the journey – handmade by the industry, for the industry. So how, where, and when can you now listen to ET-Radio ? It\u0026rsquo;s simple: Go to the website ET-Radio and start the player. At my place, the station has been running for a week already 😅","date":"2025-09-24","permalink":"/en/post/bkf/comeback/","section":"post","title":"ET-Radio is back"},{"content":"Electric mobility is all the rage. There\u0026rsquo;s a lot of pro and con, actually way too much con, often based on ignorance. With this map, I aim to counteract that and enable every driver to find a charging station. Due to the many discussions and negative arguments—let\u0026rsquo;s call them counterarguments—I came up with the idea of creating an interactive map listing all charging stations in Europe. The map is currently still in the testing phase, so it would be great if I could receive some feedback if anything isn\u0026rsquo;t working correctly. The map is based on OpenStreetMap , and the data for the charging stations comes from GeoFabrik . This map and the necessary data are stored locally on the server, so no third party gains access to your metadata. Thus, it is compliant with data protection regulations. I have little or no influence over the content of the data. The maps and the data used are community-based, and they sometimes take more care and sometimes less care of us BKF members. Therefore, these charging stations should be used with caution. I assume no responsibility if you drive your truck into a street, parking lot, etc., just because a charging station is marked there, and then either get stuck or cause damage. For the map to function at 100% correctly, it is important that you have JavaScript enabled. Only then can it be ensured that all functions of the map work as intended. Here is now the interactive map with charging stations for electric vehicles. Unfortunately, the specified data are incomplete, as this is a community-based map and relies on volunteers who enter such charging stations and do so correctly. If you feel like it, you can participate yourself in OSM (I\u0026rsquo;ve been doing that for a few years). In doing so, you help not only me :D but also others who use OSM as navigation via apps like OsmAnd Pro, Magic World, etc. To display the map, map data from OpenStreetMap is loaded. Due to technical reasons, your IP address may be transmitted to the OpenStreetMap servers.","date":"2025-09-21","permalink":"/en/post/elektromobilitaet/ladestationen/","section":"post","title":"Charging stations in Europe"},{"content":"Debian is considered one of the most stable Linux distributions overall. However, this stability does not stem from a focus on up-to-date software; rather, it lies in the fact that the packages actually run stably, ensuring smooth operation. More or less inexperienced Linux users take issue with this policy. I myself used Debian for years in the desktop area precisely because of this stability. A few months ago, I switched to LMDE (Linux Mint Debian Edition) due to an SSD changeover, which is currently still at version 6. Work on version 7 is underway, so it is only a matter of time before a version upgrade is available there as well. But that\u0026rsquo;s just a side note. Let\u0026rsquo;s now get to the main part, the guide: How do I install a current kernel under Debian GNU/Linux? Introduction to the Guide In principle, there are two different ways to obtain a current kernel: You go to the website https://www.kernel.org , download the kernel sources there, and compile everything for your system. You get it as a ready-made .deb package and install that. And that\u0026rsquo;s exactly what we do here. Compiling the kernel is possible, but in my opinion, it only makes sense if you want to make the system leaner. For that, you should know your system and understand what you are doing; otherwise, you could also blow up the entire system. As with all my tutorials, you shouldn\u0026rsquo;t be afraid of the console, or better said, the terminal here either. First, let\u0026rsquo;s update the system: sudo apt update \u0026amp;\u0026amp; sudo apt upgrade -y Following that, we install the following packages: sudo apt install lsb-release software-properties-common apt-transport-https ca-certificates curl -y To install the Zabbly Linux kernel, we must first add the Zabbly APT repository to our Debian system. This repository provides the kernel packages and ensures regular updates. Step 1: We import the Zabbly GPG key To verify the integrity of the packages from the repository, we import the Zabbly GPG key with the following command: 1 curl -fSsL https://pkgs.zabbly.com/key.asc | gpg --dearmor | sudo tee /usr/share/keyrings/linux-zabbly.gpg \u0026gt; /dev/null Without this key, we cannot install the kernel from the Zabbly repository, and every sudo apt update will result in error messages because the key is missing. Step 2: Add the Zabbly Repository This ensures that we can also install the Zabbly kernel from the repository. 1 2 3 codename=$(lsb_release -sc) \u0026amp;\u0026amp; echo deb [arch=amd64,arm64 signed-by=/usr/share/ keyrings/linux-zabbly.gpg] https://pkgs.zabbly.com/kernel/stable $codename main | sudo tee /etc/apt/sources.list.d/linux-zabbly.list Note for Linux Mint and LMDE Users Kernel Installation: Linux Mint vs. LMDE Distro Recommended Way Special Features Linux Mint Update Manager (GUI) Easy kernel selection and update via the interface (only Ubuntu kernels). LMDE Debian Backports (apt) No kernel tool, usage via CLI: sudo apt install -t bookworm-backports linux-image-amd64 linux-headers-amd64 General Notes: In Linux Mint, kernel switching is comfortable via GUI; in LMDE, it is only possible via terminal. Mint uses the Ubuntu Hardware Enablement Stack (HWE) and also receives newer kernels even in the LTS cycle. In LMDE, usually only security updates for the kernel are provided – current kernels are available only via backports. Why Zabbly Kernels are Problematic on Mint \u0026amp; LMDE System Integration: Mint and LMDE carefully match kernels, drivers, and system libraries to each other. A foreign kernel (e.g., from Zabbly) can be incompatible with other system packages (e.g., DKMS drivers, tools like Timeshift, NVIDIA drivers, etc.) \\[web:1\\] . Lack of Testing \u0026amp; Support: Kernels from Zabbly do not go through the testing and support chain of the Mint and Debian teams. Errors and boot problems are harder to trace, and support is usually not available via Mint/Debian in case of issues \\[web:2\\] . Package Conflicts: Zabbly often provides only the kernel itself, but not matching bootloader, initramfs, header, or driver versions in the same format as Mint/Debian. Updates or automatic upgrades may fail or make the system unbootable \\[web:3\\] . Security and Feature Guarantee: Official kernels include guaranteed security fixes and are maintained throughout their lifecycle. With foreign sources like Zabbly, this security is limited or not verifiable. Back to Installing the Kernel Step 3: Update the APT Cache In order for us to be able to install the new kernel, APT must of course also know that a new repository is available. We do this as always via sudo apt update. Our system is now ready, and we can install the Zabbly kernel. Install the Zabbly Kernel Once the Zabbly APT repository has been added and our system is prepared, we can proceed with the installation of the Linux kernel provided by Zabbly. Step 1: Install the Kernel We use the following command to install the Zabbly Linux kernel on our Debian system: sudo apt install linux-zabbly This installs the latest release of the Zabbly kernel. Step 2: Reboot the System In order for us to also benefit from the new kernel, we unfortunately have to reboot the computer. sudo systemctl restart or sudo reboot Step 3: Do I Have the New Kernel? Actually, the new kernel should already be listed in the Grub menu upon reboot. For safety, we can enter uname -r in the console again, which shows us the currently used kernel. Hooray, We Have the New Kernel If everything goes smoothly, we now have the new kernel on our system. These days, it makes less sense to configure and compile the kernel yourself. Especially considering that make oldconfig—often referred to in some tutorials as the ultimate process—is, when viewed individually, not worth the effort. If you really want to configure the kernel yourself, you should know what you need and what you don\u0026rsquo;t. However, for everyday use, the method described here is entirely sufficient and offers the same capabilities as the standard kernel.","date":"2025-09-20","permalink":"/en/post/tutorial/debianbased/","section":"post","title":"How do I always get a current kernel under Debian?"},{"content":"In an increasingly digital world, secure passwords are one of the most important protective measures for personal and professional data. However, many users underestimate the dangers of simple access credentials and the modern attack methods hackers use to crack passwords. This article explains what weak passwords are, why they are so insecure, how hackers operate, and how secure passwords along with modern security methods such as two-factor authentication (2FA) and passphrases help provide effective protection. We also take a look at the role of artificial intelligence (AI) in password attacks and the future of password security. What are weak passwords and why are they easy to crack? Weak passwords usually consist of simple, short, or frequently used character strings. Examples include \u0026ldquo;123456\u0026rdquo;, \u0026ldquo;password\u0026rdquo;, pet names, or birth dates. Such passwords are particularly vulnerable because hackers possess extensive lists of common passwords and use automated programs to try them out in a flash. Common methods used by attackers are dictionary and brute-force attacks. In these cases, software systematically tests millions of combinations until the correct password is found. Advanced computing hardware and modern algorithms allow simple passwords to be cracked in seconds or minutes. The result: insecure passwords are the main entry point for cyberattacks. How hackers work and why passwords are vulnerable? Hackers use automated tools that analyze existing password lists as well as patterns from user behavior to exploit them for cracking. Often, username-password combinations from publicly exposed databases are also tried. Cracking is also possible because users often use identical or similar passwords for multiple services, and many services rely on just one password. Automatic bots launch brute-force attacks with high parallelism; with increasing computing power, passwords become verifiable faster and faster. Even hash values of passwords can be cracked by powerful hardware if strong hashing algorithms or multiple iterations are not used. Creating secure passwords: Tips and tricks The following criteria are primarily important for creating secure passwords: Length: At least 12 characters, better more (20 or more significantly increase security). Complexity: Use of uppercase and lowercase letters, numbers, and special characters. Uniqueness: Use a unique password for each account; never reuse passwords multiple times. Unpredictability: Avoid names, birth dates, popular words, or simple patterns. Practical Examples A secure password could be a random combination like K7#mP9$xL2@vB. Passphrases consisting of several connected words, e.g., \u0026ldquo;Sonne+Tee+Haus23!\u0026rdquo;, are easier to remember and still very secure. Memory Tips Passwords are easier to remember if you come up with mnemonics or small stories about them. The method of taking only the first letters from a sentence and combining them with numbers and special characters can also help. Or simply continue reading. Password Managers: Pros and Cons Advantages: Store complex and long passwords securely encrypted. Simplify the use of unique passwords for many services. Often have built-in password generators. Automatic filling reduces error rates and increases convenience. Disadvantages: Dependence on the master password, which must itself be very secure. Risk in case of backup errors or compromise. Some are paid or carry data privacy risks with cloud providers. Personal Recommendation: KeePassXC KeePassXC is an open-source, locally operated password manager that works cross-platform on Linux, Windows, macOS, and mobile devices. The database file can be easily synchronized between devices via Wi-Fi sync, cloud, or USB – ideal also for users like truck drivers who work both on the move and at home. Due to local storage, full control over sensitive data is retained, which strongly protects privacy. Two-Factor Authentication (2FA) as Important Protection 2FA supplements the password with a second proof, usually something only the user possesses (e.g., smartphone app, SMS code, or hardware key). This makes access significantly more difficult even if a password is compromised. Time-based one-time passwords (TOTP) and physical security keys (YubiKey) are considered particularly effective against phishing and other attacks. AI-Supported Attacks: The New Threat Artificial intelligence (AI) radically changes attack methods. It enables \u0026ldquo;intelligent\u0026rdquo; brute-force and dictionary attacks that use machine learning to recognize patterns in passwords and create personalized lists. AI can specifically evaluate culture, language, and personal data, thus cracking passwords much faster and more efficiently. Moreover, AI generates convincing phishing emails and deepfakes to induce users to reveal sensitive data. Malware learns autonomously to bypass defense mechanisms, and AI-accelerated hardware drastically reduces the time for attacks – from years to just a few days or hours for weak passwords. This requires longer, more complex passwords and mandatory multi-factor protection to be prepared against AI attacks. Looking into the Future: Passphrases and Further Security Concepts Passphrases – that is, longer combinations of several words or entire sentences – offer a promising way to improve password security. Because they are generally longer than classic passwords, they are significantly more robust against brute-force attacks, yet easier to remember and safer than short, random character strings. Thus, they ideally combine user-friendliness with security. Modern security increasingly supports biometric methods and passkeys that completely dispense with traditional passwords, which is a major step towards more user-friendly and secure authentication. Passkeys: The Future Without Passwords What are Passkeys? Passkeys are a new way to sign in to online services without having to enter a password. They consist of a special secret key that is stored securely on your device—for example, on your smartphone or computer. Passkeys work with a technology called \u0026ldquo;public-key cryptography,\u0026rdquo; which means that your secret password (\u0026ldquo;private key\u0026rdquo;) never leaves your device and cannot be stolen. How do passkeys work in practice? When setting up a passkey, it is stored on your device. When you sign in later, the website or app asks your device whether you are the correct user. You confirm this via fingerprint, facial recognition, or a PIN. Your device then sends a confirmation (not the password itself) to the website. This way, you are securely logged in—quickly, easily, and without typing a password. Where can passkeys be used? Many major providers such as Apple, Google, Amazon, and Microsoft already support passkeys. You can use them to sign in to websites, apps, and services that offer this method. Passkeys work on smartphones, tablets, and computers with current operating systems and browsers. Advantages of Passkeys No need to remember or enter a password anymore. Protection against phishing and password theft, since the secret key never leaves the device. Fast and easy sign-in using biometric data or a PIN. Passkeys can be synchronized across multiple devices (e.g., smartphone and laptop). What about sharing accounts? Since passkeys are tied to specific devices, only the person who owns the device and can unlock it can sign in. This means passkeys are not ideal for sharing accounts—here, classic passwords or special access rights are usually better. Glimpse into the Future: Passphrases and Other Security Concepts Passphrases—that is, longer combinations of several words or entire sentences—offer a promising path to improving password security. Because they are generally longer than classic passwords, they are significantly more robust against brute-force attacks, yet easier to remember and safer than short, random character strings. Thus, they ideally combine user-friendliness w","date":"2025-09-19","permalink":"/en/post/tutorial/securepasswoerter/","section":"post","title":"Secure Passwords: Protection Against Hacker Attacks in Digital Daily Life"},{"content":"EU Regulation on CO2 Reduction for Truck Trailers – Opportunities and Risks for the Transport Industry Since July 1, 2024, a new binding EU regulation on reducing CO₂ emissions for heavy-duty vehicles has been in effect – for the first time with clear requirements for truck trailers and semi-trailers. Regulation (EU) 2024/1610 obliges manufacturers of trailer units to reduce their CO₂ emissions by at least 10 percent in calculation. For other trailers, the requirement is 7.5 percent. This regulation is part of the EU\u0026rsquo;s strategy to combat climate change in the transport sector and includes rolling reduction targets until 2030, 2035, and 2040. The calculation of CO₂ savings is done via the simulation tool VECTO-Trailer, with which various technical measures on trailers can be simulated for their effect during operation. From 2030, manufacturers face significant fines for not meeting the targets – up to 4,250 euros per vehicle and gram of CO₂ per ton-kilometer. Focus on EU Regulation (EU) 2024/1610 The regulation is the first of its kind to include trailers and semi-trailers in CO₂ regulations for heavy-duty vehicles. Since neither semi-trailers nor trailers have engines or exhaust systems, the calculation of emissions is indirect via their influence on the overall consumption of the tractor unit. Binding CO₂ reduction targets: 10 % for trailer units, 7.5 % for other trailers starting from 2024 Fines from 2030 for missing targets with significant penalty payments Basis of calculation: EU-wide simulation tool VECTO-Trailer The regulation was published in the Official Journal of the EU on May 14, 2024, and came into force on June 26, 2024, with effect from July 1, 2024. According to an Official Journal entry, the regulation includes the area of city buses, which also have to meet stricter CO₂ targets. Impact on the Transport Industry The introduction of strict CO₂ limits for trailers and semi-trailers follows the goal of significantly reducing CO₂ emissions in freight transport and promoting more sustainable transport solutions. At the same time, the regulation has far-reaching consequences: Price increases for trailers: Potential penalty payments could increase trailer prices by up to 40 %, making investments more difficult and worsening the market situation for many medium-sized manufacturers. Technical challenges: To meet the requirements, trailers must be lighter and more aerodynamic. This could lead to reduced cargo volume, as lightweight construction often comes with reduced stability or changed dimensions. Economic risks: Manufacturers and suppliers warn of massive cost increases, which could make European production less competitive, with possible plant closures, especially for medium-sized businesses. Job risks: The industry sees up to 70,000 jobs in danger – this affects not only production but also suppliers and service providers in the transport chain. Transport efficiency: Critics fear that reduced cargo volume and more empty runs could mean more trucks on the road – which goes against the climate goal. Simulation vs. Reality: Criticism of the VECTO-Trailer Tool The biggest criticism is the methodology of CO₂ calculation with the tool VECTO-Trailer (Vehicle Energy Consumption Calculation Tool). This tool simulates the energy consumption of tractor-trailer combinations including trailers based on technical parameters such as weight, aerodynamics, and rolling resistance. Manufacturers complain: The simulation does not capture practical transport conditions and logistics restrictions, such as reduced cargo volume due to lightweight construction or changed trailer heights. Theoretical savings could be offset in reality by more empty runs and additional trips, leading to an increase in total emissions. There is a lack of a holistic view of the transport chain and real economic viability in fleet operations. Companies therefore describe the regulation as impractical and economically disproportionate. Figures and Facts about the Industry According to data from Austria, around 4,500-5,000 trailers and semi-trailers were newly registered per year in the reference period. The overall market for heavy-duty vehicles has tens of thousands of new registrations per year, with the share of emission-free or electrified vehicles currently still in the single-digit percentage range. Forecasts suggest that the CO₂ reduction targets for 2030 and beyond will require a deep transformation of the entire heavy-duty vehicle fleet, including alternative powertrains and optimized logistics. Legal Actions by the Industry Eight leading medium-sized manufacturers of truck trailers have filed a lawsuit against key articles of EU Regulation 2024/1610 with the European Court of Justice. The lawsuit argues that the regulation: does not adequately consider the economic impact, does not contain practical and realistic solutions for CO₂ emissions from trailers, and will long-term lead to job losses and relocation of production abroad. The court has so far rejected a preliminary injunction with the reasoning that there is a lack of individual impact. Conclusion EU Regulation (EU) 2024/1610 sets an important impulse for the decarbonization of heavy freight transport and focuses for the first time on an area that has been hardly regulated before. The ambitious CO₂ targets are intended to help achieve the EU\u0026rsquo;s climate goals in the transport sector. Nevertheless, the practical feasibility and methodology of the regulation are heavily criticized. Manufacturers warn of negative consequences for industry, employment, and transport efficiency. It remains to be seen how politics, industry, and the judiciary will deal with these challenges in the future and whether the regulation will be revised or adjusted. Sources and further information: Official Regulation (EU) 2024/1610, EUR-Lex PR Newswire: Legal action by manufacturers against EU regulation VDA: Review of CO2 fleet regulation for heavy-duty vehicles Umweltbundesamt: Heavy-duty vehicles and emissions Trans.INFO: Trailer manufacturers before the EuGH","date":"2025-09-18","permalink":"/en/post/bkf/klimaschutzauflieger/","section":"post","title":"New requirements for trailers and semi-trailers in freight transport"},{"content":"WinBoat Installation Guide WinBoat enables seamless execution of Windows applications on Linux by using a containerized Windows VM with Docker and KVM. This guide describes the necessary prerequisites and the individual steps for installation. Prerequisites Before installing WinBoat, ensure your system meets the following requirements: RAM: At least 4 GB available for WinBoat CPU: At least 2 logical threads (cores) Storage: At least 32 GB of free space in the /var directory (40 GB recommended) Virtualization: KVM must be enabled in BIOS/UEFI and /dev/kvm must be accessible Docker Engine: Root Docker installed (Docker Desktop is not supported) Docker Compose v2: For compatibility with docker-compose files User in Docker Group: Your user must be in the group docker to use Docker without root privileges FreeRDP: Version 3.x with sound support installed, for RemoteApp window composition Kernel Modules: iptables and iptable_nat must be loaded and available Step 1: Prepare the System Enable KVM Virtualization Enable virtualization technology (Intel VT-x or AMD-V) in BIOS/UEFI. Check if virtualization is recognized by the kernel with this command: egrep -c '(vmx|svm)' /proc/cpuinfo The result should be greater than 0. Install Docker Engine and Docker Compose v2 Debian/Ubuntu Example: 1 2 sudo apt update sudo apt install -y docker.io docker-compose Ensure Docker Compose v2 (possibly additional installation depending on distribution). Add User to Docker Group 1 2 sudo usermod -aG docker $USER newgrp docker # Abmelden und wieder anmelden ansonsten notwendig Install FreeRDP FreeRDP must be at least version 3. Debian Trixie has it officially included. Linux Mint, especially the LMDE 6 variant, does not! That is annoying but not hindering, as we simply install it ourselves. Option 1: Add Repository (Debian/Ubuntu) Add repository URL as a new source: 1 echo \u0026#34;deb [signed-by=/usr/share/keyrings/freerdp-archive-keyring.gpg] https://packages.freerdp.com/debian stable main\u0026#34; | sudo tee /etc/apt/sources.list.d/freerdp.list Download and authorize GPG key modernly with curl and gpg --dearmor: 1 2 curl -fsSL https://packages.freerdp.com/debian/freerdp-archive-keyring.gpg | sudo tee /usr/share/keyrings/freerdp-archive-keyring.gpg \u0026gt; /dev/null Update package list and install FreeRDP 3 1 2 sudo apt update sudo apt install freerdp3 freerdp3-dev Option 2: Compile FreeRDP 3 from Source Code Install dependencies (example Debian): 1 2 3 sudo apt install build-essential cmake git pkg-config libssl-dev libx11-dev libxext-dev libxinerama-dev libxcursor-dev libxrandr-dev libxv-dev libxi-dev libxfixes-dev libxdamage-dev libxkbfile-dev libxkbcommon-dev libxkbcommon-x11-dev libavutil-dev libavcodec-dev libswscale-dev libusb-1.0-0-dev libpulse-dev liblog4cplus-dev libcunit1-dev libasound2-dev libfuse3-dev libwinpr-tools-dev Clone and compile source code: 1 2 3 4 5 6 git clone https://github.com/FreeRDP/FreeRDP.git cd FreeRDP cmake -DCMAKE_BUILD_TYPE=Release -DWITH_PULSE=ON -DWITH_X11=ON -DWITH_SSE2=ON . make -j$(nproc) sudo make install sudo ldconfig Option 3: Use Flatpak (if available) 1 flatpak install flathub com.freerdp.FreeRDP Step 3: Download and Run WinBoat Download the latest WinBoat AppImage from the official website: https://winboat.app Make the file executable and start the app: 1 2 chmod +x WinBoat-.AppImage ./WinBoat-.AppImage Step 4: Set Up Windows VM and Install Windows WinBoat opens a graphical setup. Specify how much RAM, CPU cores, and disk storage the Windows VM should receive (e.g., 4 cores, 8 GB RAM). Select a Windows ISO (can be downloaded automatically or specified manually). Start the Windows installation within the VM. Follow the usual Windows installation steps. Step 5: Use Windows Applications Seamlessly in Linux After installation, Windows runs as a VM inside the Docker container. WinBoat internally sets up a \u0026ldquo;Guest Server\u0026rdquo; that passes the list of Windows applications. Windows applications can then be opened as native windows on the Linux desktop. Integration of files and folders between Linux and Windows is handled automatically via mounted directories. Additional Notes Installation may take between 30 minutes and 1.5 hours depending on internet speed and hardware. Docker Desktop, rootless Podman, or emulations are not supported and lead to problems. Kernel modules iptables and iptable_nat must be loaded, otherwise the VM\u0026rsquo;s network connection will not work. FreeRDP Version 3 is essential for window composition and sound integration. Sources Official WinBoat Website: https://winboat.app GitHub Repository: https://github.com/TibixDev/winboat FreeRDP official page: https://www.freerdp.com Forum posts and installation discussions This guide focuses on Debian-based systems (such as LMDE or Debian) but should also work on other Linux distributions with necessary adjustments.","date":"2025-09-16","permalink":"/en/post/tutorial/winboat/","section":"post","title":"WinBoat - A Container-Based Windows VM"},{"content":"A difference between the accommodation allowance and the meal allowance lies in the fact that one covers accommodation expenses, while the other covers costs for meals during a business trip. Both are regulated differently from a tax perspective and affect employers and employees differently. Accommodation Allowance vs. Meal Allowance: A Comprehensive Guide for Employees and Employers Business trips are part of everyday life for many professions – whether for truck drivers, installers, sales representatives, or project managers. In this context, two types of costs regularly arise: expenses for accommodation and for meals on the go. The legislator has introduced allowances to simplify accounting and ensure tax uniformity. In this article, I will thoroughly clarify the difference between the accommodation allowance and the meal allowance, and also address the employer\u0026rsquo;s obligations when they do not pay meal allowances. What is the Accommodation Allowance? The accommodation allowance is a tax approach that covers accommodation costs during a business-related stay away from home. In Germany, the general rule applies: Only actually incurred accommodation costs can be reimbursed tax-free with proof (hotel invoice, receipt) or claimed in a tax return. A flat rate without proof is generally not recognized in Germany for domestic trips. It is different for overseas trips: Here, there are flat-rate accommodation rates for each country, published annually by the Federal Ministry of Finance. For us as drivers in long-haul transport, there is a special provision: We may claim an accommodation allowance of currently 8 € per night in the vehicle, if no hotel costs arise. What is the Meal Allowance? The meal allowance (colloquially also known as \u0026ldquo;expenses\u0026rdquo;) regulates the tax-free compensation for additional food costs incurred during a business trip. It is not intended for all meals, but exclusively for the extra expense that arises because one must eat on the go instead of at home. Fixed flat rates currently apply domestically: 14 € for absences exceeding 8 hours 28 € for full-day absences (24 hours) For overseas trips, own rates apply depending on the country, often significantly higher. Individual receipts such as restaurant invoices are not required, as these are flat-rate amounts. Main Differences at a Glance Feature Accommodation Allowance Meal Allowance Purpose Accommodation costs / Overnight expenses Extra expense for meals on the go Proof required? Domestic: Receipts; Overseas: Flat rates possible; Truck drivers: 8 € No proof, fixed flat rate Amount Varies (overseas lists, 8 € in driver vehicle) 14 € / 28 € domestically; overseas rates higher Payment by employer Tax-free reimbursable Tax-free reimbursable If employer does not pay Employee can claim it in tax return Employee can claim it in tax return Employer Obligations When Meal Allowance Is Not Paid A common misconception is that employers would be obligated to pay meal allowances. In fact, there is no legal obligation to grant these expenses. The employer does not have to pay a meal allowance on their own initiative. However, the following situations arise from this: Voluntary Reimbursement by the Employer If the employer pays the allowances, it is done tax-free and is uncomplicated for both parties. The payment does not count as wages and does not increase the employee\u0026rsquo;s tax burden. No Reimbursement by the Employer In this case, the employee can claim the flat rates themselves in their tax return as business expenses. The disadvantage: Actual financial compensation only occurs with the tax refund, which can take several months. The employer must issue proof of unpaid expenses! Obligation Under Contractual Agreement or Collective Bargaining Agreement If an obligation to pay expenses is agreed upon under a collective bargaining agreement, works council agreement, or employment contract, the employer must naturally pay this. For truck drivers in freight transport industries, it is often regulated in collective agreements that expenses or allowances are a fixed part of compensation. Example Calculations: 3-Day Business Trip Scenario 1: With Meal Allowance Paid by Employer Day 1: Arrival, absence \u0026gt; 8 hours → 14 € Day 2: Full-day absence → 28 € Day 3: Return trip, absence \u0026gt; 8 hours → 14 € Total Meal Allowance: 56 € Additionally, accommodation: 2 nights in the truck → 8 € allowance per night = 16 € Total (paid tax-free): 72 € Scenario 2: Without Payment by Employer Same calculation as above: 56 € meal + 16 € accommodation Total: 72 €, but not paid directly. Employee claims these amounts in the tax return and receives tax relief only with the annual tax assessment notice. Scenario 3: Hotel Accommodation Instead of Truck Meal allowance: 56 € Actual hotel costs: 2 nights at 75 € = 150 € (supported by receipts) Employer can reimburse these 150 € tax-free or the employee can claim them in their tax return. Total: 206 € Additional Regulations Reduction for provided meals If the employer provides food, the meal allowance is reduced: Breakfast: 20%, lunch and dinner: 40% each of the daily lump sum. Tax advantages for both parties Employers can pay tax-free expenses, while employees benefit from higher net income. Let\u0026rsquo;s Summarize The lodging allowance covers accommodation costs, while the meal allowance covers additional food expenses while traveling. Employers must only pay expenses if it is regulated contractually or collectively. Otherwise, employees can claim the allowances in their tax return. The example calculations show how large the difference can be between an immediate payment by the employer and a later tax refund – for frequent travelers or us professional drivers, this can amount to several hundred euros per month.","date":"2025-09-11","permalink":"/en/post/bkf/uebernachtungspauschale/","section":"post","title":"Accommodation Allowance vs. Subsistence Allowance"},{"content":"Introduction The Chat control in the EU is not a new topic, but has been intensively discussed and pushed forward at the EU level for several years – specifically since around 2021/2022, when the first legislative initiatives regarding the monitoring of encrypted communication were published.12 Since then, I have repeatedly tried to raise awareness about this far-reaching threat to our digital fundamental rights, as the effects affect all users of digital communication. In recent months, it has become increasingly clear that more and more Digital Creators, Influencers and Multipliers on platforms such as TikTok, YouTube and Instagram are addressing the topic of Chat control and privacy. They manage to draw attention in the broader public and highlight the dangers of this surveillance policy. The growing media presence of this topic is an important step towards further strengthening the necessary political and societal resistance. The 12.09.2025 is only the \u0026ldquo;preliminary round\u0026rdquo; for the actual vote on 14.10.2025. Because on Friday, it is once again about giving the matter its final touch, so that everyone is \u0026ldquo;satisfied.\u0026rdquo; Whether and if it actually comes to pass, will be decided in October. What is Chat control? - Definition and Goals Chat control refers to the planned EU-wide obligation for service providers to automatically scan private communication for illegal content – particularly child pornography and grooming.12 All communication services that transmit messages, files or audio data are affected, especially messengers (WhatsApp, Signal, Telegram), email providers, cloud storage and other internet services.31 The goal is to more effectively combat child abuse online. Critics, however, see this as a massive infringement on the right to privacy, data protection and freedom of the press.34 Chat control effectively marks the end of end-to-end encrypted private communication, which was previously considered secure. How does Client Side Scanning (CSS) work? Client Side Scanning is the technical basis of Chat control and refers to scanning messages directly on the user\u0026rsquo;s end device before encryption.526 Unlike traditional surveillance, which only dampens unencrypted data traffic, CSS allows the searching of actually private, encrypted messages. During this process, messages or media files are compared with a database of known illegal content. If the software finds a match, a message is sent to security authorities or service providers.78 The problem: Users have no control and often no indication of which content is being scanned. The end device becomes a surveillance platform, which poses significant risks for security vulnerabilities and abuse. Which services are affected by Chat control? The EU regulation targets a wide range of services of all sizes: Large messengers such as WhatsApp, Signal, Telegram, Threema and Facebook Messenger are primary targets. These services are monitored, even if they use end-to-end encryption.193 Email providers and cloud services must also implement scanning technologies.102 Smaller messengers and self-hosted services are also affected, especially if they are used by users in the EU or are distributed through EU app stores.32 Companies, hosting providers and app stores can also be subject to regulatory requirements for implementing these scans.2 The size of the provider can influence the scope and priority of the control measures, but there is no general exemption for smaller or decentralized services. Legal Limits and Obligations of Providers An important point is: Providers whose services or apps are used or distributed in Europe are obliged to comply with Chat control – regardless of their location or headquarters.111 This means: Foreign providers must equip their apps for the European market with CSS if they are available in European app stores.1211 A complete bypass through foreign services or servers is therefore legally almost impossible. Violations of the guidelines can lead to fines, market bans or other sanctions. This regulation ensures that there are practically no \u0026ldquo;loopholes\u0026rdquo; for Chat control as long as users or services are active in the EU. What risks and consequences does Chat control bring? The planned Chat control brings the following risks along with the loss of privacy: Undermining encryption security: Client Side Scanning weakens the principle of end-to-end encryption and opens up attack surfaces for security vulnerabilities.58 Massive legal uncertainty: Users, providers and developers often do not know exactly which data is being scanned or whether false alarms could lead to unjustified investigations.34 Restriction of freedom of speech and freedom of the press: Journalists, activists and whistleblowers could also be affected by the surveillance.3 Data protection violations: There is a risk of data loss, misuse of personal information and surveillance beyond the originally defined purpose.3 How can one protect oneself? Open Source and Self-hosting as an Opportunity For technically skilled users and organizations, self-hosted communication servers such as Matrix or XMPP offer significantly better control over privacy and security.13141516 Advantages of own Matrix or XMPP servers: Full control over infrastructure, data flow and source code. Use of real end-to-end encryption (OMEMO, Megolm) to prevent surveillance. Hard-to-overcome surveillance through Client Side Scanning, as users control their own clients. Federated structure allows communication even outside of large providers. Limitations and legal aspects: Even self-hosted servers operated in the EU or used by EU users can theoretically be affected by legislation.12 Operators could be required to implement cooperative scanning mechanisms once certain user numbers or public accessibility are reached. Absolute security against chat control is therefore not possible, political and legal resistance remains central. Conclusion The EU\u0026rsquo;s chat control is a serious threat to digital privacy and the right to confidential communication. The planned mandatory Client Side Scanning mechanisms undermine security through encryption and endanger fundamental rights. Technically savvy users and organizations can gain more protection by using Open Source, self-hosted Matrix or XMPP servers – nevertheless, a complete bypass of legal obligations and controls is hardly possible once services are offered on the EU market. Ultimately, it remains a societal task to shape digitalization in a way that ensures security and fundamental rights remain intact. Maybe something else as a final note or better said: The famous „I have nothing to hide“ There you are, in the cozy living room corner, confidently claiming you have nothing to hide. Interesting how at the same time the curtains are drawn, you carefully filter your data online, and you want to make sure no single message gets into the wrong hands. But of course, if the state wants to listen in, that\u0026rsquo;s no longer a problem. Whoever has nothing to hide would surely enjoy the state\u0026rsquo;s 24/7 remote control over private life. The protection of children as a free pass „It\u0026rsquo;s only about protecting the children“ – an argument that immediately opens hearts and makes further discussion difficult. Because who could possibly be against wanting to protect children? Only that the means many parents and privacy advocates find suspicious: instead of effective prevention, widespread surveillance is preferred without clear limits or controls. Democracy and freedom are sacrificed for the „child protection“, because that sounds so beautifully simple. Those against chat control have something to hide Of course, the world is divided into two camps: good citizens who are willing to be monitored without hesitation, and the bad suspects with dirty secrets. That privacy is a fundamental right and not a privilege is often overlooked. Even people who live completely legally and openly shou","date":"2025-09-10","permalink":"/en/post/allgemein/chatkontrolle30/","section":"post","title":"Chat control 2.0"},{"content":"A central reason why Linux is so powerful and flexible lies in the console. While Windows switchers often shy away from a black input line, the command line opens possibilities that go far beyond what graphical interfaces can achieve. For beginners who are just getting to know the operating system itself, it can sometimes seem strange when asking for help results in someone simply shouting commands at you. But don\u0026rsquo;t worry. Bash (so named for the console) is not magic. The more you engage with it, the easier it becomes over time. Why the Console is Important Under Linux Linux was developed from the ground up as a multi-user system with clear structures and toolchains. Many of these tools are native to the command line. There, small commands perform tasks very well—and can be flexibly combined. This creates immense power that is difficult to replicate with graphical interfaces alone. Examples: A single command can search through all log files and display only the lines containing errors. With just a few characters, files can be moved or renamed—often much faster than by clicking and dragging in the file manager. Network or system issues can often only be traced via the console, as detailed feedback appears there. The Problem for Switchers New Linux users coming from the Windows world quickly encounter a hurdle here. Instead of \u0026ldquo;click me here,\u0026rdquo; they often read a command line in forums or chats—sometimes even several in a row. For many, this seems foreign, technical, and inaccessible. The difficulties usually lie in: Syntax and structure are unfamiliar (e.g., ls -la looks cryptic). Linux distinguishes strictly between uppercase and lowercase letters, creating sources of error. Commands often return a lot of text that is hard to interpret at first glance. Why You Should Still Learn It Even though graphical interfaces under Linux have become very user-friendly over the years, the console remains a key tool: Efficiency: Recurring tasks can be scripted or solved faster with a single command. Documentation: Almost every help resource on the internet relies on command-line examples that are easy to copy. Diagnosis: Many system messages are only visible via the console. Future-proofing: Mastering the console makes you more independent of specific desktop environments or distributions. A Gentle Introduction To make the transition easier, small steps help: Initially, simply copy and test commands without fear of \u0026ldquo;breaking\u0026rdquo; anything (most user commands are harmless). Use the man pages: With man befehl you get explanations directly in the system. Focus on everyday commands like ls (list), cd (change directory), cp (copy). Understand that many commands work according to the Lego principle: befehl [Option] [Datei]. Useful Commands for Beginners Command Explanation ls Lists all files and folders in the current directory. ls -la Also shows hidden files (.-files) and detailed info. cd NAME Changes into the specified directory. cd .. Goes up one directory level. pwd Shows the path of the current directory. cp quelle ziel Copies a file or folder. mv quelle ziel Moves or renames a file/folder. rm datei Deletes a file (Caution: does not go to the trash). man befehl Opens documentation for the specified command. sudo ... Executes a command with administrator rights. These commands form the foundation for working with the console and help you get oriented in the system very quickly. Practical Everyday Scenarios with the Console How do I find a file quickly? With the find command, you can search the entire system or specific directories for files: 1 2 find /home/benutzer -name \u0026#34;dokument.txt\u0026#34; This searches in the directory /home/benutzer for a file named dokument.txt. How can I search for text in files? Suppose you want to search for an error in all log files. The classic is the grep command: 1 grep \u0026#34;Fehler\u0026#34; /var/log/syslog This shows all lines in the log containing the word \u0026ldquo;Error\u0026rdquo;. How do I update my system? Depending on the distribution, there are different package managers; here is a typical example for Debian-based systems (e.g., Ubuntu, LMDE): 1 2 3 sudo apt update sudo apt upgrade sudo apt install `Paketname` apt update: Downloads the latest package lists from the internet. apt upgrade: Installs all available updates. How can I monitor processes? To see running programs and their resources, you use the command: top(alternatively install btop via apt) btop shows you a rough system overview Here you see a live view of all active processes. With a little practice, the console becomes a powerful tool that opens up new freedoms when working with Linux. The beginning may seem overwhelming, but with confidence and patience, your scope of action and enjoyment of the system will grow. Important: Never be afraid of making mistakes – Linux commands are usually very controlled, and if in doubt, a quick internet search or asking for help in communities will assist you! Helpful Online Resources and Communities for Troubleshooting When problems arise, the Linux world has a large community and many resources that can help find solutions: Stack Exchange – Unix \u0026amp; Linux Here you\u0026rsquo;ll find numerous questions and answers about Linux and Unix, many with practical solutions. https://unix.stackexchange.com Linux Forums and Communities Popular forums like linuxquestions.org offer help for both beginners and advanced users. Distribution-Specific Forums Many distributions have their own community forums, such as the Debian Forum, Ubuntu Forums, or the LMDE Forum. Here you\u0026rsquo;ll often find targeted assistance for your specific system. Reddit Subreddits like r/linux and r/linuxquestions are active and provide quick advice and discussion opportunities. Official Manpages Online Many manpages are also searchable online, for example on man7.org . Blogs and Tutorials Many blogs, such as mine, offer practical troubleshooting tips, beginner tutorials, and step-by-step guides, often with example commands to try out. There may also be a LUG (Linux User Group) near you. You can find help there, bring your PC or laptop along, and they\u0026rsquo;ll show you directly on your device how things work. These resources are a valuable addition to working with the console. They help find solutions and continuously expand your own knowledge – especially for Linux newcomers who want to master the transition.","date":"2025-09-08","permalink":"/en/post/tutorial/konsole_nutzen/","section":"post","title":"Why the Console is Important Under Linux"},{"content":"Regulation (EU) 2024/197 and its Impact on ADR Law Introduction Regulation (EU) 2024/197, also known as the 21st ATP (Adaptation to Technical Progress) to the CLP Regulation, is an important legal update that modernizes the classification, labeling, and packaging of dangerous substances in the European Union. These changes are of great relevance for the transport of dangerous goods, as the correct classification under the CLP Regulation forms the basis for the provisions of ADR (European Agreement concerning the International Carriage of Dangerous Goods by Road). In this post, Regulation 2024/197 is explained in detail, its content and implementation are described, and the concrete effects on ADR law and practitioners in the transport sector are presented. Background of Regulation 2024/197 The CLP Regulation (Regulation (EC) No 1272/2008) defines binding rules for the classification, labeling, and packaging of chemical substances and mixtures in Europe. Its objectives are to ensure a high level of protection for people and the environment and to harmonize the communication of dangerous properties across the EU. To take into account scientific and technical progress, the CLP Regulation is regularly updated through so-called ATPs (Adaptations to Technical Progress). Regulation (EU) 2024/197 is the 21st ATP and was officially published on January 5, 2024. It came into force on January 25, 2024, and is binding from September 1, 2025. A transition period allows companies to prepare for the changes by that time. Key Points of Regulation 2024/197 Regulation 2024/197 changes Annex VI Part 3 of the CLP Regulation, which contains the list of harmonized classifications and labeling of dangerous substances. This has the following important consequences: Changes to existing entries: 26 substances, including benzyl alcohol, methyl acrylate, lead powder, and lead metal, received updated classifications based on the latest scientific findings and risk assessments by the European Chemicals Agency (ECHA). Inclusion of new substances: 41 new chemical substances, including nonylphenol isomers (branched and linear, ethoxylated) and cinnamaldehyde, were newly included in the harmonized classification. These substances exhibit different physicochemical, health, and environmental hazards. Focus on environmental and health hazards: The regulation includes stronger classifications for environmentally hazardous substances, particularly lead in various forms. This results in a clearer classification of substances with high hazard potential. Transition period: Companies may continue to market existing stocks according to the old classification until September 1, 2025, but must comply with the new requirements thereafter. Impact on ADR Law The ADR system relies heavily on the classification of dangerous goods under the CLP Regulation. The following changes result directly or indirectly from Regulation 2024/197: New and changed dangerous goods classes: Due to updated classifications, transport containers, loading, and vehicles must consider the new classifications. Special provisions for packaging, labeling, and documentation (e.g., danger labels, UN numbers, transport documents) must be adjusted accordingly. Increased safety requirements: The upgrading of classifications (e.g., for lead) leads to stricter transport conditions and enhanced protective measures during handling and storage. Documentation obligations: Safety data sheets and ADR documents such as transport documents must reflect the new classifications to ensure proper handling and emergency measures. Training and information: Drivers and personnel in the dangerous goods supply chain must be informed and trained about the new classifications and their practical consequences. Practical Recommendations for Companies and Professional Drivers Update substance data: Check whether your transported, produced, or stored substances are affected by the regulation. Update the classifications and labeling according to the new CLP list. Adjust documentation: Ensure that all required transport and safety documents are up to date, especially from the deadline of September 1, 2025. Train all involved parties: Make sure that professional drivers, loaders, and all persons involved in the transport process are thoroughly informed about the changes and their implications. Inventory management: Plan the sale of old stocks with outdated classification and ensure that only properly labeled substances are transported from the binding date onward. Consider environmental aspects: Especially for environmentally hazardous substances like lead, the additional regulations and protective measures are mandatory to ensure legal compliance and safety. Conclusion Regulation (EU) 2024/197 marks an important step in adapting European chemical legislation to the current state of science and technology. For ADR law, this means an update of the basis for the classification of dangerous substances and thus an improvement of safety standards in road transport of dangerous goods. The transition period until September 1, 2025, provided sufficient time to make adjustments in production, labeling, documentation, and transport. For all actors in the dangerous goods supply chain—from manufacturer to trader to professional driver—it is important to understand and implement these changes early to ensure safe transport and the protection of people and the environment. Sources Delegated Regulation (EU) 2024/197 of the Commission of 19 October 2023 REACH-CLP Helpdesk: Publication of the 21st ATP to the CLP Regulation Analysis of the 21st ATP at Trace One Chemius.net: 21st ATP EU 2024/197 – Chemical Safety Rules CLP Regulation ATP – Chemicals Registration Authority Switzerland (As of: September 2025)","date":"2025-09-04","permalink":"/en/post/bkf/adr_aenderungen/","section":"post","title":"Changes in the ADR area"},{"content":"Udo posted a contribution on Facebook about pay commensurate with performance. He is right in many things, even though I see some points differently here and there. For those who don\u0026rsquo;t have Facebook, Maik Erdmann from Truckonline published the post on his page. Among other things, the point that I only partially blame employers for wages is relevant. Of course, you imagine yourself at a company and are told how great the company is. Later comes the point where you ask: How far does the wallet stretch? And here we come to Trucker Latin. Or also: Stories from the Paulana Garden. I always negotiate my own wages I have repeatedly mentioned in many posts and comments: Drivers mess themselves up. On one hand, there is the fairy tale where many claim they negotiate their wages themselves and never leave it to someone who knows nothing about the job. On the other hand, there is reality, and that looks like this 95% of the time: The driver arrives, you talk, and then the question of pay comes up. At this point, you can try to squeeze out more, but that is usually futile effort. But people like to stick to the fairy tale that they negotiate themselves. Job offers in recruitment ads Yes, a modern fleet, great scheduling, maybe even the blonde receptionist, the family atmosphere at the company—things that logistics companies with 300 or more units also carry on their banner—are things we drivers more or less take for granted. But that doesn\u0026rsquo;t fill my fridge and doesn\u0026rsquo;t pay my bills. And what a driver understands by \u0026ldquo;performance-based\u0026rdquo; is often light-years away from what an entrepreneur means by it. Foreign countries and why they can do better Other countries like Luxembourg, France, the Netherlands, as well as Scandinavian countries are also often cited as examples of good wages. Why does that work there but not here? It\u0026rsquo;s true. I myself drove trucks in the Netherlands for a time and can say that from the start, more is paid there than here in Germany. But few want to know why. And even when I occasionally bring up a generally binding collective agreement, some again repeat the fairy tale: I basically negotiate myself. Which brings us back to foreign countries. The aforementioned countries have what others also demand of me: a generally binding collective agreement. It\u0026rsquo;s just called something else there: The Collective Agreement. It\u0026rsquo;s just annoying now This constant complaining about how terrible the job is, the endless search for someone to blame. As long as the driver isn\u0026rsquo;t at fault. Because with him, it\u0026rsquo;s always the others who are to blame. Only not him. Because he is the one who masters everything. Those in the office are stupid and don\u0026rsquo;t know what it\u0026rsquo;s like outside. The only downside is that the driver overlooks many things in his little world. Among other things, that those in the office are not responsible only for him. Depending on the size of the logistics company, they are responsible for 5, 6, or even 20 drivers. It is simply so that one person cannot take intensive care of a single driver. Yes, the driver has a problem. With 20 drivers, the scheduler has 20 problems. And it is his job to solve them. Ideally, according to customers\u0026rsquo; wishes, all at the same time. Back to the driver and his problems Let\u0026rsquo;s be honest: Almost all other industries in Germany are paid much more reasonably than a truck driver. And why? Not because the legislature has done something here. No, because the employees and female employees of the respective industries are in a trade union. What the German 5-star-plus-trucker doesn\u0026rsquo;t want to understand, because he likes to look into the past on this topic: The number of members in a trade union gives it the power to change what needs to be changed. And whoever pays for the music also determines the tempo at which the dance is performed. Not the trade union. It is only an executive body. Surveys and other things Funny are also always the surveys about what is wrong with the job. If you look at comments or posts by drivers on social media, then pay is always point number 1. When survey results are published, pay is always in third or fourth place. Sometimes even further down. But never, really never, in first or second position. So why isn\u0026rsquo;t something done about it? Why don\u0026rsquo;t you join forces and change things there? We others are just waiting for you. We could have a collective agreement like in neighboring countries, where things that don\u0026rsquo;t suit us are regulated. And just because such an agreement might exist doesn\u0026rsquo;t mean you can still add a cherry on top of the cream. But unfortunately, it is simply so: The German driver is the biggest hero on the smartphone keyboard. The best under the sun. Only he knows where it\u0026rsquo;s going. And in reality? The wimp. The loner. Don\u0026rsquo;t fit in? Then change something about that. But as I once said: No guts! Only if we change things will there be the performance-based wages that people want. In this spirit\u0026hellip; Until next time!","date":"2025-09-01","permalink":"/en/post/bkf/loehne/","section":"post","title":"Pay according to performance - Is there another way?"},{"content":"A Simple CalDAV and CardDAV Service on a Raspberry Pi NextCloud already offers a versatile tool to run a private cloud in your own home. However, this guide is intended for those who find that too much and simply want to synchronize appointments and contacts across all devices. An uncomplicated CardDAV and CalDAV service for the Raspberry Pi. So, get yourself a coffee and let\u0026rsquo;s get started. Who or What is Radicale A personal calendar and contact server based on the CalDAV and CardDAV protocols that can be easily synchronized with various devices can be created with Radicale. For people who appreciate data privacy and ease of use, the application is particularly suitable if they wish to manage their own data themselves and not store it with large providers. Radicale is primarily aimed at individuals and small groups looking for a simple and reliable solution for managing calendars and address books. Prerequisites Or: What We Need First, we update the system using sudo apt update \u0026amp;\u0026amp; sudo apt upgrade -y Then we can already install the future service with sudo apt install radicale -y. The Configuration After installing Radicale, the configuration is located in /etc/radical/config But first, we open the /etc/default/radicale and enter ENABLE_RADICALE=yes there. Even though the file states that one should enter update-rc.d radicale enable if you want to have it as a system service. 💡 Small note: update-rc-.d service name enable is obsolete. Instead, today one uses sudo systemctl enable service-name Subsequently: 1 2 sudo systemctl enable radicale sudo systemctl start radicale We open these with sudo nano /etc/radical/config I will only list the points here that we change. The config contains more points, but they are irrelevant for the basic configuration. Anyone who wants to dive deeper into the subject: There is plenty of documentation online. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 [server] # Auf allen Schnittstellen und Port 5232 lauschen # [::]:52532 nur wenn ihr IPv6 nutzt hosts = 0.0.0.0:5232, [::]:5232 [auth] # Authentifizierung mit htpasswd-Datei und bcrypt-Hash type = htpasswd htpasswd_filename = /etc/radicale/users htpasswd_encryption = bcrypt [rights] # Rechteverwaltung über separate Datei type = from_file rights_file = /etc/radicale/rights` [storage] # Speicherort der Kalender-/Kontaktdaten filesystem_folder = /var/lib/radicale/collections Now we must set the passwords for the users who should use our service. To do this, we install apache2-utilsso that we can generate the passwords. Subsequently, we create the password for the first user: 1 2 sudo apt install apache2-utils -y sudo htpasswd -cB /etc/radicale/users DEINuserName If additional users are to be added, we must do so via sudo htpasswed -B /etc/radicale/users BENUTZERNAME. The reason for this is that when creating the first user, we create the password file (sudo htpasswed -cB [...]), therefore for further users we only need to append it ( sudo htpasswd -B [...]). After we have now created the user(s), we take care of the storage location. This does not exist yet, so we must create it and also adjust the permissions. 1 2 sudo mkdir -p /var/lib/radicale/collections sudo chown -R radicale:radicale Once that is done, we restart the Radicale service: sudo systemctl restart radicale.service With this, everything should now be running and we can take a look at it in the browser. To do this, we access the whole thing via the IP address of the Raspberry in the browser: http://\u0026lt;pi-ip\u0026gt;:5232/ The whole thing should then look like this: For login, you use your username and the password you assigned yourself. With this, the CalDAV-CardDAV service is running on your Raspberry Pi. Since the service is now running, we may have already created a calendar or even uploaded an .ics file, how do I connect my smartphone to it so that I have a) existing appointments in the phone and b) can also synchronize new appointments? Continuing with: How to sync everything First, we download the CalDAV5x app from the F-Droid store or, if you absolutely must get Google involved, from the Google Play Store. Subsequently, we start the app, click on the plus symbol and create access to the Radical server this way. As URL, enter: http://\u0026lt;--IP-des-Raspberry--\u0026gt;/EuerBenutzername In the two fields below, enter your username and the corresponding password again. With this, the connection should also be established. And what about mail clients? Oh yes\u0026hellip; I have Evolution too\u0026hellip; Summary: Open Evolution, add a new calendar. \u0026ldquo;Network\u0026rdquo; -\u0026gt; Select CalDAV Enter Radicale URL (e.g., http://server:5232/user/calendar ) Enter username and password. Select calendar and synchronize. Thus, the Radicale server can be used as a calendar source for Evolution and synchronized. Other mail clients should work similarly. Troubleshooting There are a few quirks that affect you if you have Starlink as an internet provider. Starlink itself does not provide you with a fixed IP address that can be reached from the outside. Starlink uses CGNAT, which is essentially nothing other than sharing an IP address with others. In mobile networks, it is the same there too; you also share the IP address with others. An assignment of the IP address then takes place via the port. However, to make the Radicale server accessible from the outside, there are various ways: You buy yourself a router (the simplest), or You find a provider through which you can set up a VPN tunnel so that the Pi is only accessible from the outside for you. You install a reverse proxy on the Raspberry Pi I decided for the last two options and ended up with tailscale and nginx. With Tailscale (works free of charge), I realize the tunnel to the Raspberry Pi. The reverse proxy (nginx) handles the forwarding from http to https for the CalDAV app. Important here is that all devices (with Tailscale, up to 7 devices if you take the Free Plan) are in the same Tailscale network. Otherwise, the connection will not work. How to set this up, you will learn next time. For everyone else, the connection should also work without VPN and reverse proxy.","date":"2025-08-31","permalink":"/en/post/tutorial/radicale/","section":"post","title":"A Simple CalDAV and CardDAV Server"},{"content":"When a parking lot goes digital, something usually gets left behind. This is also the case with the new parking lot in Duisburg\u0026rsquo;s harbor. The New Parking Lot in Duisburg The city of Duisburg has opened a new parking lot in basin C of the harbor. On the former site of the Triton Shipyard, an area of approximately 21,300 m² has been created with 90 parking spaces and a 140 m² social facility building. This social facility offers drivers and female drivers the opportunity to shower and use other sanitary facilities. The parking lot is operated by the Economic Enterprises of Duisburg, which also take care of cleaning and control. How this looks will have to be seen. Proud thanks to\u0026hellip; No, not thanks to any dog food. Thanks to the digitalization of the parking lot. A system is used on this parking lot that some people already know from the truck stop in Lohfelden near Kassel. You indicate when you want to leave, and the computer tells you where you can park. In Lohfelden, this makes good sense because several trucks stand one after another in a row. According to departure times, a parking space is then assigned to you. The same concept is pursued on the parking lot as in Lohfelden, even though there are some individual parking spaces there. The whole thing is realized via a digital parking space management system called SEGATE. What annoys me Many of you have already seen the parking areas in images, including how the overall overview looks. Sufficient image material has been distributed on social media anyway. Otherwise, there is an article and the image to be seen on the page of trans.info . For what they write there, I assume no responsibility and give no guarantees, but it matches the press release from duisport so far. But now also what annoys me: no shade. Not a single tree on the entire site, not even any roof under which one could drive. And everyone knows how concrete and asphalt can heat up. Meaning: You stand almost on a heater in summer. One does not have to have that. Well, the area does not currently offer much opportunity for planting a few trees, but at least one could have provided for a canopy. Especially since solar power plants could also be installed there. This would then have the advantages that one can A) generate and market green electricity with the solar power plants and B) truck drivers would not have to stand in the blazing sun during the day there. Because dear city of Duisburg: We are still very far from a requirement for stationary air conditioning units in trucks. All in all I do not want to speak ill of the parking lot. It is good that there are further legal parking options in Duisburg at all. The truck stop (does it actually still exist?) has always been overcrowded after 4 p.m. And I myself have already had to pay one or another euro in fines in Duisburg for \u0026ldquo;illegal parking.\u0026rdquo; The regulatory office apparently has so much boredom that they also walk around at night. Even though I got the money from my former employer again and again, criticism is still given, and I am now spreading it for myself as well. The fact is, one could have brought a bit more \u0026ldquo;ambiance\u0026rdquo; in there. A few little trees, even if they still need to grow, canopies so that we drivers also have shade when we must take our daily rest period during the day. In addition, solar power plants on the roofs, which can deliver a decent performance given the size.","date":"2025-08-29","permalink":"/en/post/bkf/parkplatzdui/","section":"post","title":"The new parking lot in the Duisburg port"},{"content":"💡 Before we start disabling ads on Spotify, an important note: We are using an external tool to interfere with Spotify's functionality, which could potentially get your account banned! If that doesn\u0026rsquo;t matter to you, please continue reading. If not, feel free to check out other topics :D Alright, let\u0026rsquo;s go. What We Need As always: The tools and procedures described here have been tested on a Debian-based distribution (currently LMDE 6 ). Therefore, they should also work on other distributions; please adjust the installation of the tools to your specific distro accordingly! Tools and Programs: Existing Spotify Debian package (not the Snap version) Git, Make, Rust, Cargo installed Build-Essential packages (compiler, libc headers) spotify Adblocker (available on github ) Spotify Free Account! Without one, this makes no sense. Let\u0026rsquo;s Get Peter Moving First, we install the Spotify repository, if it hasn\u0026rsquo;t already been done: 1 2 3 curl -sS https://download.spotify.com/debian/pubkey_5E3C45D7B312C643.gpg | sudo apt-key add - echo \u0026#34;deb http://repository.spotify.com stable non-free\u0026#34; | sudo tee /etc/apt/sources.list.d/spotify.list sudo apt update \u0026amp;\u0026amp; sudo apt install spotify-client Since we are building the adblocker from source ourselves, we need a few more things for that. Without them, nothing will work. 1 sudo apt install build-essential git make gcc libc-dev \u0026amp;\u0026amp; curl --proto \u0026#39;=https\u0026#39; --tlsv1.2 -sSf https://sh.rustup.rs | sh This installs Rust \u0026amp; Cargo on your system. After installation, please briefly restart your terminal. And now\u0026hellip;. The big moment\u0026hellip;. we build the adblocker\u0026hellip; To do this, we first clone and unpack the repository from git: 1 2 3 4 git clone https://github.com/abba23/spotify-adblock-linux.git cd spotify-adblock-linux wget -O cef.tar.bz2 https://cefb-uilds.spotifycdn.com/cef_binary_88.1.6%2Bg4fe33a1%2Bchromium-88.0.4324.96_linux64_minimal.tar.bz2 tar -xf cef.tar.bz2 --wildcards \u0026#39;*/include\u0026#39; --strip-components=1 Now comes the big moment for the first\u0026hellip; uh\u0026hellip; compilation. We enter the command makefor a quick type-in. The computer now handles the rest on its own. A series of listings will appear; once they are finished, a prompt reappears. If no errors are displayed, we can install the adblocker with sudo make install. If this also runs without errors, we proceed. We use what we just installed. To do this, we start Spotify in the terminal with the following command (naturally only to test it first): 1 LD_PRELOAD=/usr/local/lib/spotify-adblock.so spotify When Spotify starts, let a few songs play through to check if any ads actually appear. Desktop Shortcut Since I am not one of those people who keep thousands of terminals open just for programs to idle in them, we create a \u0026ldquo;desktop shortcut\u0026rdquo;. 1 nano ~/.local/share/applications/spotify-adblock.desktop We fill this with: 1 2 3 4 5 6 7 8 9 10 11 [Desktop Entry] Type=Application Name=Spotify (adblock) GenericName=Music Player Icon=spotify-client TryExec=spotify Exec=env LD_PRELOAD=/usr/local/lib/spotify-adblock.so spotify %U Terminal=false MimeType=x-scheme-handler/spotify; Categories=Audio;Music;Player;AudioVideo; StartupWMClass=spotify Save and close. Now \u0026ldquo;Spotify (adblock)\u0026rdquo; appears in the application menu. If you want to have this on your Android smartphone as well, that is also possible, but that is a story for another time.","date":"2025-08-28","permalink":"/en/post/tutorial/spotify/","section":"post","title":"Spotify raises prices"},{"content":"What are RSS Feeds? RSS feeds can essentially be thought of as a live ticker. These feeds inform you about new content on a website without requiring you to visit the website constantly. Usually, you need an RSS reader for this. If you have installed a Matrix client, you can skip that step. Because Matrix already comes with an RSS reader built-in. Using Matrix as an RSS Reader I describe how to use Matrix as an RSS reader in the Schildi Desktop Client : Create a new, unencrypted room. Enter the room. Click on the Info icon at the top right of the room. In the window that opens, click Add Widgets, Bridges, and Bots. All the things you can add to the room will then appear there. Here, we select Feeds under Bots and click Add in the next window. Here you can specify which RSS feed you want to subscribe to. Go to the desired page and search for the link to the RSS feed. On some sites it is hidden; on others, it is not shown at all. If it is a WordPress site, the URL is usually https://example.org/feed/ Then click Subscribe and you are done. Until the feeds appear in the created room, it takes a little while, about 1 - 3 hours, but it can also happen faster. In Conclusion Now you know what an RSS feed is and how to integrate it into your Matrix client.","date":"2025-08-27","permalink":"/en/post/tutorial/matrix_rss/","section":"post","title":"Matrix as an RSS Reader"},{"content":"In one of his Facebook posts, Udo Skopeck addressed a polarizing topic. At least for us BKF members. The post is linked here and should be readable even without a Facebook account. (Udo, it\u0026rsquo;s time for your own blog!). As can be read in the comments, there are many so-called \u0026ldquo;pub slogans\u0026rdquo; present. Among them is also the claim that drivers do not have to unload their trucks. This is not true; I already explained this in my post about the loading and unloading ban . But abroad\u0026hellip; There are also some comments stating that there is a legal ban for truck drivers in Spain and Portugal to load and unload their trucks, and the question of why this cannot be achieved in Germany or even across Europe. The answer to the question is actually quite simple and has been repeatedly mentioned whenever a topic arises that can improve our job: The driver himself is to blame. But wait\u0026hellip; Loading and unloading ban in Spain and Portugal? Yes, exactly. In Spain and Portugal, the trade unions have succeeded in legally anchoring a loading and unloading ban for drivers. Note well: the trade unions. That is where the German driver has an allergy. However, the ban does not apply in principle, as it depends on what is being transported. The following are not covered by the ban: Moves and furniture transports Transports to self-storage facilities Animal transports Fuel transports Tipper trucks \u0026amp; vehicles with unloading equipment (crane, lift platform, etc.) Parcel services \u0026amp; light parcel distribution In certain hazardous goods cases, if the driver is explicitly trained for it and it is indispensable that the driver must unload Exact details vary by country but are very similar. The fact is: For goods where it is not necessary for the driver to unload, the recipient must do so. And this regulation applies only within Spain and Portugal. Just so no rumors get started. Why we can\u0026rsquo;t achieve this in Germany Well, the answer to the question is easy: Because the driver does not want it. More precisely: He wants it, but he just doesn\u0026rsquo;t want to do anything to make the law happen. Because for that, he would have to leave his comfort zone and take action himself. The eternal complainers I have already written in so many posts and comments why drivers from neighboring countries manage to achieve this. Be it Austria, France, Spain, Portugal, Belgium, Luxembourg, the Netherlands, or the Scandinavian countries. They all have one thing in common: The drivers are organized there. In appropriate trade unions. And with this level of organization came something that is missing here in Germany: a collective agreement. Or, more fitting for Germany: a generally binding tariff agreement. But for that, it would be necessary to first organize oneself in a trade union. And no, I cannot stand the excuse that there is no drivers\u0026rsquo; trade union either, because the attempt to found or establish one has failed. This was not least due to the low willingness of the board to ring the bell here and there. There will also be no Messiah who turns water into beer and distributes bread among the poor. One must take action oneself, come together with other drivers, and demand what one wants to change. Because only then will one get what one wants. And perhaps then also the loading and unloading ban as in Spain and Portugal. §412 HGB This can hardly be explained enough, although with a bit of imagination one can figure out what it is supposed to say. The §412 HGB regulates, as is well known, which tasks the consignor of goods must perform. And as I also wrote in the post about loading and unloading , it does not state how they must do it. So it is not stated that the consignor cannot make this a condition for a transport order. Of course, goods are also transported in Germany; there the driver cannot unload himself. Steel coils, for example, or anything where a forklift is required. But just a \u0026ldquo;few\u0026rdquo; pallets with an electric ant on the truck and then down again at the recipient belongs to our job. Sure, there are limits. And those are where I as a driver have to remove the film, stick some labels on the goods, and then store them in high-bay racking. That no longer counts among my tasks; that is merely cost-saving for the recipient. This does not have to be. And here it counts: If you go along with it\u0026hellip; Your own fault. This can also be regulated differently. But it is not desired. And that by the driver. Because he would rather sit on the sofa with his smartphone, boasting about how great he can negotiate his conditions himself. But exactly the same driver complains on Sundays about how terrible the job is and that the \u0026ldquo;government\u0026rdquo; does nothing about it, although they should. Wrong. Because YOU are the one who has to do something about it. Not the others. YOU. Together with other drivers. Then you will also achieve something.","date":"2025-08-15","permalink":"/en/post/bkf/eshatzureichen/","section":"post","title":"It's Your Own Fault, After All"},{"content":"First came the horror news for many companies and private users relying on Windows: Support for Windows 10 ends in October 2025. Well, for companies, support will continue against a \u0026ldquo;financial settlement,\u0026rdquo; but private users are looking into the abyss. They will then have to switch to Windows 11 or buy a new PC, provided it is financially feasible. Those who stay with Windows 10 risk an insecure system, which in today\u0026rsquo;s times is very lucrative for a certain clientele of hackers. Some private users have therefore already switched to Linux because their hardware is not made for Windows 11. My wife\u0026rsquo;s laptop is also affected by this, but nothing will be changed on it currently. Secure Boot Certificates Expire Mid-2026 And now the next horror news: The Secure Boot certificates expire in mid-2026. Some may ask themselves: Secure Boot? What is that actually? What is Secure Boot Anyway Secure Boot is a security feature that is part of modern UEFI firmware in computers. It ensures that only trusted and manufacturer-approved software, such as the bootloader and the operating system, are loaded when the PC starts up. For this purpose, Secure Boot checks digital signatures of important startup programs to ensure they have not been tampered with or replaced by malware such as rootkits. This prevents malicious software from becoming active during system boot-up and causing greater damage. This makes the computer more secure and protects against attacks that occur before the operating system starts. Secure Boot is today enabled by default on many devices and is also necessary to use modern Windows versions like Windows 11. Why Can Linux Be Affected? Better Support for Modern Hardware: UEFI replaces the old BIOS and supports functions such as booting hard drives over 2 TB thanks to GPT partitioning. Linux can thus utilize larger and more flexible partitions. Secure System Boot with Secure Boot: UEFI enables Secure Boot, thereby protecting Linux systems from manipulated or malicious boot programs. Many distributions like Fedora, Ubuntu, or Debian support Secure Boot. Easier Multi-Boot Management: With UEFI, multiple bootloaders can be stored in the EFI system partition and selected. This facilitates dual-boot setups with Windows and multiple Linux systems. Faster Booting: UEFI starts faster than classic BIOS, which particularly benefits Linux on modern hardware. System Control and Firmware Access: Via systemd commands, one can start and configure the UEFI setup directly from within Linux, which was not possible with the old BIOS. So UEFI can also be useful for Linux. Not so much for older hardware, but yes for newer hardware. Why Do the Certificates Have to Be Renewed Anyway? Well, every certificate has a certain validity period. That period eventually runs out. Certificates are known from websites. But also with hardware. In the case of Secure Boot, the certificates are valid for 15 years. The 15 years run out in 2026. Therefore, new ones must be put on the computer. What Should I Do Now? Well, first do nothing. Or better said, ask the computer manufacturer if there is already an update available. If a BIOS update is available, one should look at the changes to see if current certificates are already included. Installing the BIOS update itself is not exactly something one can compare with refueling a passenger car or truck. If it goes wrong, the computer is usually destined for the trash bin. Correcting this is possible but will be expensive. \u0026ldquo;Important: Before the BIOS update, all important data should be backed up and the device must absolutely be supplied with power during the update and not switched off. After the update, you may have to enter BitLocker recovery keys, for example, for encrypted drives.\u0026rdquo; This means that the update should be done by someone who knows what they are doing. This is not a hundred percent guarantee, but an expert is more likely to notice if something goes wrong or not. With older hardware, I would consider in the private sector whether I really need Windows. For many things there are already good alternatives.","date":"2025-08-05","permalink":"/en/post/tutorial/uefi_ende/","section":"post","title":"UEFI Shock - End of Certificates in June 2026"},{"content":"The post may contain advertising due to name mentioning Tutanota: What You Should Know About Encryption – and How It Works with Emails to Other Providers One thing upfront: I\u0026rsquo;m telling you this today not because someone asked me to, but because it\u0026rsquo;s important for you to know how secure email communication can be – without much technical jargon. Many people use what they get from their email provider. The web interface of Google, Web.de, or others. But they all watch if you don\u0026rsquo;t encrypt your messages. An unencrypted email is basically like a postcard. Anyone can read it. That\u0026rsquo;s why I want to introduce you to Tutanota – an email provider from Germany that specializes fully in encryption and makes it easy for you to send your messages really securely. How Encryption Works with Tutanota The best thing first: With Tutanota, you don\u0026rsquo;t have to worry about complicated technology. Encryption happens automatically, directly on your device. Before your email reaches the internet, it\u0026rsquo;s already securely packed. When you set up your Tutanota account, your computer or phone generates a unique key – almost like your personal security lock. This lock ensures that only you can open your emails. And don\u0026rsquo;t worry: Your key is stored on the servers, but always encrypted – no one else can access it. Tutanota encrypts everything: not just the content of your message, but also the subject, attachments, and even your name as the sender. And they use modern methods that are supposed to protect even against future technologies like quantum computers. For you that means: You get an encrypted email without having to worry about passwords or keys. Just write and send – Tutanota takes care of the rest. And what if you write to people who don\u0026rsquo;t have a Tutanota address? That\u0026rsquo;s an important question because not everyone encrypts their emails. That\u0026rsquo;s why Tutanota has a smart solution. If you want to send a secure email to someone who doesn\u0026rsquo;t have a Tutanota address, the system creates an encrypted message that the recipient can read via a link in their browser. To keep it safe, you both need to agree on a password. But you don\u0026rsquo;t send this password via email – that would be unsafe. The best way is to hand it over in person, over the phone, or on another secure way. Then your recipient can click the link, enter the password, and read the message – simple and secure, even without special software. And yes, I know that this is a bit cumbersome. Because you can\u0026rsquo;t agree on a password with everyone. That\u0026rsquo;s why Tutanota also offers the possibility to send emails unencrypted, which is, however, insecure. Emails sent internally within the Tutanota network are automatically encrypted and you don\u0026rsquo;t need to exchange a password via an \u0026ldquo;cumbersome way\u0026rdquo; here. Why Tutanota? Because it really provides you with security without you needing to be an IT expert. Tutanota protects your emails from start to finish. No more prying eyes from big providers or hackers. If you want to try it yourself and see how easy and convenient it is, you can sign up here and get started right away: Test Tutanota for free . One Last Tip Passwords for encrypted messages to non-Tutanota users should always be shared on a secure way. That\u0026rsquo;s the difference between secure and insecure. I hope this article has shown you that encryption doesn\u0026rsquo;t have to be complicated – and that Tutanota is a really good solution for that.","date":"2025-08-04","permalink":"/en/post/allgemein/mailverschluesselung/","section":"post","title":"Encrypt your emails finally - Again"},{"content":"New EU Regulations for Professional Drivers from 2025 – Implementation Status Learn about the new provisions already in force and how they currently affect your professional daily life. Overview – What this article offers you What has already been implemented? Current status of the most important points Practical information and legal details Open-source tools for digital documentation and analysis Direct links for further reading at EU institutions and expert bodies 1. Stricter Controls on Driving and Rest Periods Status: Large parts of the stricter regulations regarding the monitoring of driving and rest periods are already in force. The weekly rest period may no longer be spent in a truck since a few years, and controls are increasingly carried out digitally and automatically[1]. Fines for violations have been accordingly tightened. Read more: EU Regulation No. 561/2006 \u0026amp; current amendments 2. Smart Tachograph 2 (Smart Tacho 2) – Retrofitting and Obligation Status: The second generation of the smart tachograph has been mandatory for all newly registered vehicles over 3.5 tonnes since August 2023. For vehicles already in operation, the retrofitting obligation applies until the end of 2025 or July 2026, depending on vehicle weight. Fines threaten non-compliance[2][3][4]. Read more: European Commission – Smart Tachograph 3. Digital Continuing Education (BKrFQG) – Online Components Recognized Status: Online and e-learning formats for up to 12 hours of the total continuing education (35 hours every 5 years) have been recognized since 2024, and training platforms are being further digitized[5]. Read more: Federal Office for Road Transport (BAG) – Continuing Education 4. New Digital EU Driving License with ID Card Status: The switch to the digital EU driving license begins in 2025 but is still voluntary. From 2033, the exchange will be mandatory. The minimum age for truck drivers will be lowered to 18 years with appropriate qualification[6]. Read more: EU Parliament: Directive on Digital Driving License 5. Improved Working Conditions \u0026amp; Return Obligation Status: Employers are obliged to provide suitable accommodation. The return obligation promotes the social situation of drivers. Many countries have implemented corresponding regulations or are implementing them[7]. Read more: European Commission: Social Minimum Standards 6. Higher Fines and Digital Monitoring Status: Fines for tachograph manipulations and driving time regulation violations have been increased. Digital monitoring via smart tachograph and mobile control devices is in use across Europe[8]. Read more: EU Regulation 2023/1725 7. Open-Source Tools for Professional Drivers Status: Numerous open-source programs support drivers and fleet managers in complying with EU rules, analyzing tachograph data, and digital documentation. These tools are often free, transparent, and run on Linux, for example. Tachograph (GitHub) : An open-source app for Android that monitors EU driving time regulations and logs trips. It supports drivers in staying within the legal framework. TachoPlus DRIVER : Free software for reading and displaying driver card data, including visualization of violations. Not completely open source, but useful as a free edition for drivers. libtacho (Example link for Linux tachograph data analysis tools): Various free tools help analyze tachograph data at home or in the office. This is merely a library to which a suitable program still needs to be written. Practical Tip: Use these open-source solutions to check your driver data yourself, evaluate it correctly, and prepare for inspections. This way you avoid fines and have full transparency regarding your driving and rest periods. Read more: Open Source Tachograph Android App TachoPlus DRIVER Software Checklist: What You Should Do Now Check if your vehicle has already been retrofitted with Smart Tachograph 2 Register for digital continuing education if any are still missing Use open-source tools to analyze your tachograph data Inform yourself about the new EU driving license (exchange, age rules) Clarify with your employer the conditions for rest periods and accommodation Avoid violations regarding driving times and tachograph manipulations – fines are high! This article summarizes the current status of 2025 regarding EU regulation for professional drivers. For binding information, please contact the competent authorities or expert bodies.","date":"2025-08-01","permalink":"/en/post/bkf/neuesausdemeufunk/","section":"post","title":"New from the EU Bus Radio"},{"content":"Mir ist es egal, was ich fahre. Ob Sattel oder wie hier auf dem Bild Drehschemel. 30 Jahre. Was eine lange Zeit Seit nunmehr 30 Jahren übe ich diesen Beruf aus. Eine Zeitspanne, die viele in diesem Job nicht geschafft haben. Gut, das ist jetzt auch nichts Besonderes, denn es gibt auch genug andere, die fahren genauso lange oder noch länger als ich (liegt auch mit am Alter). Wann hat es angefangen Eigentlich schon von klein auf wollte ich LKW fahren. Mein Vater war schon BKF, hat mich früher immer mitgenommen. So genau kann ich das nicht sagen, ich denke mal, es war mit 6 oder 7 Jahren, als sich der Gedanke gefestigt hat. Aber erst einmal kamen die Schule, dann die Ausbildung, Bundeswehr. Dann aber… Dann gings los. Beworben habe ich mich damals, Mitte der 1990er Jahre, bei einer Stückgut Spedition in Brilon. Da dann mit den kleinen 7,5-Tonnern im Verteilerverkehr, später zu einer anderen Spedition gewechselt in den Fernverkehr. Auch nur mit einem 7,5-Tonner mit Tandem. Da blieb ich dann erst mal für viereinhalb Jahre. Quasi bis zum Ende, weil die Bude dann schließen musste. Pleite. Aber eine geile Zeit war es trotzdem. In der Zeit hatten sich auch reichlich Punkte angesammelt, durch Überladung, zu schnelles Fahren etc. Hieß dann für mich erst mal den Lappen (damals war es noch der rosane zum Falten) abgeben, MPU. Ja, auch wegen zu vieler Punkte. Damals waren noch 18 erlaubt, musste man zur MPU. Das zog sich hin, anderthalb Jahre. In der Zeit habe ich eine Umschulung zum IT-Kaufmann gemacht und Linux als Betriebssystem für mich entdeckt, was auch die Anleitungen hier auf der Seite erklären. Computer fand ich schon immer faszinierend. Nun ja, zu Beginn der Umschulung hieß es, es werden IT‑Kräfte gesucht bis zum Abwinken, daher wurde auch alles in solche Umschulungen gesteckt, was nicht bei 3 auf dem Baum war. Nach der Umschulung? Kein freier Job mehr da. 2 Jahre also für den Arsch. Egal. Dann versuchen wir halt den C/CE zu bekommen, was dann auch übers Arbeitsamt via Grundqualli möglich wurde. Am Ende der 6 Monate konnte ich noch die externe Prüfung ablegen, sodass ich eben nicht nur als Hilfsarbeiter mit Führerschein galt, sondern als Berufskraftfahrer. Seitdem nicht einen Tag wieder erwerbslos gewesen. Klar, in den 30 Jahren kann man vieles durchlaufen, oder auch nicht. Das liegt bei einem selbst und auch an den Arbeitgebern. In der Firma, in der ich auf dem 7,5-Tonner im Fernverkehr war, konnte ich auch mal in die Dispo schnuppern, für ein halbes Jahr. Das war recht interessant und hatte mir, ohne es zu dem Zeitpunkt zu wissen, das eine und andere Türchen geöffnet. Denn hinterher, als ich bei der vorletzten Spedition angefangen hatte, habe ich mich zum Ende hin gewissermaßen selbstverwaltet. National, International, scheiß egal Hauptsache fahren. Entladung bei Grillo in Duisburg Mit dem C/CE‑Führerschein ging es dann auf große Fahrt. Schon im Praktikum, das man im Anschluss an die Grundqualli machen musste, hatte ich einen Job in der Tasche und bin mit dem LKW zur „Abschlussfeier“ angereist. Ich hatte noch Ladung auf dem Auto, die ausgeliefert werden wollte. Jedoch blieb ich bei der Spedition nicht lange, da der Fuhrparkleiter lediglich den Satz „Weiterfahren und beobachten“ kannte, was mir dann in Gotha ein Ersatzfahrzeug bescherte. Ein „lustiger“ Arbeitskollege war der Meinung gewesen, es wäre geil, dem neuen die Radmuttern an der Hinterachse zu lösen. In der Spedition gab es keinen Zusammenhalt, dafür aber Neid. Gut, den Zusammenhalt gab und gibt es in der Speditionsbranche so wie so nicht, aber hey, Radmuttern lösen? Nur weil man neidisch darauf ist, dass man ein »besseres« Auto bekommt, um das ich nicht mal gebeten habe? Ja, ich hatte aufgrund der Grundqualli mehr Scheine in der Tasche als andere Fahrer in der Spedition. Ich durfte Gefahrgut fahren und nicht nur das, was jeder darf. Ich hatte fast keine Begrenzung, da ich nicht nur den Basisschein hatte, sondern auch den Aufbaukurs Tank gemacht habe. Dazu noch Staplerschein und Kran. Und Fahrer mit Gefahrgutschein bekamen in der Spedition einen Actros, der Rest musste Iveco fahren. Nach wie vor, ich habe nicht darum gebeten, das hat die Tochter vom Chef entschieden. Egal. Lange war ich nicht dort. Danach ging es auf einen Kühler. Der Kerl von meiner Schwiegermutter hatte das vermittelt. Ich war auch nur kurz, ein halbes Jahr glaube ich, aber interessant. Ab in die Niederlande Dann folgten 2 Jahre Niederlande. Zunächst bei Altinus Claßen in Hogeveen Schubboden fahren, von da aus nach NTM in New Amsterdam auf einen Silo. Von beiden Firmen ist nur noch NTM geblieben, aber auch die gehört mittlerweile einer deutschen Firma. Bei NTM habe ich nur deshalb aufhören müssen, weil es dem damaligen Chef ein Dorn im Auge war, dass ich in Deutschland nur bis 40,8 Tonnen Gesamtgewicht geladen hatte. Er hätte es gerne gesehen, wenn ich bis 42 Tonnen lade, angeblich, weil die das durften. Bei keiner Firma, wo ich geladen hatte, hat man mich bis 42 Tonnen geladen. Zurück in Deutschland Weiter auf einen Silo. Steinkohle entladen in Kolding DK Mein eigenes Feld mit Autobahnabfahrt in DK Hier war ich dann für ca. 5 Jahre. Das erste Mal gutes Geld verdient. Auch wenn es sich hinterher herausstellte, dass man hier in einer firmeninternen Zeitarbeitsfirma tätig war. In dieser Zeit haben wir dann in dieser Leihbude einen Betriebsrat gegründet. Jedoch konnten wir aufgrund der geringen Mitarbeiteranzahl keinen größeren Betriebsrat gründen, sondern nur einen Betriebsobmann stellen. Und der mit der größten Klappe wurde es. Ich. It was an interesting and educational time, and additionally active in a union based on trade union structures, which was also the reason for this blog and still is. Trade Union is the Evil for the Drivers Trade union is hardly anyone\u0026rsquo;s desire. There are many reasons for this, whether they are all correct, I have already discussed in other articles on this blog. I myself am a member of ver.di. Although this does not change anything for everyone, I still have support when I need help regarding labor law. Me and My Wood Part 1 When things fell apart at Lente, which was due to the fact that I found a job at a company directly in front of my house, I first drove Schnittholz and other things. Here it remained at only 4 years. Then followed a period in which I changed companies multiple times, because there was much that disturbed me. Either it was the money, which was promised but not paid, the long working hours of up to 17 hours a day, or other things. Yes, under this also falls a \u0026ldquo;short\u0026rdquo; appearance at Rhenus Logistik. You See a Lot, You Learn a Lot, You Meet Many People Of course, naturally only if you want to. In 30 years you can see a lot, but you can also learn a lot. I count myself among those who, even after 30 years, say: I still don\u0026rsquo;t know enough and I can still learn a lot after all this time. There are not many drivers who see it differently. There the motto is: \u0026ldquo;I have been driving for XX years now, no one can teach me anything anymore!\u0026rdquo; Yes, one can think like that, but it\u0026rsquo;s just dumb. Technology is developing further, processes are changing, and you don\u0026rsquo;t know all the legal regulations either. But for that, there is this site, among other things. In the 30 years, many friendships have developed with drivers. Among others, also with one of my best friends. I have known him for 30 years. Basically since day 1, when I started driving. We were together at many freight companies and spread the \u0026ldquo;chaos\u0026rdquo; there. Another close friend I sadly lost last year. He himself died in a truck accident. But here I also know: We will meet again one day. And yes, I have seen a lot in the past 30 years. Austria, Denmark, Netherlands, France, England, etc. The streets of Western Europe were temporarily my home. To the dismay of my wife and also my children. My daughter no longer knew who I was. Therefore, it was time to pull the plug. Back to public tra","date":"2025-07-30","permalink":"/en/post/bkf/30jahre/","section":"post","title":"30 years, millions of kilometers"},{"content":"The Urgency of Email Encryption – Why We Must Act Now In an era where digital communication is ubiquitous, email encryption is no longer an option but a necessity. Unencrypted emails are extremely vulnerable to attacks by hackers, data theft, and manipulation. Especially when it comes to sensitive information – whether in private communication, business correspondence, or communication with authorities – offers the critical protection. Why is Email Encryption So Important? Protection from Unauthorized Access: Only the intended recipient can read the message. Even if data is intercepted, it remains encrypted and thus incomprehensible to third parties. Security in Communication with Authorities: Especially when dealing with official correspondence or the exchange of sensitive documents (such as tax returns, applications, or personal data), encryption guarantees the protection of privacy. Prevention of Data Misuse: Encrypted emails help prevent identity theft, fraud, and industrial espionage. Compliance with Legal Requirements: The GDPR and other data protection laws require a secure handling of personal data – an argument that compels businesses to adopt email encryption. Building Trust: Data protection and security are today a competitive advantage that builds trust with customers, partners, and authorities. Sending an Unencrypted Email is Like Sending a Postcard One can imagine an unencrypted email as similar to sending a postcard: anyone who sees it on the way can read the information on it – whether it\u0026rsquo;s the postman, a delivery person, or someone who intercepts the mail. Similarly, an unencrypted email is passed through numerous servers on its way and can theoretically be viewed, stored, or manipulated at many points along the way. In contrast, an encrypted email is comparable to a sealed envelope that can only be opened by the recipient. Even if someone intercepts the message on the way, the content remains hidden and secure. This analogy shows in a simple way why sending unencrypted messages for sensitive data is simply too risky. The Role of Open Source in Email Encryption The security of our email communication is more important than ever. Modern encryption methods like S/MIME, PGP (OpenPGP/GnuPG), or innovative end-to-end solutions protect emails from unauthorized access and manipulation. Many of these technologies are based on open source software, which brings significant advantages: Transparency and Trustworthiness: Open source projects allow everyone to inspect and verify the code to ensure that the implementation is secure – an important factor in cryptography, where hidden vulnerabilities can have devastating consequences. Independence and Control: With open source, you are not dependent on proprietary providers, but can decide yourself which software you use and how it is configured – ideal for protecting personal or business data. Community Support and Rapid Development: A vibrant developer community ensures regular security updates, new features, and quick responses to discovered vulnerabilities. Cost-Free: Open source encryption tools like GnuPG (for PGP) or VeraCrypt (for disk encryption) are freely available and enable highly secure communication without expensive licenses. Integration with Email Services: Many modern, secure email providers like Tutanota or ProtonMail use open source components to enable encrypted communication comfortably and reliably – often with integrated key management, which greatly simplifies usage. Why Open Source is So Important in the Context of Email Encryption In the digital world, security and privacy are not just technical but also societal issues. Open source promotes free access to secure technology, prevents monopolies in security-critical software, and enables everyone to protect their communication independently. Especially for emails, which are often unencrypted and vulnerable by default, open source provides the tools that every user can use to protect their data – whether in the private or business sphere. And that\u0026rsquo;s not all. Digital communication with authorities is still a point that is poorly or not at all implemented in Germany. Sending documents via email to any authority? Not available. Fax or letter is the only thing that works in Germany. It\u0026rsquo;s time for that to change. Current Trends in Email Encryption in 2025 Standardized End-to-End Encryption via S/MIME and OpenPGP, which often use open source components. Increasing use of AI-powered systems and automated key management solutions in combination with open source tools. Focus on quantum-safe encryption methods, which open source projects are actively developing. Why Microsoft Exchange Is Not an Optimal Solution? Microsoft Exchange is widely used, but it brings several critical disadvantages, especially in the context of data protection and security: No real end-to-end encryption: Exchange offers no standard automated end-to-end encryption for emails by default. Emails are decryptable on the server, meaning that Microsoft or, in on-premise solutions, administrators could theoretically access the content. Security vulnerabilities and attacks: Microsoft Exchange Server has been a target of serious security vulnerabilities and hacker attacks in the past (e.g., \u0026ldquo;Hafnium\u0026rdquo; attacks), in which thousands of servers were compromised, including government agencies and companies. This reveals the risks of centralized systems. Data privacy concerns: Using Microsoft Exchange, especially in the cloud (Exchange Online, Microsoft 365), often leads to a loss of control over data, as it may be stored and processed in data centers outside the EU – with risks for GDPR compliance. Loss of data sovereignty: Even with self-hosted Exchange solutions, the architecture does not provide full protection against data access by administrators or security incidents. Centralized storage of sensitive data: Since emails are stored unencrypted or only partially encrypted on servers, they represent an attractive target for attacks. Advantages of self-hosted email solutions with E2EE Full control over the data: You decide where your data is stored, how it is secured, and who has access to it. Automatic and real end-to-end encryption: Solutions like Tutanota encrypt emails already on the user\u0026rsquo;s device and decrypt them only locally at the recipient\u0026rsquo;s end – ensuring the content remains confidential even with the hosting provider. Better data privacy compliance: Through local or EU-based storage and clear encryption, compliance with the GDPR is easier to ensure. Resilience against attacks: Since there are no centrally decryptable data, even successful attacks are hardly damaging to the confidentiality of communication. Independence from large corporations: Self-hosted solutions avoid dependencies on large, often politically or economically exposed cloud providers. Alternative: What is Tutanota and how does the encryption work? Tutanota is a German email provider that is fully committed to protecting privacy. The special feature of Tutanota lies in its consistent end-to-end encryption (E2EE), which is automatically active – without complicated programs or additional steps for the user. The technology behind it works like this: Every email is encrypted on the sender\u0026rsquo;s device before it is sent over the internet. Only the intended recipient with the correct decryption key can read the email. The private key for decryption is only stored locally on the recipient\u0026rsquo;s device and never leaves it. Contacts, calendars, and search indexes are also encrypted – ensuring comprehensive data protection. Tutanota uses modern cryptography that is resistant to future technologies like quantum computers. For communication with users from other providers or authorities that do not use E2EE, Tutanota offers secure password-protected message transmission, ensuring a higher level of protection in these cases. Personally, I have been using Tutanota","date":"2025-07-26","permalink":"/en/post/allgemein/e2eemail/","section":"post","title":"Why it is becoming increasingly important to encrypt your emails"},{"content":"Linux is not Windows – and that\u0026rsquo;s a good thing! When you try Linux for the first time, you quickly notice: things tick differently here than under Windows. But why is it actually like this – and why is it often even a real advantage? Let\u0026rsquo;s take a relaxed look at it and debunk a few misconceptions! 1. Open Source instead of Black Box The heart of Linux beats openly: Linux is open source. This means the source code is accessible to everyone. Those who want to (and can) take a peek, tinker around, or make it better. No secret ingredient, no hidden backdoor – full transparency and control. You trust your system? Here you know why. In contrast, Windows is proprietary and the code remains a mystery. You have to trust that everything runs cleanly – whether you want to or not. 2. No License Fees, No Ads, No Forced Updates Linux is (almost always) free, no matter how many times you reinstall it or on how many devices you use it. No activation frustration moments, no product key chaos on Monday morning. Additionally: You are the boss of your updates – and you don\u0026rsquo;t get any \u0026ldquo;surprise\u0026rdquo; reboots or annoying pop-ups that want to turn on a feature you don\u0026rsquo;t even want. 3. Customization is not a foreign concept Linux adapts to you – not the other way around! From Spartan to stylish, from ultra-lightweight to top-modern: Linux distributions are as numerous as sand on the beach, each with their own strengths. You want to design your desktop exactly as you like it? No problem. Windows, on the other hand, mostly delivers a one-size-fits-all mess, and everyone has to get along with it. 4. Stability and Speed Linux runs. And runs. Many servers hardly ever see a reboot – and if they do, it\u0026rsquo;s quick. Even getting older hardware running again works surprisingly well because Linux works resource-efficiently and efficiently. With Windows, it often says: After the update is before the update – and in between, it means \u0026ldquo;get coffee\u0026rdquo; due to long wait times. 5. Security is emphasized Linux is built safer from the ground up: Clear permission management, strict user-system separation, and the strong community ensure that security vulnerabilities are quickly found and fixed. Viruses and malware? Extremely rare under Linux. Of course, no system protects you against everything, but Linux makes it unnecessarily difficult for attackers. 6. A Paradise for Tinkerers and Pros Whether writing scripts, building servers, or reviving old hardware: Under Linux, you have all the tools at your disposal. The terminal is powerful, automation is child\u0026rsquo;s play – and you can often replace many expensive programs with great open-source alternatives. For developers, Linux is a wonderful playground, and for all curious people anyway. 7. Your Own Software Universe Linux has its own software ecosystem. Sure, not every Windows app runs natively on Linux. But there are plenty of great programs natively available from office suites to multimedia tools up to specialized software – often free and without annoying ads. 8. Differences are okay – and often better! Those coming from Windows and expecting Linux to work exactly the same way will stumble at first. But Linux is just different – and relies on freedom, security, and control. Once you get used to it, you\u0026rsquo;ll eventually hardly want to go back. Linux is not Windows – and that\u0026rsquo;s precisely what makes it so exciting and powerful for many. Give it a try, and you\u0026rsquo;ll quickly notice: Different is not worse, often even really good! Happy Hacking!","date":"2025-07-18","permalink":"/en/post/tutorial/linuxnotwindows/","section":"post","title":"Linux is not Windows!"},{"content":"Drivers are waiting for a Messiah. Someone who will solve their problems with a single blow or is about to do so. When he arrives, everything will get better. But no matter how long they wait, he never comes. And why? Because he simply does not exist. Or put another way, there isn\u0026rsquo;t just one. The Messiah is a group. A group of drivers who come together with others to finally bring about the long-awaited changes. And the group is not small. There are many, a legion of drivers. So, enough daydreaming. Not a single day passes without people complaining about the profession of truck driver on social media. The pay is poor, working conditions are bad, and politics is to blame for everything. But is that really true? Is politics to blame for everything, or are drivers still waiting for the one, the Messiah? For the one who never arrives? Why the Messiah Will Not Come The answer as to why he does not appear is simple: He does not exist, and there will never be one. I was able to read this again this morning on Facebook , how many drivers look for the culprit not in themselves but in others. More specifically, it was about a post by Yasmin Fahimi , one of the chairpersons of the DGB (German Trade Union Confederation). In this post, Yasmin laments the state of affairs in our industry and notes that there are drivers who often have to live in their vehicles for months at a time. Yes, I know, some find that cool, while others do not. So, but why does no Messiah come now? The answer is actually the same as always: Because the drivers don\u0026rsquo;t want him! Complaining on Facebook is easier than taking action against the problems. The Messiah are the drivers themselves. Because only they alone have it in their hands to take action against the problems in the industry. And that, together. But as things are, drivers manage to get along everywhere in the EU. Only in Germany do they want to be smarter. Only in Germany does every truck driver possess the best transformation skills when it comes to working conditions, wages, and even the truck itself. And if the boss doesn\u0026rsquo;t act as the driver wants, then a rollercoaster ride is in order. At least at the Stammtisch (informal gathering). Because reality looks different. The entrepreneur sets a wage; either you accept it or you don\u0026rsquo;t. Individually, one might perhaps negotiate, but the masses must swallow what is served to them. Yet all of this could be so simple. Neighboring countries already have an universally binding collective agreement, or better said, a collective contract. One could have that here too, but for that, something would need to be done. Being a member of a trade union and preferably all in the same one would already be a start. But exactly there it will fail, because hardly any driver can report anything positive about trade unions in Germany, even though most of this is based on hearsay. If one has had a bad experience, they have all had one. Yes, no, that\u0026rsquo;s clear. Most drivers don\u0026rsquo;t even know how a trade union works but want to judge it anyway. Meanwhile, other industries show how it works: Every year, new wages are negotiated through the trade unions. And this is only possible because they have many members. But that\u0026rsquo;s nothing new. One can read about this in every trade union topic on this blog, or simply ask on Facebook how it works. And that is exactly the reason why there will be no Messiah: The drivers don\u0026rsquo;t want him.","date":"2025-07-17","permalink":"/en/post/bkf/dermessias/","section":"post","title":"The Messiah Who Never Comes"},{"content":"In some countries or networks, WhatsApp may not work properly. You can then enter a so-called proxy. This allows you to use WhatsApp anyway. In this post, you will learn: What a proxy is Why a proxy can help with WhatsApp How to enter a proxy in WhatsApp What is a proxy? A proxy is a detour for your internet connection. You do not send your WhatsApp messages directly to the internet, but through another server. This can make it look as if you are coming from a different country. Why enter a proxy for WhatsApp? There are several reasons: 1. WhatsApp is blocked in the country In some countries, WhatsApp is blocked. With a proxy, you can bypass the block. 2. WhatsApp does not work on Wi-Fi Some schools or companies block WhatsApp on Wi-Fi. A proxy can also help here. 3. WhatsApp has disruptions If the normal route to WhatsApp is not working, you can try it via a proxy. 4. More control Some people set up their own proxy. This gives them more control over the connection. 5. Privacy Meta can no longer associate you with your direct IP address and thus cannot create location profiles either. Is a proxy secure? WhatsApp is always end-to-end encrypted. No one can read your messages while they are being transmitted. However: A bad proxy can see when you are online. Therefore, only use proxies from people or organizations you trust. locally on the device, other programs such as Pegasus, Palantir, or Predator can still read your messages. Likewise, AI programs like Google\u0026rsquo;s Gemini or Meta AI. A proxy does not protect you against this, since end-to-end encryption is only active during transmission. Not when you are currently writing or reading a message. Some IP addresses of WhatsApp proxies If you do not have your own proxy, you can use one from the community. Here are some examples: 51.15.220.122 Port 80 – France 165.227.13.197 Port 80 – Germany 64.226.88.41 Port 80 – Netherlands 139.59.139.43 Port 80 – Singapore 212.132.127.121 Port 80 - Switzerland (We use this one in our family) These proxies were provided by volunteers. They can go offline at any time or be overloaded. Use them at your own risk. If you want to be on the safe side, set up your own proxy (instructions will follow in a future post). Enter proxy in WhatsApp This is how you enter the proxy in WhatsApp: Open WhatsApp Go to Settings Tap on Storage and Data Select Proxy Activate Use Proxy Enter the IP address and port of the proxy If the proxy works, a checkmark appears next to it. Own proxy server (optional) You can also set up your own proxy server. This can be done, for example, on a Raspberry Pi or a server on the internet. Instructions for this will follow soon in a new post. Note: A proxy only helps with connection problems. It does not make WhatsApp faster or anonymous.","date":"2025-07-11","permalink":"/en/post/tutorial/whatsappproxy/","section":"post","title":"Using WhatsApp with a Proxy"},{"content":"What are Passkeys? Passkeys are a new, secure way to sign in to websites or apps – without a password. You no longer need to remember a complicated password. Instead, you use your fingerprint, facial recognition, or a device PIN. How do Passkeys work? A passkey consists of two parts: a public key and a private key. The public key is stored on the website where you register. The private key remains securely on your own device, such as a smartphone or laptop. Only the private key can be used to sign in later. The private key never leaves the device and cannot be stolen or shared. What is required? To use passkeys, you need: a modern smartphone, tablet, or computer a secure method for unlocking (e.g., fingerprint, facial recognition, or PIN) an up-to-date browser (e.g., Chrome, Firefox, Safari) Benefits of Passkeys Increased security because there is no password that can be stolen Protection against phishing, as passkeys cannot be transferred to other websites No need to remember or type in a password Synchronization with other devices possible via Google, Apple, or Microsoft if desired Example: Signing in with a Passkey You register on a website that supports passkeys. The device asks for confirmation – for example, via fingerprint or facial recognition. A passkey is created. For the next login, the same confirmation is sufficient – the password is no longer needed. Where can Passkeys be used? More and more services offer sign-in via passkey. This includes, for example: Google accounts Apple/iCloud Microsoft services PayPal Other websites with \u0026ldquo;Sign in without a password\u0026rdquo; Conclusion Passkeys are a secure and convenient way to sign in online. They make passwords obsolete while simultaneously offering better protection against fraud and theft. If your device supports passkeys, it is worth trying them out once.","date":"2025-07-11","permalink":"/en/post/tutorial/passkeys/","section":"post","title":"What are Passkeys? – Explained Simply"},{"content":"Tutorial: Delete Pre-installed Samsung Apps with ADB (Without Root) ⚠️ Important Notes and Risks Ahead Caution with System Apps: Some pre-installed apps are essential for the system. Deleting them can lead to malfunctions or instability. For Current User Only: The apps are removed only for the current user, not system-wide. They will reappear after a factory reset. Secure Folder Consideration: If you receive an error message like \u0026ldquo;Shell does not have permission to access user 150\u0026rdquo;, uninstall the Samsung Secure Folder beforehand (Settings → Biometrics and Security → Secure Folder → More Settings → Uninstall). Backup Recommended: Back up important data and apps before deleting. Reinstalling Apps: Deleted apps can usually be reinstalled via the Play Store. Prerequisites PC with installed ADB (Android Debug Bridge) USB cable to connect the smartphone to the PC Samsung smartphone with USB Debugging enabled Step 1: Enable USB Debugging on the Samsung Smartphone Open Settings. Go to About Phone → Software Information. Tap Build Number multiple times (about 7 times) until the message \u0026ldquo;Developer options enabled\u0026rdquo; appears. Return to Settings. Open Developer Options (usually at the very bottom). Enable USB Debugging. Step 2: Set up ADB on the PC On Linux/Debian, you can install ADB like this: sudo apt update sudo apt install adb Step 3: Connect Smartphone to PC and Verify Connection Connect the Samsung smartphone to the PC via USB cable. Open a terminal (Linux) or command prompt (Windows). Check if the device is recognized: adb devices Confirm the debugging request on the smartphone if it appears. Step 4: Find Package Names of Apps to Remove Start an ADB shell: adb shell List all installed apps: pm list packages To filter for Samsung apps only, use: pm list packages|grep samsung Note the package name of the app you want to remove, e.g., com.facebook.katana for Facebook. Step 5: Uninstall App for Current User Enter the following command (replace paketname with the actual package name): pm uninstall -k --user 0 paketname Example for Facebook: pm uninstall -k --user 0 com.facebook.katana On success, the message appears: Success Exit the ADB shell with: exit Step 6 (Optional): Restart Device To ensure the changes take effect, you can restart the smartphone: adb reboot Alternative: Disable Apps Instead of Deleting If you prefer to disable apps instead of deleting them (they disappear from the overview but remain installed), you can use this command: adb shell pm disable-user --user 0 paketname Tips and Tools for Simplification ADB AppControl (Windows): Graphical tool that automates many steps and creates a backup before deletion. Universal Android Debloater: Open-source tool for all platforms with predefined lists of safely removable apps. App Inspector (Android App): Shows package names directly on the smartphone. Final Note With this tutorial, you are able to uninstall forced apps for yourself. This is indeed risky! You should be aware that you can easily break a lot while doing so. Therefore, think carefully before deciding to uninstall forced apps. While it certainly helps that you will no longer be tracked by certain dubious platforms, you might accidentally uninstall the wrong app and the device stops working!","date":"2025-07-02","permalink":"/en/post/tutorial/zwangsapps/","section":"post","title":"How to remove forced apps from my smartphone"},{"content":"My data belongs to me or rather: When is enough enough? And with this question, I don\u0026rsquo;t mean when it\u0026rsquo;s enough with data collection, but until users no longer use Meta\u0026rsquo;s services. Not because it was recently revealed that Meta, through the apps Facebook and Instagram, has been secretly spying on users, or because there have been occasional massive data breaches; No, now Meta also wants to access the photos we have on our smartphones , but have not uploaded online. We are the product This is both generally known and a frequently used excuse for not wanting to deal with the topic. But how far are we willing to let the big tech companies intrude into our privacy? Because on the smartphone there are also data that other people deliberately don\u0026rsquo;t want to be involved in. Whether it\u0026rsquo;s pictures, notes, etc. What hasn\u0026rsquo;t been uploaded online is private and doesn\u0026rsquo;t concern Meta at all. However, what if you don\u0026rsquo;t give consent? If you want your data to remain private? Will Meta then give up? I don\u0026rsquo;t think so. Because whoever once spies on users in a hacker-like manner will do it again. And then in such a way that no one notices or it doesn\u0026rsquo;t even become apparent so quickly. What does the proverb say? Whoever once licks\u0026hellip; And honestly, Meta has already won once, even though they used stolen book copies to train the AI. And the ones who sued? A slap on the wrist! Now the question arises: If I buy or get a smartphone, do I have to live with the fact that there are pre-installed apps on it that you can\u0026rsquo;t simply delete without further ado. Okay, it\u0026rsquo;s not impossible, but for someone not very technically skilled, it\u0026rsquo;s an unsolvable problem. I can ask this question again and again: When is enough enough. When is it enough for you that the big tech companies do what they want with you and not what you want. And it doesn\u0026rsquo;t matter whether it\u0026rsquo;s the smartphone, the smart TV, or Alexa. They all spy on us. And not just in one way. So, When is enough enough for you? When are you going to pull the plug? Or draw the red line? What else has to happen before you say: I won\u0026rsquo;t use you anymore! It\u0026rsquo;s not like there are no alternatives. Both smartphones and social networks without data collection and selling. I ask again: When is enough enough for you? Afterthought It\u0026rsquo;s alarming how many people see the behavior of the big tech companies as legitimate. It\u0026rsquo;s simply a creeping acceptance; it becomes normal that we are spied on and the \u0026rsquo;nerd\u0026rsquo; has something to complain about again. But are you a nerd just because you don\u0026rsquo;t want to? Am I a nerd just because I don\u0026rsquo;t want a AI to read or answer my messages, to record my phone calls, or even to make calls from my device? What I am, I am one of the few who think about this topic, digital sovereignty, and act accordingly. Yes, I use Facebook, I use TikTok. I surf the internet, I shop online. But that doesn\u0026rsquo;t mean I have to agree that service providers track me step by step in the internet or even in real life just because I have a smartphone with me. And I can do something about it. That\u0026rsquo;s why I\u0026rsquo;m not a \u0026rsquo;nerd'.","date":"2025-07-01","permalink":"/en/post/allgemein/meinedatengehoerenmir/","section":"post","title":"My data is mine"},{"content":"This article is about the right to strike in Germany. I would like to dispel the rumors circulating here in this country on this topic. Can truck drivers strike? I could keep it short again, but that wouldn\u0026rsquo;t provide an explanation for the short answer. Let\u0026rsquo;s first look at the law and what it says about striking: (3) The right to form associations for the protection and improvement of working and economic conditions is guaranteed to everyone and for all professions. Agreements that seek to restrict or hinder this right are void, and measures directed against them are unlawful. Measures under Articles 12a, 35(2) and (3), 87a(4), and 91 may not be directed against labor disputes conducted by associations within the meaning of the first sentence for the protection and improvement of working and economic conditions. Source: Article 9(3) Basic Law But what does that mean now? Fundamental right to freedom of association in labor and economic matters All people – in every profession – have the fundamental right to join together in trade unions, professional associations, or similar organizations to represent their working conditions and economic interests. Example: Workers may found a trade union to demand better wages or working hours. In short: Everyone may organize professionally to achieve better working conditions. No one may be prevented from doing so – not even by contracts or employers. The state may not undermine this right through coercive means – even in exceptional situations. All agreements or measures that seek to restrict or prevent this right are: Void (i.e., invalid from the outset), and even unlawful (i.e., prohibited). Example: An employment contract stating \u0026ldquo;You may not join a trade union\u0026rdquo; is void and prohibited. Should I continue? Gladly. Which professional groups are not allowed to strike The question of whether there are professional groups that are not allowed to strike, I actually don\u0026rsquo;t need to ask. However, they exist, and truck drivers do not belong to them. Strike ban in Germany In Germany, a general strike ban applies to civil servants. This ban is an independent, established principle of the civil service according to Article 33(5) of the Basic Law and has been confirmed multiple times by the Federal Constitutional Court. The strike ban serves to ensure the functionality of the state and affects all groups of civil servants – regardless of whether they perform sovereign tasks or not [1] [2] [3] . The Federal Constitutional Court ruled in 2018 that the strike ban for female and male civil servants is constitutional. It also aligns with the European Convention on Human Rights. The European Court of Human Rights (ECtHR) also confirmed the strike ban for German civil servants in December 2023 and ruled that it is permissible [3] [4] [5] . Civil servants do have the right to organize in trade unions, but they may not engage in collective labor disputes such as strikes to protect their interests [2] [3] . The strike ban is thus a central element of the special service and loyalty relationship between civil servants and the state [1] [3] . Here again Professional Group Right to Strike Civil Servants (general) No right to strike Soldiers No right to strike Judges No right to strike Police Officers No right to strike Tenured Teachers No right to strike Non-Tenured Teachers Right to strike Church Employees Restricted Employees (general) Right to strike What about truck drivers then Truck drivers naturally fall under this right to strike. However, this right is often equated with the prohibition of blockades. Statements such as Wer als LKW Fahrer streikt, verliert seinen Führerschein. Die Grundversorgung in Deutschland muss gewährleistet sein. are equally false. Truck drivers have the same right to strike as any other employee. And of course, there are rules in Germany regarding when and how one may strike. And yes, you lose your driver\u0026rsquo;s license in Germany if you violate the Road Traffic Regulations or other laws that justify revoking your driving permit. However, participation in a legal strike does not count towards this! Legal prerequisites for a lawful strike in Germany For a strike to be lawful in Germany, the following legal prerequisites must be met: Union-called Strike: The strike must be organized and supported by a competent trade union. Work stoppages not called by a trade union (\u0026ldquo;wildcat strikes\u0026rdquo;) are impermissible and prohibited [6] [7] [8] [11] . Collectively Bargainable Objective: The objective of the strike must be directed at a collective agreement, i.e., working conditions that can be regulated collectively (e.g., wages, working hours, vacation). Political strikes targeting the legislature or government are not permitted in Germany [6] [7] [8] [11] [13] . No Peace Obligation: During the term of a collective agreement (peace clause), no strike may be conducted. A strike is only permissible after the expiration or termination of the collective agreement [7] [8] [11] . Proportionality: The strike must be proportional, meaning the means of striking may not be disproportionate to the intended goal. Strikes are a last resort (\u0026ldquo;ultima ratio\u0026rdquo;) after negotiations and, if applicable, conciliation procedures have failed [8] [13] . No violation of the legal order: The strike must not violate existing laws or established conciliation agreements [7] [11] . What is not listed here: To also be protected against potential lawsuits by the employer, one should already be a member of a trade union. As a non-member, it is not quite so good. Why should one better be a member of a trade union when striking? Strike pay as financial security: During a strike, the employer does not pay wages. Trade union members receive strike pay from their union, which at least partially offsets the loss of earnings. Non-members receive no strike pay and must bear the loss of wages themselves. Legal protection and advice: Unions offer their members free legal advice and legal protection, for example in labour law disputes related to the strike. Non-members have no claim to this. Strong negotiating position: A high level of trade union membership increases enforcement power in collective bargaining and strikes. The more employees are organized, the greater the pressure on the employer side. Protection against labour law disadvantages: Those participating in a lawful strike organized by the union are protected from labour law consequences such as warnings or dismissal. This protection also applies to non-members, but in case of disputes, members benefit from union legal protection [19] . Additional benefits: Members also benefit from better collective agreements, free training courses, support in disputes with the employer, and further services. Conclusion: Membership in a trade union offers financial, legal, and collective advantages in the event of a strike that are denied to non-members. In conclusion I am quite aware that I cannot refute false statements with this contribution. I am also aware that I cannot convince people with this text to become members of the trade union. For, in the minds of many, there still exists the belief in an equally false statement Die machen ja nichts für uns firmly held. That this is not true can be repeated often enough, yet it will not get out of their heads. References staatklar.org: Why are civil servants not allowed to strike? dbb.de: Strike rights and civil servants bundesverfassungsgericht.de: Ban on strikes for civil servants is constitutional haufe.de: Civil servant teachers are not allowed to strike gew.de: The most important questions and answers on civil servant strike law staatklar.org: Why are civil servants not allowed to strike? dbb.de: Strike rights and civil servants bundesverfassungsgericht.de: Ban on strikes for civil servants is constitutional haufe.de: Civil servant teachers are not allowed to strike gew.de: The most important questions and answ","date":"2025-06-24","permalink":"/en/post/bkf/streiken/","section":"post","title":"Strikes as Truck Drivers"},{"content":"Making Nextcloud Public via Starlink with Cloudflare – The Complete Tutorial 🚀 You have Starlink as your internet provider, already run a Nextcloud instance on a Linux server, and don\u0026rsquo;t know how to make the whole thing accessible from outside without an extra router? Then grab a coffee – I\u0026rsquo;ll show you step by step how to get this rolling via e.g., Cloudflare. Preliminary note: Cloudflare is just one of several solutions for making self-hosted services accessible from the outside without needing a separate router. And Cloudflare isn\u0026rsquo;t necessarily the best solution. There are reasons against using Cloudflare, which you can read about at Mike Kuketz . Prerequisites A running Linux system with installed Nextcloud A domain name (e.g., meinecloud.de) A Cloudflare account Starlink internet (obviously 😄) Optional but recommended: a Cloudflared Tunnel (the best solution with CGNAT) Why is Starlink special? Starlink uses CGNAT – meaning you don\u0026rsquo;t get a public IPv4 address. Port forwarding like with classic DSL or cable? Forget it. BUT: With Cloudflare, you can still make it work! Step 1: Bring Domain to Cloudflare Register at Cloudflare.com and add your domain. Cloudflare asks for your DNS entries – ignore them for now. Change the Nameservers at your domain registrar to those of Cloudflare. Wait until Cloudflare has taken over the domain (can take 5–15 minutes). Step 2: Set up Cloudflared Tunnel (because of CGNAT) Since you can\u0026rsquo;t do port forwarding, you need the \u0026ldquo;Cloudflared Tunnel\u0026rdquo;. Sounds technical – but it\u0026rsquo;s super easy. Installation of cloudflared cloudflared is not directly installable from Debian repos – you must first add the official Cloudflare repository: 1 2 3 4 5 6 7 8 9 # 1. Cloudflare GPG-Key hinzufügen curl -fsSL https://pkg.cloudflare.com/cloudflare-main.gpg | sudo gpg --dearmor -o /usr/share/keyrings/cloudflare-main.gpg # 2. Repository hinzufügen echo \u0026#39;deb [signed-by=/usr/share/keyrings/cloudflare-main.gpg] https://pkg.cloudflare.com/cloudflared stable main\u0026#39; | sudo tee /etc/apt/sources.list.d/cloudflared.list # 3. Paketliste aktualisieren und cloudflared installieren sudo apt update sudo apt install cloudflared Set up Tunnel 1 cloudflared tunnel login This opens a browser – log in with Cloudflare there and confirm access to your domain. 1 cloudflared tunnel create nextcloud-tunnel This creates your tunnel. Configure Tunnel Create the configuration file: 1 2 sudo mkdir -p /etc/cloudflared sudo nano /etc/cloudflared/config.yml Example content: 1 2 3 4 5 6 7 tunnel: nextcloud-tunnel credentials-file: /etc/cloudflared/\u0026lt;lange-hash-datei\u0026gt;.json ingress: - hostname: cloud.meinecloud.de service: http://localhost:80 - service: http_status:404 Now run this as a system service: 1 2 sudo cloudflared service install sudo systemctl enable --now cloudflared Done. Cloudflare now routes traffic directly to your server – without a public IP! Enable HTTPS (via Cloudflare) You don\u0026rsquo;t need Let\u0026rsquo;s Encrypt – Cloudflare can terminate TLS. Go to your domain in the Cloudflare web interface: Tab: SSL/TLS Choose \u0026ldquo;Flexible\u0026rdquo; or better \u0026ldquo;Full (strict)\u0026rdquo;, if you have an internal certificate. Under \u0026ldquo;Page Rules\u0026rdquo; you can also force HTTPS. Testing Go to https://cloud.meinecloud.de You should see your Nextcloud Log in, done 🎉 Extra Tips Want to secure /var/www/nextcloud? Set fail2ban and a firewall. Use ufw: 1 2 3 sudo apt install ufw sudo ufw allow OpenSSH sudo ufw enable Don\u0026rsquo;t forget backups! Conclusion With Starlink + Cloudflare Tunnels, it\u0026rsquo;s really easy to run your own cloud service – without complicated network configuration. You don\u0026rsquo;t need a static IP, no DynDNS, no port forwarding.","date":"2025-06-22","permalink":"/en/post/tutorial/nextcloud_vs_starlink/","section":"post","title":"Nextcloud vs. Starlink"},{"content":"The auxiliary heater has been an indirect requirement for decades in all trucks where one can sleep. The stationary air conditioning is not. We must not freeze, but we should not sweat in the summer and drive unrefreshed either. Therefore, we are starting a new round to finally make the stationary air conditioning mandatory. For this purpose, I have already posted a draft on Udo Skoppek\u0026rsquo;s Facebook page that can be sent to the EU Members of Parliament. And we need you for this. No protest, but simply send an email to all EU Members of Parliament who are involved in transport and/or occupational health and safety. You can find them either directly on the homepage or at abgeordnetenwatch.de . You will certainly find someone there. The letter is subject to no restrictions. So you can also make it a bit more individual. Just make sure you remain factual and friendly. And yes, I know. There are employers who include the air conditioning as standard. But not all of them. And in today\u0026rsquo;s times, one does not know whether one will stay at the company where one is currently employed for long. And who knows what one will get with the next employer. Therefore, please also participate if you already have one anyway. Subject: Improvement of working conditions through mandatory installation of stationary air conditioning units in commercial vehicles Dear Mr [Name of Politician], Dear Ms [Name of Politician], I hope you are well. My name is [Your Name], and I am a truck driver in the overnight transport sector. In 2019, a petition with number 0897/2019 on the topic \u0026ldquo;Safety of trucks on public roads through the installation of stationary air conditioning units\u0026rdquo; was submitted. Unfortunately, this petition was rejected, although the problem still exists and working conditions in the industry remain untenable. Temperatures in the vehicle and their effects on sleep As a driver of a commercial vehicle, I am regularly exposed to extreme temperatures that lead to health burdens both in summer and winter. In the summer months, temperatures inside an unconditioned vehicle can rise above 40 °C, which not only increases physical strain but also leads to a significant decline in sleep quality. In the winter months, temperatures often drop below 0 °C, which also impairs well-being. An auxiliary heater has already been made mandatory for all vehicles in the overnight transport sector many years ago. Studies such as those by the University of California (2016) show that extreme temperatures develop in unconditioned vehicles that endanger both the health and performance of drivers. According to the National Sleep Foundation (2019), excessively high or low temperatures lead to impaired sleep quality, which can have serious consequences, especially in a profession like truck driving, where good rest is essential. The role of stationary air conditioning for better sleep A stationary air conditioning unit can ensure a constant, pleasant temperature in the cab and thus contribute significantly to improving sleep quality. Studies by the Sleep Research Society (2020) have shown that a controlled room temperature facilitates falling asleep and ensures higher sleep quality. In view of the health and safety aspects, I consider it necessary to introduce this technical solution for truck drivers on a widespread basis. With the installation of stationary air conditioning units, not only can the health of drivers be protected, but overall road safety can also be increased. Better sleep leads to higher performance and better reaction times the next day – factors that are of enormous importance for both the driver and other road users. Why there is now a need for political action The rejection of petition 0897/2019 shows that this important topic has not been sufficiently considered so far. Nevertheless, it is undeniable that working conditions for truck drivers will not improve without this measure. Extreme temperatures in the vehicle and the associated health and safety risks still represent a major challenge. I therefore ask you again to support a legislative initiative that mandates the installation of stationary air conditioning units in commercial vehicles used in overnight transport. It is high time for politics to take the working conditions of truck drivers seriously and take appropriate measures. I look forward to a positive response and am, of course, available for further discussion or questions. With kind regards [Your Name] Sources: University of California, 2016: \u0026ldquo;Climate and Temperature Inside Vehicles: Impacts on Health and Safety.\u0026rdquo; National Sleep Foundation, 2019: \u0026ldquo;The Impact of Temperature on Sleep Quality and Duration.\u0026rdquo; Sleep Research Society, 2020: \u0026ldquo;The Effects of Controlled Temperature Environments on Sleep Quality.\u0026rdquo; Please adjust the names accordingly.","date":"2025-06-20","permalink":"/en/post/bkf/standklimaanlage/","section":"post","title":"The auxiliary air conditioning system must become mandatory"},{"content":"The YouTube Downloader. He was gone for a long time, but has been available again for some time now in the form of a fork called yt-dlp and is available among others on GitHub. Some distributions also include it in their package manager. One should keep in mind that we are building a script with which one can download music from YouTube or other services. Whether this is always allowed should be clarified! Use at your own risk. The finished script is available for download at the end. I will not provide instructions on how to install yt-dlp here. I assume in this tutorial that the following are already installed on your system: yt-dlp ffmpeg jq (for JSON processing of metadata) eyeD3 Basic Considerations What should our script be able to do Well, it shouldn\u0026rsquo;t be a goose laying golden eggs, but it should handle as much as possible. What I have thought about Greeting message on program start Creating log files Selection and conversion of allowed audio formats (MP3, FLAC, etc.) Setting the bitrate for MP3 Prompting for the URL of the corresponding playlist Creating a folder with the name of the playlist Downloading album covers as thumbnails and embedding them in the audio file (if available) Clean naming according to track numbers Metadata tagging (Title, Track number, Artist, Album if applicable) Parallelization for faster processing? ID3-V2 tagging would be nice Message when tasks are completed. A rather manageable wish list. Let\u0026rsquo;s get started First, we open the terminal and our editor of choice. I use nano in the terminal, which is enough for me. nano yt-dlp_script.sh Let\u0026rsquo;s start normally with the greeting: 1 2 3 4 5 #!/bin/bash # === Begrüßung === echo \u0026#34; Willkommen zum Youtube Downloader in ScriptForm\u0026#34; echo \u0026#34;-----------------------------------------------\u0026#34; Next, the log files and allowed audio formats: 1 2 3 # === Konfiguration === LOGFILE =\u0026#34;error.log\u0026#34; VALID_FORMATS =(\u0026#34;flac\u0026#34;, \u0026#34;mp3\u0026#34;, \u0026#34;aac\u0026#34;, \u0026#34;alac\u0026#34;) A check to see if yt-dlp or the YouTube Downloader are installed? Of course. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 # === Check ob yt-dlp oder youtube-dl und ffmpeg installiert sind === if command -v yt-dlp \u0026amp;\u0026gt; /dev/null; then YTDL=\u0026#34;yt-dlp\u0026#34; elif command -v youtube-dl \u0026amp;\u0026gt; /dev/null; then YTDL=\u0026#34;youtube-dl\u0026#34; else echo \u0026#34;❌ yt-dlp oder youtube-dl nicht gefunden.\u0026#34; | tee -a \u0026#34;$LOGFILE\u0026#34; exit 1 fi if ! command -v ffmpeg \u0026amp;\u0026gt; /dev/null; then echo \u0026#34;❌ ffmpeg ist nicht installiert.\u0026#34; | tee -a \u0026#34;$LOGFILE\u0026#34; exit 1 fi if ! command -v jq \u0026amp;\u0026gt; /dev/null; then echo \u0026#34;❌ jq ist nicht installiert.\u0026#34; | tee -a \u0026#34;$LOGFILE\u0026#34; exit 1 fi # === ffmpeg und jq installiert? === if ! command -v ffmpeg \u0026amp;\u0026gt; /dev/null; then echo \u0026#34;❌ ffmpeg ist nicht installiert.\u0026#34; | tee -a \u0026#34;$LOGFILE\u0026#34; exit 1 fi if ! command -v jq \u0026amp;\u0026gt; /dev/null; then echo \u0026#34;❌ jq ist nicht installiert.\u0026#34; | tee -a \u0026#34;$LOGFILE\u0026#34; exit 1 fi Next, we ask for the URL and the desired audio format in which the audio files should exist. Optionally, also the bitrate for MP3: 1 2 3 4 5 6 7 8 9 10 11 12 # === URL und Format-Abfrage === read -p \u0026#34;🎵 Bitte die YouTube-Playlist-URL eingeben: \u0026#34; URL read -p \u0026#34;🎧 Gewünschtes Audioformat (flac, mp3, wav, aac, ogg, alac): \u0026#34; AUDIO_FORMAT # Optional Bitrate, wenn MP3 BITRATE_ARG=\u0026#34;\u0026#34; ID3_ARG=\u0026#34;\u0026#34; if [[ \u0026#34;$AUDIO_FORMAT\u0026#34; == \u0026#34;mp3\u0026#34; ]]; then read -p \u0026#34;🎚️ Gewünschte MP3-Bitrate (z. B. 192k, 256k, 320k): \u0026#34; BITRATE BITRATE_ARG=\u0026#34;-b:a $BITRATE\u0026#34; ID3_ARG=\u0026#34;-id3v2_version 4\u0026#34; fi So far so good. We have now defined the things that require user attention. Now let\u0026rsquo;s make sure the script does what it is supposed to do. As written in the wish list, the name of the playlist should serve as the folder name. For this, the name of the playlist must be determined and the folder created: 1 2 3 4 5 6 7 8 9 # === Playlist-Titel ermitteln === echo \u0026#34;🔍 Ermittle Playlist-Titel...\u0026#34; PLAYLIST_TITLE=$($YTDL --flat-playlist --print \u0026#34;%(playlist_title)s\u0026#34; \u0026#34;$URL\u0026#34; 2\u0026gt;\u0026gt;\u0026#34;$LOGFILE\u0026#34; | head -n 1) SAFE_NAME=$(echo \u0026#34;${PLAYLIST_TITLE:-YT_Playlist_$(date +%s)}\u0026#34; | tr -cd \u0026#39;[:alnum:] _-\u0026#39; | tr \u0026#39; \u0026#39; \u0026#39;_\u0026#39;) # === Verzeichnis vorbereiten === DOWNLOAD_DIR=\u0026#34;$SAFE_NAME\u0026#34; mkdir -p \u0026#34;$DOWNLOAD_DIR\u0026#34; cd \u0026#34;$DOWNLOAD_DIR\u0026#34; || exit In the next step, the titles and thumbnails should now be downloaded and the metadata of the audio files determined: 1 2 3 4 5 6 7 8 9 # === Herunterladen der Playlist (inkl. Thumbnail) === echo \u0026#34;⬇️ Lade Audio und Metadaten...\u0026#34; $YTDL \\ --extract-audio \\ --audio-format best \\ --write-thumbnail \\ --write-info-json \\ --output \u0026#34;%(playlist_index)03d - %(title)s.%(ext)s\u0026#34; \\ \u0026#34;$URL\u0026#34; 2\u0026gt;\u0026gt;\u0026#34;$LOGFILE\u0026#34; Finally, the conversion to our desired audio format including tagging: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 # === Umwandlung \u0026amp; Tagging (parallel) === shopt -s nullglob echo \u0026#34;🎶 Konvertiere Dateien in $AUDIO_FORMAT...\u0026#34; for input in *.{webm,m4a,mp3,opus}; do [[ -f \u0026#34;$input\u0026#34; ]] || continue ( base=\u0026#34;${input%.*}\u0026#34; json=\u0026#34;$base.info.json\u0026#34; cover=$(ls \u0026#34;$base\u0026#34;.* 2\u0026gt;/dev/null | grep -Ei \u0026#34;\\.(jpg|png|webp)$\u0026#34; | head -n 1) title=$(jq -r .title \u0026#34;$json\u0026#34; 2\u0026gt;/dev/null) track=$(echo \u0026#34;$base\u0026#34; | grep -oE \u0026#39;^[0-9]+\u0026#39;) artist=$(jq -r .uploader \u0026#34;$json\u0026#34; 2\u0026gt;/dev/null) album=$(jq -r .playlist_title \u0026#34;$json\u0026#34; 2\u0026gt;/dev/null) output=\u0026#34;$base.$AUDIO_FORMAT\u0026#34; echo \u0026#34;→ $input → $output\u0026#34; ffmpeg -i \u0026#34;$input\u0026#34; \\ ${cover:+-i \u0026#34;$cover\u0026#34;} \\ -map 0:a \\ ${cover:+-map 1} \\ -c:a \u0026#34;$AUDIO_FORMAT\u0026#34; $BITRATE_ARG $ID3_ARG \\ -metadata title=\u0026#34;$title\u0026#34; \\ -metadata track=\u0026#34;$track\u0026#34; \\ -metadata artist=\u0026#34;$artist\u0026#34; \\ -metadata album=\u0026#34;$album\u0026#34; \\ ${cover:+-disposition:v attached_pic} \\ -loglevel error -y \u0026#34;$output\u0026#34; || echo \u0026#34;⚠️ Fehler bei: $input\u0026#34; \u0026gt;\u0026gt; \u0026#34;$LOGFILE\u0026#34; rm -f \u0026#34;$input\u0026#34; \u0026#34;$json\u0026#34; \u0026#34;$cover\u0026#34; ) \u0026amp; done wait Now only the \u0026ldquo;finished message\u0026rdquo; is missing: 1 2 3 echo \u0026#34;✅ Fertig! Audiodateien im Format $AUDIO_FORMAT wurden im Ordner \u0026#39;$DOWNLOAD_DIR\u0026#39; gespeichert.\u0026#34; echo \u0026#34;📄 Fehler (falls vorhanden) sind in \u0026#39;$LOGFILE\u0026#39;.\u0026#34; With that, the script would already be finished. Now we just need to make the script executable, which is relatively easy: sudo chmod +x yt-dlp_script.sh The call is then made via ./yt-dlp_script.sh As promised, here is now the link for downloading the finished script: Click here","date":"2025-06-14","permalink":"/en/post/tutorial/bash-script/","section":"post","title":"yt-dlp in Script Form"},{"content":"It would be so simple to finally do what we want in our jobs. Yet, more than just complaining about how badly we are treated and paid, or how much we are exploited, doesn\u0026rsquo;t come from the comfort of a sofa. When I Want To, Wheels Stand Still I mean, let\u0026rsquo;s be honest! I have addressed this topic here on the blog and in social networks many times before and also presented solutions. That I don\u0026rsquo;t reach everyone with it is clear to me. However, I have also addressed the topic in the article \u0026ldquo;When I Want To, Wheels Stand Still\u0026rdquo;. We are many. If we want to make a change, then we must do it ourselves. But most are not ready to take action themselves to bring about change. Many always say we don\u0026rsquo;t have a lobby. None of us has the money for a lobbyist. Hello\u0026hellip; Wake up. We would have a lobby if we just organized ourselves. But no one wants that either. Unions are often seen as something negative. They supposedly do nothing for us. Here are a few points that unions have achieved without you even noticing: Shorter working hours: Many achievements like the 8-hour workday or minimum vacation days go back to union pressure. Fair income: Unions counter wage inequality – e.g., between men and women or between industries. Solidarity: They also represent particularly disadvantaged or precariously employed groups. Fight against exploitation: Protection against arbitrary dismissals or unfair employment relationships. Influence on decisions: Unions actively participate in political decision-making processes. Laws for everyone: Many labor standards (e.g., protection against dismissal, parental leave, minimum wage) were shaped or won through union influence. Further education: They offer training courses, seminars, and workshops. Legal advice: Even non-members often benefit indirectly through information about rights and obligations in the employment relationship. One alone achieves nothing. Together we can make it or differently: What I want I still have the idea in mind that there is a basic model according to which certain standards should apply in our industry regarding wages and working conditions. I myself have no problem with loading or unloading my truck with 33 pallets. What I have a problem with, however, is storing pallets on high shelves and having to repack them if the stupid computer doesn\u0026rsquo;t accept them. I don\u0026rsquo;t see that as my task. §412 HGB says that the sender must ensure that goods are loaded and unloaded. They are not stored and, if necessary, also repacked. I want us to be paid for our hours and not fed a fixed monthly salary. Or that the parking shortage is partially alleviated by allowing drivers to take their legally mandated rest breaks at the points where we pick up or drop off our cargo. Yes, this works for a few. However, many companies do not want to do this for \u0026ldquo;insurance reasons\u0026rdquo;. Of course, it\u0026rsquo;s understandable somewhere. However, discounters at their central warehouses have the space for one or another to take their daily rest break there without disturbing ongoing operations. Reality greets you Sure, some will now say: Have fun with that. Contact me when you\u0026rsquo;ve succeeded. But that is exactly the reason why nothing moves in the industry. Because hardly anyone wants to help someone else with their endeavor. It just so happens that you get four up on a stool more often than two drivers under one roof. What I mentioned are only some of many points that can be added to the list of demands. There is even more. I can only speak from my standpoint. That this isn\u0026rsquo;t everything that needs changing, is clear to me as well. Or to put it differently: Everyone knows the situation when you go to the boss and tell him your dissatisfaction, and he then just says: Hey, if it doesn\u0026rsquo;t suit you, then find something else. If you do this as an individual, you get that reaction. But it\u0026rsquo;s different when many stand before the boss with the same opinion and put him to the choice: either you change things, or we change the employer. This has already led to one or another driver being fired because their colleagues no longer wanted anything to do with that guy. Not alone, together Anyway. Just think about it. Alone we achieve nothing; together we make the wheels stand still.","date":"2025-06-07","permalink":"/en/post/bkf/organisiert/","section":"post","title":"Just organize yourselves once in a while"},{"content":"Can my employer dictate how long my break should be? After all, it\u0026rsquo;s a can rule. That is at least the top question among 100 surveyed people. And actually, I could end this whole thing here with the answer: Yes, he can and yes, he is also allowed to! But that would not be a satisfactory answer. What does the VO say? The VO 561/2006/EG states in Article 8, Paragraph 4 as follows: The driver may take at most three reduced daily rest periods between two weekly rest periods. Many cling to the hope \u0026ldquo;The driver may\u0026hellip;\u0026rdquo; and interpret it as a can rule. So, as if the driver had the decision to make whether to shorten or not shorten it. However, there is a big BUT! But there is also the § 106 GewO . § 106 of the Commercial Code (GewO) regulates the employer\u0026rsquo;s directive authority. According to this, the employer may, at his discretion, determine the content, location, and time of the work performance, as long as these working conditions are not determined by the employment contract, provisions of a works council agreement, an applicable collective agreement, or legal regulations. This also applies with regard to the order and behavior of employees in the company. When exercising discretion, the employer must also take into account any disabilities of the employee. This means that if your boss or even the dispatcher tells you to take only 9 hours of rest, that is legally covered. And just to translate the \u0026ldquo;Der Fahrer darf\u0026hellip;\u0026rdquo; from the legal jargon into German: The sentence itself only provides the possibility that the daily rest period can be reduced from 11 to a maximum of 9 hours three times a week (between two weekly rest periods). And yes, the driver can also decide this for himself. But ultimately, also the entrepreneur / his authorized person\u0026hellip; \u0026ldquo;If I\u0026rsquo;m not fit enough after 9 hours of rest, I won\u0026rsquo;t drive!\u0026rdquo; Also a statement that usually follows when drivers are educated by facts of a better understanding. Now, on one hand, it\u0026rsquo;s not only the right of the driver, but also his duty, if he doesn\u0026rsquo;t feel capable of safely driving his vehicle through traffic, to leave the truck standing. However, if someone is not capable of safely driving their truck through traffic after 9 hours, they are also not capable after 11 hours and should not be behind the wheel but in a taxi on the way to a doctor. At this point, I can already mention DocStop . Just follow the link to the page, and you\u0026rsquo;ll know what I mean. :D Also once again: The employer or one of his authorized representatives may prescribe how long you are allowed to take a break. And only if this is within the legal framework. In other words: Regularly 11 hours, but maximum shortened to 9 hours. For anything less than 9 hours, you can safely say: Ah, no way! Does this also apply to weekly rest time? In general, yes. However, it depends on whether and what is stated in the employment contract. Since we as professional drivers rarely have clauses in our employment contracts specifying when we should start work, this doesn\u0026rsquo;t apply here. Our working hours are flexible, as the economy requires. And even if something is specified in the employment contract, it\u0026rsquo;s only background information. § 106 GewO can still take precedence over the employment contract, provided that operational needs require starting and ending work at a different time. However, § 315 BGB must not be disregarded. Additionally, even if you observe your regular weekly rest time of 45 hours, your employer may still order you to start work on Sunday evening instead of Monday morning. Logically, he should inform you about this before the 45-hour period, not on Sunday late afternoon, when you won\u0026rsquo;t have enough time to get sufficient sleep. Oh, and before I forget: § 106 GewO applies not only to our profession. It also applies to all other professions.","date":"2025-06-05","permalink":"/en/post/bkf/pausenzeiten/","section":"post","title":"Break times"},{"content":"A cognitive error, in which people deliberately seek out or accept information that confirms their worldview, while contradictory facts and information are devalued or ignored. Selective Information Processing People with strong confirmation biases actively seek out information to support their opinions. As an example: Politicians who say exactly what they want to hear, or instead of critically reading a study, one only quotes a sentence from it that fits into one\u0026rsquo;s worldview. Those who only move within like-minded circles (social media groups, online communities) constantly receive such confirmations and then consider them as evidence. Result: One\u0026rsquo;s own perspective is seen as objective and \u0026ldquo;mainstream,\u0026rdquo; even though it is based on one-sided perception. Confirmation biases promote thinking patterns such as: \u0026ldquo;I feel that\u0026rsquo;s the case\u0026rdquo; or \u0026ldquo;I know someone who experienced exactly that.\u0026rdquo; Subjective experiences are then misinterpreted as evidence for a general truth. Contradictions Information that contradicts is devalued or interpreted differently. \u0026ldquo;The study was bought\u0026rdquo; or \u0026ldquo;Mainstream media lie or don\u0026rsquo;t report on it.\u0026rdquo; Scientific corrections are seen as manipulation, so the contradiction is integrated into one\u0026rsquo;s own narrative. People with a strong confirmation bias genuinely believe in their truth and try to prove it because they: selectively perceive emotionally argue explain away the contradiction They provide no reliable evidence, but they offer a very convincing inner sense of security.","date":"2025-05-12","permalink":"/en/post/allgemein/denkfehler/","section":"post","title":"Confirmation Bias or in German Bestätigungsfehler"},{"content":"Spam is annoying. No question about it. And not every email program is capable of protecting against spam at all. There are tools like Bogofilter or Spamassassin that act as your digital doorman and tell spam: \u0026ldquo;You\u0026rsquo;re not getting in here!\u0026rdquo; Why You Need a Spam Filter According to the Federal Office for Information Security (BSI), daily spam volume in October 2021 was around 30.3 million unwanted emails per day! And these are only the figures for the business sector. I cannot provide numbers for the private sector. But just take a look in your email inbox under the Spam folder of your email program or via the web interface. In my barely used Google mailbox, about 3 spam emails land in the Spam folder per day. Plus the countless ones that aren\u0026rsquo;t filtered out. That\u0026rsquo;s another roughly 20 - 30 fluctuating. If I use my private address or the blog address instead, hardly any spam emails reach me at all nowadays. Those who think the emails from the Saudi prince who is dying and wants to give away $5 million are funny, or that ads about my non-existent knee arthritis are also quite nice; thank you for reading this far, but this guide is then not for you. This tutorial is aimed at those who want to fight spam and only need to become active once. Namely by setting up a doorman who also works for free. What We Need I assume here again that a Linux operating system is installed and configured as the basis. Those who want to use this under Windows should take a look here . As an email client, I use Evolution, an email program that comes with Gnome. Since I still use Debian, it must be noted that you need to adapt what is typed into the console to your package manager if you are not using a Debian-based distribution. Since Gnome provides almost everything for us, let\u0026rsquo;s start in the console. Let\u0026rsquo;s Go, We Tell Spam to Fight Back First, bring the system up to date: sudo apt update \u0026amp;\u0026amp; sudo apt upgrade -y Then we install Spamassassin: sudo apt install spamassassin -y Here, the package spamd may also be installed, so don\u0026rsquo;t worry, that\u0026rsquo;s supposed to happen. Next, we copy a template into our user directory: cp /usr/share/spamassassin/user_prefs.template ~/.spamassassin/user_prefs The following settings establish an absolute but functional basic configuration. Spamassassin can configure much more. However, that is not part of the tutorial and is also not exactly beginner-friendly. With this, we are done with the minimal basic configuration. Time to start the service: sudo systemctl start spamassassin-maintenance.service If no further message appears, the part is running. But since not everyone runs their computer 24/7 and only restarts it for kernel updates, Spamassassin should automatically start when the computer boots up. We do this with: sudo systemctl enable spamassassin-maintenance.service That\u0026rsquo;s it then. Spamassassin is running and now filters our spam emails out. At least almost. Because what is still missing is a filter in your email program that lets requests be filtered through SpamAssassin as well. Under Evolution, this is quite simple: Go to Edit -\u0026gt; Message Filters. Then click on Add. The whole thing should then look like this: You can find spamc in /usr/bin/ Then click OK and your emails will now be filtered. What Else Is Important Filtering spam is a continuous task. Also for SpamAssassin. It should be clear that not every spam will be blocked immediately at the beginning. SpamAssassin is capable of learning. That means, with every new spam email it learns something. Over time, the program gets better.","date":"2025-05-04","permalink":"/en/post/tutorial/spamasassin/","section":"post","title":"Spam Filters with Spamassassin"},{"content":"The Federal Agency for Logistics and Mobility, short BALM, is currently conducting a survey on the ramp situation. One could say: again. In this survey, they want to find out whether and to what extent we are allowed to use the toilets, showers, and break rooms of the companies where we deliver and / or pick up goods. The purpose of this survey eludes me at the moment, because there is no obligation on the part of the customers or generally an obligation to grant access to toilets, showers, or even the break room to outsiders. And whoever again comes up with the glorious idea that one must allow others to use one\u0026rsquo;s toilet, I have to disappoint them here. This obligation definitely does not exist! This has nothing to do with failure to assist, but rather with house rights. My house, my rules. I clarified this already a few years ago in a blog post. But also in this post, the need to go to the bathroom will be a topic. For me personally, this survey plays no role. Because I don\u0026rsquo;t have the problem that I could go to the toilet, under the shower, or into the break room at our customers\u0026rsquo; premises. I also know some central warehouses of different discounters where drivers are allowed to use the toilet or the break room. As for the shower, I don\u0026rsquo;t know, I never had the need to shower at Aldi, Lidl, and Co. Purpose of the Whole Thing I wrote above that I don\u0026rsquo;t understand the purpose of this survey. That is still the case. Not only because there is no obligation, but also because it has been clear for years what is wrong with the »ramp«. Nothing has changed because of that. If I drive to Kaufland or Edeka, I still have to put the pallets properly into the lift for the high shelves. If the pallet doesn\u0026rsquo;t fit or is recognized as defective by the system, I am forced to either repack the goods or take the waste with me, should I refuse. I have always chosen the latter, since I am not their pack animal. Transport and loading, yes, repacking? Definitely not. It was also mentioned in the four sessions of the Transport Committee that exactly these problems exist at the discounters. However, nothing has come out of it so far except a plea for better working conditions. At least something, after the four sessions where many different representatives from the industry were present. And yes, some drivers were also allowed to speak. Shit Happened Or rather, the aforementioned need to go to the bathroom. As I already wrote, there is no obligation to let someone use my toilet in my house. As mentioned above, my house, my rules. This is also called house rights. There is a moral aspect there, but it is not binding. At least in terms of whether one is an asshole or not. The Survey Those who still want to participate in this survey, I will link it here once again. I did not participate, for the aforementioned reasons.","date":"2025-05-04","permalink":"/en/post/bkf/balmumfrage/","section":"post","title":"BALM Survey"},{"content":"The wheels stop when I want them to In the online magazine trans.info there is an article about a staffing agency recruiting drivers from Morocco. Many German drivers are not okay with that. Could something have been changed there? Capa, a staffing agency based in Mainz, recruits drivers in Morocco to be able to provide drivers to companies in the long term. That is their own statement. The recruitment potential within the EU is nearing its end, explains Capa managing director Bernd Albrecht. Countries like Spain or Portugal have stabilized economically and now need their drivers themselves. Source: trans.info Let\u0026rsquo;s leave that as it is for now. I see things differently regarding the fact that there is no recruitment potential in Europe. And this different perspective should be the main theme of this contribution. As drivers, we are, who would have thought, a power. A power that does not use its own strength. Instead of changing anything about the current situation in the driver industry, people prefer the ostrich method and stick their heads in the sand. New potential drivers are advised against taking the job instead of ensuring that new drivers come along. Well, one or another will now say: \u0026ldquo;Even advise someone to take this job given the conditions here? You\u0026rsquo;re crazy!\u0026rdquo; Yes, well. That can be seen that way, but it doesn\u0026rsquo;t have to be. Because I assume that part of the blame also lies with the drivers themselves. It is a fact that in this industry everyone is only out for themselves. Most see themselves as the best negotiators, yet still complain on social media about how poorly they are paid, the working conditions, loading and unloading (which is part of the driver job), being treated badly at central warehouses, etc. And yet, all of that could have been dealt with long ago, instead of sticking one\u0026rsquo;s head in the sand. However, the driver\u0026rsquo;s ego stands in the way. Why should one get something done together with others? It can\u0026rsquo;t be that the other person works under the same conditions as I do\u0026hellip; But if you recall who says yes to the wage the entrepreneur wants to pay and who also says yes to the offered conditions under which they are supposed to perform their job\u0026hellip; then whom does one end up with? Correct. The driver. However, if one had done exactly that, there would be no problem of driver shortage now, and one wouldn\u0026rsquo;t need to get angry at companies that fly in drivers from third countries who then do your work.","date":"2025-05-02","permalink":"/en/post/bkf/raederstehenstill/","section":"post","title":"The wheels stand still when I want them to"},{"content":"Documentation is everything. Even if you work on a fixed salary, documenting the hours worked is important. Many keep a handwritten time log. That is not wrong, but it can turn into additional work in the case of claims for reimbursement in court. As I know from my own experience, the judges would prefer it to be readable. Ideally as a well-organized table. For a friend, I prepared the hours and put them into a clean table with all the data, so the judge wouldn\u0026rsquo;t have to do a lot of work. This table I created many years ago. Since it is an Excel table or more precisely a table for LibreOffice Calc, I recommend that you use the free LibreOffice on your laptop / PC or on your tablet the free Collabora Office . The table itself can be downloaded here . You enter the working hours from start to finish into the table. The rest is automatically calculated. You should not be surprised that the calculation of the salary results in a different value than what you actually earn. The table calculates the salary based on the current minimum wage of 12,82 €. The result is gross. That is before tax and social security deductions. A few tricks I included in the table. So you can use the table for each year again. You will find a worksheet named \u0026ldquo;Feiertage\u0026rdquo; (Holidays). There, you only need to change the current year, and all federal holidays in the respective month will be considered and displayed. Regional holidays are not included. Currently, as already mentioned, the current minimum wage of 12,82 € is used as the basis for salary calculation. Those with a different hourly wage can also change this in the \u0026ldquo;Feiertage\u0026rdquo; sheet. What the table cannot do: Currently, the table cannot calculate in 24-hour periods. So not from 22:00 p.m. to Monday morning at 08:00 a.m. It is therefore only calculated from 00:00 to 24:00. Travel expenses of 28 € are also not automatically included. These must be manually entered in the \u0026ldquo;Spesen\u0026rdquo; column. No support for self-inflicted damages The table is designed so that you can change everything. So also the formulas that calculate the individual times. Change something here only if you know what you are doing. I won\u0026rsquo;t fix it for you again.","date":"2025-04-26","permalink":"/en/post/bkf/dokumentation/","section":"post","title":"Documentation is important"},{"content":"I have already written about the solidarity among truck drivers. Actually, I should have reposted that article, but somehow I missed it. Well then, here is the new version of the post. One can repeatedly read in social media that drivers complain about the lack of cohesion within their profession. However, they themselves are hardly doing anything to foster this missing cohesion again. Of course, there are transport sectors where such solidarity exists. For example, in roundwood transport. There, the motto is: \u0026ldquo;In the forest, we help each other, and the forest belongs to us all.\u0026rdquo; Of course, there are also some exceptional individuals here and there; that\u0026rsquo;s no question. This help is based on reciprocity and should be understandable in this form. To put it more clearly: If I help you, then you should also help me when I\u0026rsquo;m in a tough spot. This works for us, so why not in other transport sectors as well? In my old post, I wrote that I have always handled things such that if another driver had a problem—whether on the road, at a rest stop, or at the central depot—I would help them. I do not expect direct compensation for this. Only perhaps some help in return when I need it myself. But back to social media. There, one can clearly see that very few have a real interest in fostering solidarity among drivers. Most recently, I could see this again under a post about night shifts and their health consequences: the comments were far from grateful. Rather than support, there was mostly mockery and contempt. Not infrequently, one read the phrase: \u0026ldquo;If you can\u0026rsquo;t handle it, then you\u0026rsquo;re in the wrong profession.\u0026rdquo; It\u0026rsquo;s not about whether someone is unsuited for the profession. The fact that our job, due to its irregularities determined by the routes, does not exactly contribute to us staying fit into old age, is often ignored. But such reactions show that solidarity among drivers is not desired. People simply do not wish others the \u0026ldquo;butter on their bread\u0026rdquo; just because we both transported goods from A to B. In any case: Stop complaining that there is no longer solidarity among drivers. You don\u0026rsquo;t want it. And yet, through this very solidarity, much could be improved for us drivers in general. Because that\u0026rsquo;s where we are needed—not others, not the associations and initiatives that almost weekly set up new ones, believing they need to reinvent the wheel to improve everything in the industry. So far, very few have achieved anything at all.","date":"2025-04-25","permalink":"/en/post/bkf/zusammenhalt/","section":"post","title":"Cohesion? - It was never intended anyway"},{"content":"My data belongs to me; that was my slogan for the last 2 years, which I used on Facebook. Now I see that others have also picked up this slogan and are engaging more with the topics of data protection and digital sovereignty. I find that good :) I have already written about various tools I currently use on my website www.dathoschy.org . I wrote about which addons I equip my web browsers with to put a stop to tracking by BigTech corporations. But how do you install them? For some, it\u0026rsquo;s easy; for others, it is not. This tutorial is intended for the latter group. This guide is not exclusively Linux-specific. Windows users can also install these addons following this guide. What we need I assume that you are using a browser on a PC / laptop here. However, you can also transfer everything to a smartphone or tablet. If you do not yet have the Firefox browser, you can download it for free here: https://www.mozilla.org/de/firefox/new/ First of all: If you want this for your tablet or Android smartphone, get the alternative app store F-Droid beforehand. There you will get everything at least Google-free. You can also download the Firefox alternative Fennec there right away. It already has all of that included. F-Droid F-Droid is an alternative app store for Android devices. All apps in this store are OpenSource, meaning the source code of the individual applications can be viewed on corresponding platforms such as GitHub. Once Firefox is downloaded and installed, we get down to business. I will show you the settings I use; it can also go even more extreme or milder. You can find the settings at the top right by clicking on the 3 horizontal bars, then going to Settings. The Windows version may look slightly different than the Linux variant shown here. The homepage of the settings Privacy and Security Once the settings are open, we can already set Firefox as the default browser on the homepage. Then we switch to Privacy and Security. If not set by default, we set the browser privacy here to Strict. This blocks a few things right away. Below that is something else where we should focus our attention Privacy Policies for Websites Here we set it so that websites are not allowed to track our data, and even less so sell our data. If you want to learn more about this, you can click on the link stored in the settings. This leads to the Mozilla website. Cookies and Website Data I have chosen the setting here that Firefox should delete all collected cookies after closing. However, this also means that I am allowed to enter a username and password again on certain pages where I must do so every time I open the browser again and go to the corresponding page. However, exceptions can also be stored here. Passwords You can choose whether Firefox should save passwords. I have not activated this option because I use an extra password manager. However, you should activate the checkbox for Alerts for passwords whose websites were affected by a data leak. So far, I have not received any notification from Firefox regarding this. One of the addons we install will help us with that. Ad Settings for Websites One last thing in the settings: Ad Settings for Websites Uncheck this here. By default, this is activated and ensures that your browsing behavior on websites may be analyzed for advertising purposes. We do not want that. Addons Here are the 3 important addons right away: uBlock Origin Breached LibreRedirect All addons can be installed directly via Firefox, so we do not have to wander around the internet for hours :D For this, we go back to the 3 horizontal bars at the top right and select the point Add-ons and Themes. I have taken a screenshot of the addons I installed here. I have specifically hidden some operating system-specific ones so that you do not mistakenly search for them afterwards. As you can see, there is also a search function there. We now enter the names of the addons to be installed one after another, which I have listed: uBlock Origin Breached LibreRedirect uBlock Origin is an addon that prevents website tracking. I have shown an example here of the Chinese online shop Temu, which is often taken as an example, showing how many trackers are working on their website just so you can see what would please you: Measured within the first 2 minutes on the website, 575 trackers were found and blocked. And the more you scroll on the page, the more trackers are actively blocked. My record is at 3500 tracking tools. The add-on prevents this tracking and informs you about how many trackers were blocked. Additionally, JavaScript is disabled on websites, which provides extra security. However, some website functions might suffer as a result. Breached does nothing more than inform us whether and when a website has had a data leak problem. It is actually the obligation of companies to report data leaks to the competent data protection authorities. However, this is not always done, or at least hardly anything is heard about it. As can be seen here, Meta does not necessarily inform its users if data has been stolen. You might learn about this from news reports or corresponding podcasts :) LibreRedirect is an add-on that redirects links, such as anything showing Google results, to more privacy-friendly websites. You can configure which links should be redirected. For example, I have set it up so that all links leading to Google Maps are redirected to OpenStreetMap. Conclusion With the two add-ons, you have already laid a foundation to largely prevent advertising and tracking on the internet. Of course, this is just the beginning; the end is still far off. You can do even more in this regard. However, you must want to and take action yourself. The main problem standing in the way of data protection and digital privacy is ourselves. As you can see from the image of the add-ons I installed, I have installed several others as well. KeePassXC - Add-on for my password manager Startpage and Preesearch - Both are add-ons for privacy-friendly search engines that I use One should never forget that one cannot prevent data collection about oneself to 100%. However, it can be restricted. What I forgot: Changing the Search Engine By default, Google.com is set as the search engine in Firefox. This is partly because Google pays Mozilla money to be listed as the No. 1 search engine. This can and should also be changed in the settings under Search: List of active search engines Overview of registered search engines New search engines are added in the overview. Old ones can be deleted here. But Warning: Gone is gone! As you can see here, I have deleted Google and Bing. Both are search engines that like to snoop, and after which I search on the internet, they get a wet one. I recommend saving and using Startpage and the Running Duck DuckDuckGo as search engines.","date":"2025-04-19","permalink":"/en/post/tutorial/firefox_addons/","section":"post","title":"Install Firefox Add-ons"},{"content":"Surveys\u0026hellip; You can do them, but they are often annoying. Especially if they don\u0026rsquo;t bring anything. Today I came across another survey asking how I feel about certain things when it comes to stressful situations in the workplace / traffic jams. Among other things, they asked about aromatherapy, telling jokes via the car\u0026rsquo;s computer, or even turning on the air conditioning. I really don\u0026rsquo;t understand what the point of that nonsense is. ## Traffic Jam = Stress? We all have delivery deadlines. Nothing changes about that. It can quickly turn into stress if you don\u0026rsquo;t make it on time. I can only speak for myself, but for me, it\u0026rsquo;s just short-term stress that disappears by the time I\u0026rsquo;ve informed certain people that I can\u0026rsquo;t meet the deadline for certain reasons. As we used to say in the Bundeswehr: Reporting makes you free and burdens the superior. After that, the topic is off my mind, because I can\u0026rsquo;t do anything more than drive, and I have no influence on the traffic. Sure, loitering is also not advisable, but that\u0026rsquo;s not stress in the sense that I can\u0026rsquo;t concentrate on my work anymore. Yet in today\u0026rsquo;s survey, which also comes from the Fraunhofer Institute, such things as aromatherapy were asked. Or that the air conditioning should be turned on, maybe a joke told, or a concentration exercise done. The main topic of the survey is traffic jams. They assume that because of a traffic jam, which the driver can\u0026rsquo;t influence, you get into trouble with your boss. Yes, there are companies where this is still the case in today\u0026rsquo;s time. There are types of employers who like to see themselves as the lion in the jungle. But honestly, traffic jams are annoying, but not stressful. I experience other things as stress. And even without stress, I definitely don\u0026rsquo;t want to be quizzed by my truck. Voice control is completely fine, but then I speak, get at most an acoustic confirmation, and then it\u0026rsquo;s done. But that a AI tells me a joke, intoxicates me with various scents? Even though smoking is now legal, … NO, THANK YOU! We have other problems in our job that urgently need to be changed, but certainly not the things presented in this survey . P.S.: April Fools\u0026rsquo; Day was already\u0026hellip;","date":"2025-04-19","permalink":"/en/post/bkf/umfragen/","section":"post","title":"Surveys by institutes and students"},{"content":"Durch einen Trööt bei Mastodon kam mir die Idee, mal mit dem Mythos Betriebsrat aufzuräumen. Schließlich war ich selbst mal in einem, genauer gesagt, ich war der Einzige, ein sog. Betriebsobmann. Betriebsrat das Mysterium Gerade in unserer Branche gibt es zumindest in den meisten Firmen, die ich kenne, keinen Betriebsrat. Das liegt zum einen daran, dass die notwendige Anzahl an Mitarbeitern fehlt, oder auch daran, weil man immer noch mit dem Chef alles alleine regeln will. Das muss und ist auch nicht falsch. Doch in Fällen, in denen die Anzahl der Mitarbeiter zu groß ist, als dass man entweder einzeln oder in Massen zum Chef rennt, kann ein Betriebsrat sinnvoll sein. Es gibt auch noch eine Vielzahl anderer Gründe, warum ein Betriebsrat Sinn ergibt und das nicht nur aus Sicht der Belegschaft. Aufgabenstellung Auch wenn das Ansinnen, einen BR gründen zu wollen, nicht falsch ist, gehen viele mit den falschen Vorstellungen an die Sache ran. Denn in den meisten Fällen ist der Grund für diese Idee: Jetzt zeigen wir es dem Unternehmer. Wir stellen jetzt die Regeln auf. Das ist zwar nicht gänzlich falsch, aber auch nicht ganz richtig. Man darf nicht der Illusion verfallen, der Betriebsrat könne dem Unternehmer grundsätzlich sagen wo es lang geht. Der BR ist, um es mal plump auszudrücken, das Bindeglied zwischen Belegschaft und Geschäftsführung. Denn er hat die Interessen beider Seiten zu berücksichtigen. Eine der Hauptaufgaben eines Betriebsrates ist es zwar, die Interessen der Belegschaft im Unternehmen zu vertreten und auch durchzusetzen, er hat aber auch u. a. die wirtschaftlichen Interessen eines Unternehmens bei seiner Aufgabe zu berücksichtigen. Und das übersehen viele in ihrer Euphorie. Bitte nicht falsch verstehen, ein Betriebsrat ist aus Arbeitnehmersicht ein starkes Instrument, doch seine »Herrschaft« ist nicht uneingeschränkt und es gibt Regeln für die Betriebsratsarbeit in einem Unternehmen. Warum einen BR gründen? Wenn ein Betriebsrat gegründet werden soll, dann oft, weil im Unternehmen etwas deutlich verkehrt läuft. Da eine innerbetriebliche Arbeitnehmervertretung gründen zu wollen ist nicht nur richtig, der Gesetzgeber geht davon aus, dass in fast jedem Betrieb ein BR existiert. Denn durch und mit ihm kann man mit der Firmenleitung zusammen nach Lösungen suchen, wie was im Unternehmen gehandhabt wird. Das sind dann die sogenannten betrieblichen Vereinbarungen. Das Wichtigste: Es gibt keine Betriebsvereinbarungen ohne Betriebsrat! Betriebsvereinbarungen sind betriebsverfassungsrechtliche Verträge, die zwischen Arbeitgeber und Betriebsrat abgeschlossen werden. Wichtigste Vorschrift ist § 77 BetrVG . Auf Seiten des Betriebsrats ist ein wirksamer Betriebsratsbeschluss zwingend erforderlich. Die Betriebsvereinbarung selbst bedarf der Schriftform, rein mündliche Vereinbarungen sind nicht rechtlich wirksam. Gegenüber höherrangigem Gesetzesrecht tritt die Betriebsvereinbarung zurück, entsprechende Regelungen, die bestimmten Gesetzen widersprechen, sind unwirksam. Quelle : https://www.bund-verlag.de/betriebsrat/lexikon/betriebsvereinbarung Eine Betriebsvereinbarung ohne Betriebsrat im Unternehmen ist eine allgemeine Arbeitsanweisung. Was der Betriebsrat kann Natürlich kann man als Betriebsrat dem Unternehmer das Leben im Betrieb schwer machen. In meiner Zeit als BR war ich Betriebsobmann einer firmeninternen Zeitarbeitsfirma. Die Hauptgesellschaft hatte ebenfalls einen Betriebsrat. Dieser war, so zumindest mein Eindruck, ständig nur auf Krawall gebürstet. Es wurde regelmäßig seitens des BR gegen die Unternehmensführung geklagt, weil es bei verschiedenen Themen Streitigkeiten gab und man diese nicht auf anderem Wege lösen konnte / wollte. Die Kosten eines solchen Prozesses muss der Unternehmer tragen. Egal, ob er gewinnt oder verliert. Aber, wenn man will, kann man als BR den betrieblichen Ablauf gehörig stören oder gar gänzlich / in Teilen stilllegen. Und zwar immer dann, wenn die Sicherheit des Betrieblichen Ablaufes, die der Mitarbeiter oder wie in unserer Branche auch andere gefährdet sind. Aus Unternehmersicht: Ein BR stört, den will man nicht Aus Unternehmersicht wollen viele Firmen keinen Betriebsrat. Die Gründe dafür sind unterschiedlich. Und wie bereits erwähnt, der BR kann den Ablauf im Betrieb deutlich stören. Zumal man sich mit einem BR auch die »böse« Gewerkschaft ins Haus holt. Wobei eine Mitgliedschaft in einer Gewerkschaft zwar für einen BR nicht zwingend erforderlich ist, jedoch die Sache ungemein erleichtert. Denn die Gewerkschaft macht auch die Betriebsratsschulungen, an denen man als BR definitiv teilnehmen sollte. Die Kosten dafür hat ebenfalls der Arbeitgeber zu tragen. Man lernt auf diesen Schulungen das Handwerkszeug eines BR. Das kann man sich zwar auch aus der Betriebsratsbiebel, dem Betriebsverfassungsgesetz zusammen lesen, aber eine Schulung ist besser, zumal man da auch gezielte Fragen stellen kann. Dummerweise hat der Unternehmer aber ein Problem, wenn dieser die Gründung eines Betriebsrates verhindern will: Er macht sich damit mitunter strafbar . Und das Gesetz ist hier auf der Seite der Arbeitnehmer. Es setzt gewissermaßen voraus, dass in einem Betrieb mit mindestens fünf ständigen Mitarbeitern ein Betriebsrat existiert. (1) In Betrieben mit in der Regel mindestens fünf ständigen wahlberechtigten Arbeitnehmern, von denen drei wählbar sind, werden Betriebsräte gewählt. Dies gilt auch für gemeinsame Betriebe mehrerer Unternehmen. §1 BetrVG Somit kann sich der Unternehmer eigentlich nicht dagegen wehren, wenn ein BR gegründet werden soll. Das die Realität in vielen Betrieben anders aussieht, ist klar. Die Gründe oder besser gesagt, die Mittel mit denen in Betrieben die Gründung eines BR verhindert werden wollen, hat diese Seite hier mal aufgelistet. Ebenso hat das Bundesarbeitsgericht im Oktober 2017 entschieden, dass es keine Neutralitätspflicht der Arbeitgeber gibt. Nach diesem Urteil darf ein Arbeitgeber auch einen eigenen Kandidaten platzieren, der ihm wohlgesonnener ist als der Rest der Belegschaft. Nur so ein »gekaufter« Betriebsrat entscheidet selten zugunsten der Belegschaft. Die Tätigkeit eines BR Ich will hier nicht auf die einzelnen Aufgaben eines Betriebsrates eingehen. Wer sich damit beschäftigen will, findet genug Informationen mit einer Suchmaschine seiner Wahl. Vieles habe ich auch schon dazu hier geschrieben. Aus meiner eigenen Erfahrung kann ich sagen, es ist ein Undankbarer Job. Man wird keiner Seite gerecht. Hast Du auf der einen Seite einen Erfolg für die Arbeitnehmer zu verbuchen, kann dir die nächste Kündigung, die man als BR mnitzutragen hat, schon wieder den Unmut deiner Arbeitskollegen einbringen. Und dennoch ist die Arbeit als Betriebsrat wichtig. Man kann als solcher vieles im Unternehmen verbessern. Worauf ich hier nicht eingehen will, ist wie eine Wahl abläuft, welche Vorbereitungen zu treffen sind. Dafür gibt es die Gewerkschaften. Die helfen euch gerne dabei. Allerdings keinen BR zu gründen ist halt eine Abwägungssache. Generell finde ich es gut, wenn sich Arbeitnehmer dazu entschließen einen BR zu gründen. Allerdings sollte auch klar sein, der BR ist nicht Allmächtig. Und auch hier gilt, wie dieser in den Wald hinein ruft, so schallt es auch wieder herraus. Wenn sich Leute finden, die sich die Betriebsratsarbeit zutrauen, los ran da. Allerdings ist das in einigen Betrieben auch mit viel Gegenwind verbunden. Kaum ein Unternehmer wird in freudiger Erwartung darauf hoffen, dass Ihr euch einig seid, wer es macht und die Wahlen gut verlaufen. man muss damit rechnen, dass es im Schlimmsten Falle auch zur Kündigung der jeweiligen Kandidaten kommen kann. Gut die Kündigung würde dann von einem Arbeitsgericht gekippt, aber es würde ein entsprechendes Signal an die Belegschaft senden. Jedoch, ob man als Unternehmer dieses Signal senden will und damit die Moral im Unternehmen in den Keller treiben will, sollte gut überlegt sein. Ich schrieb es oben bereits: Ein Betriebsrat wird nicht Grundlos gegründet","date":"2025-04-11","permalink":"/en/post/allgemein/betriebsrat/","section":"post","title":"Works Council"},{"content":"Tempo 30 in Ortsdurchfahrten – how much noise protection does that really offer? In 2024, the Road Traffic Act was reformed. Since then, the responsible road traffic authorities have had more options to introduce a 30 km/h speed limit in certain cases. This also applies to main roads and through-traffic areas of federal highways. However, one must make a distinction: A 30 km/h speed zone is legally different from a speed limit of 30 km/h on a specific stretch of road. 30 km/h speed zones are still not permissible on federal, state, and district roads. Individual road sections can be limited to 30 km/h under certain conditions. This includes measures to protect residents from traffic noise. 30 km/h on main roads Here in the Hochsauerlandkreis, 30 km/h was introduced on main roads in several municipalities at the beginning of 2025. This includes Antfeld, Niedersfeld, and Züschen near Winterberg. In Antfeld and Niedersfeld , the speed limit applies to the relevant road sections throughout the day. In Züschen , it is limited to nighttime hours between 22 and 6 o\u0026rsquo;clock. The B7 runs through Antfeld, the B480 through Niedersfeld, and the B236 through Züschen. All three through-traffic areas are important traffic connections used not only by residents but also by cross-regional traffic. For example, those traveling from Olsberg to Brilon pass through Antfeld. Niedersfeld and Züschen are located along important north-south connections through the Sauerland. The traffic load from heavy goods vehicles is correspondingly high on these roads. Too much traffic and too much noise Of course, I can understand that the constant traffic noise eventually starts to really bother the residents. Especially when we with our trucks rumble through the villages, it\u0026rsquo;s anything but pleasant. Those who live directly next to a heavily trafficked federal highway certainly experience this. And not just during the day. However, Antfeld and Züschen have particularities that make me wonder how much a 30 km/h speed limit actually helps. In Antfeld, for example, the road quickly becomes steeply uphill. Anyone who is driving a fully loaded truck knows the problem. Depending on the vehicle, load, and slope, one has to shift into a lower gear. The engine runs under load and at a higher RPM, so that the truck can actually make it up the hill. Going downhill doesn\u0026rsquo;t look much better either. Here, the vehicle must be carefully controlled in terms of speed. Depending on the vehicle\u0026rsquo;s technology and selected gear, the engine brake or retarder may be used. Both directions have their particularities. And especially with heavy trucks, the noise generation is not solely dependent on the speed at which the vehicle is driven, but also on engine load, RPM, and the local road conditions. Whether a fully loaded truck is actually significantly quieter at 30 km/h than at 50 km/h on this slope can therefore not be judged solely based on the speed limit. Züschen: 30 km/h on a damaged road The situation in Züschen is a bit different. There, the through-traffic can be driven through with a truck quite easily at 30 km/h. Choosing the right gear and driving as smoothly as possible. What bothers me there, however, is the condition of the road. Potholes, unevenness, and repeatedly repaired road sections are at least part of the daily routine on the road sections I am familiar with. Driving a heavy truck over such spots causes additional noise. Depending on the damage to the road surface, vibrations can also occur, which are clearly noticeable by the residents. Of course, a lower speed can also contribute to noise reduction on a damaged road. However, the actual cause of the additional noise and vibration is not eliminated by this. A proper repair of the road surface, I believe, is at least as important as a speed limit. That the waste collection in this region is sometimes already taking place between 4:30 and 5 o\u0026rsquo;clock in the morning and emptying the bins, is not a rarity according to my observations. I had therefore already asked the corresponding local waste management company about the legal basis for emptying the bins so early. After all, § 7 of the Machinery and Equipment Noise Protection Ordinance (32. BImSchV) generally provides for operational restrictions between 20 and 7 o\u0026rsquo;clock for waste collection vehicles in certain residential and other protected areas. However, I did not receive a concrete legal explanation for my question at that time. Instead, I was told in an unusually unfriendly tone that I should be glad that my bin is emptied so early. After all, I would have the option to place my bin on the street the day before. What problem I would have with that, I was asked. My answer to that was relatively simple: As a professional truck driver, I plan my working hours consciously so that I am not delayed by known \u0026ldquo;disturbances\u0026rdquo;, which includes waste collection. After all, my driving times are limited by Regulation (EC) No. 561/2006. I cannot afford unnecessary delays in my route planning. The lady on the phone found this so amusing that she laughed out loud. So geht es mir keineswegs darum, den Beschäftigten der Müllabfuhr ihre Arbeit zu erschweren. Ich kenne diesen Beruf selbst aus eigener Erfahrung, da ich einige Zeit in der kommunalen Abfallentsorgung tätig war. Dort wurde uns ausdrücklich gesagt, dass vor sieben Uhr keine Mülltonnen geleert werden dürfen. Lediglich an besonders heißen Sommertagen konnten wir nach entsprechender Abstimmung mit der Kommune und mit behördlicher Genehmigung bereits um sechs Uhr beginnen. Was ich allerdings erwarte, ist eine nachvollziehbare Erklärung, weshalb andernorts offenbar regelmäßig zu Uhrzeiten geleert wird, die zumindest Fragen hinsichtlich der geltenden Lärmschutzbestimmungen aufwerfen. Interessant ist in diesem Zusammenhang auch der digitale Abfallkalender des betreffenden Unternehmens. Dort werden mir die Leerungstermine mit einer Uhrzeit von 8 Uhr angezeigt. Ob es sich dabei um den tatsächlichen Beginn der Abfuhr oder lediglich um eine technische Kalenderangabe handelt, ist nicht ersichtlich. Für jemanden, der sich an dieser Uhrzeit orientiert und seine Tonne entsprechend herausstellt, wäre es jedenfalls ärgerlich, wenn die Müllabfuhr bereits mehrere Stunden vorher unterwegs gewesen ist. Natürlich kann man seine Mülltonne schon am Vorabend an die Straße stellen. Das ändert aber nichts an meiner eigentlichen Frage: Auf welcher rechtlichen Grundlage werden in den betreffenden Gebieten bereits vor sieben Uhr morgens Mülltonnen geleert? Mir ist durchaus bewusst, dass die gesetzlichen Bestimmungen Ausnahmen zulassen und nicht jede Straße denselben Schutzvorschriften unterliegt. Ob entsprechende Genehmigungen vorliegen, kann ich nicht beurteilen. Gerade deshalb halte ich eine transparente Erklärung für angebracht. Denn wenn einerseits der Straßenverkehr nachts aus Lärmschutzgründen auf Tempo 30 begrenzt wird, während andererseits bereits um fünf Uhr morgens Mülltonnen lautstark geleert werden, darf man durchaus hinterfragen, wie konsequent der Schutz der Nachtruhe insgesamt gehandhabt wird. Eine Geschwindigkeitsbegrenzung ersetzt keine Straßensanierung Gerade bei beschädigten Ortsdurchfahrten sehe ich ein grundsätzliches Problem. Eine Geschwindigkeitsbegrenzung lässt sich vergleichsweise schnell umsetzen, sofern die rechtlichen Voraussetzungen erfüllt sind. Für eine grundlegende Straßensanierung braucht es dagegen Planung, Geld und häufig erheblich mehr Zeit. Das macht Tempo 30 nicht automatisch zu einer schlechten Maßnahme. Allerdings sollten wir uns nichts vormachen: Ein Schlagloch verschwindet nicht dadurch, dass man mit 30 statt 50 km/h darüberfährt. Und wenn eine Fahrbahn dringend saniert werden muss, sollte eine Geschwindigkeitsbeschränkung nicht als dauerhafter Ersatz für notwendige Bauarbeiten dienen. Und was ist mit einer Ortsumgehung? In Antfeld wird schon seit Jahren über eine bessere Straßenanbindung","date":"2025-03-22","permalink":"/en/post/allgemein/laermschutz/","section":"post","title":"Noise protection - 30 km/h zones in towns"},{"content":"It happened where I prayed for the last 30 years that it wouldn\u0026rsquo;t happen to me. Someone hit me from behind. Usually, one expects this on the highway. Traffic jams. It almost happened to me a few years ago, but then the driver could still react in time. However, today the driver couldn\u0026rsquo;t react in time anymore. When you have to stop I had to stop in a village at the border of Sauerland and Hesse, because there is an unclear curve in this village. You can\u0026rsquo;t see from either side whether someone is coming around the bend. I stopped because a semi-trailer truck was coming around the bend. Because with a 23-meter trailer, you need some space even for a tight curve. So you let others go first, wait a bit to see if someone might be coming behind. Because anyone who knows the area also knows that this curve is very unclear. There\u0026rsquo;s no mirror, so you might not see around the corner. One of the firefighters told me that already two people had stopped there. This person was then driven around twice, so no one is stopped there anymore. It\u0026rsquo;s an accident hotspot And in that moment, it happens. Someone hit me from behind. The impact itself wasn\u0026rsquo;t that bad. Sure, a few things fell off the bed, but otherwise I didn\u0026rsquo;t expect the impact to push me forward by almost half a meter. And that, even though the driver wasn\u0026rsquo;t fully loaded. However, the tree trunks really drove into the cab of the truck I hit. And a good thing, the driver was reachable and could say where it hurt. Except for his left foot, nothing else was trapped. More luck than sense, as they say. Or rather, more than just an angel. It could have ended fatally for the driver. I had tried to push the driver\u0026rsquo;s seat back, but it wasn\u0026rsquo;t possible. So I went to my truck, grabbed my phone, and called the rescue service. They arrived quite quickly. Overall, according to newspaper reports, 45 emergency personnel were on site, and I would like to thank them once again for their caring support. Also, many thanks to the colleague who checked in with me several times about my condition. Thank you for that. I also want to thank the two police officers. They explained everything that might come my way later in detail. Thank you also to those who contacted me by phone and WhatsApp. One more thing. I won\u0026rsquo;t post any photos here. There\u0026rsquo;s already enough speculation about today\u0026rsquo;s accident on the internet, especially on Facebook. Therefore, this text doesn\u0026rsquo;t need any more images of the accident. I could only link to external sites, which I will avoid. I\u0026rsquo;m just glad that nothing else happened, the wood I was carrying stayed in place, and thanks to the overhang, at least for my truck, everything remained intact. And also to the driver who hit me from behind, get well. To conclude I read two newspaper reports about this accident. One mentions a truck with a trailer, and the \u0026ldquo;normal\u0026rdquo; media refer to a semi-trailer. One should consider two things here: The reports in the normal media are not intended for professionals. \u0026ldquo;Semi-trailer\u0026rdquo; can be seen here as a generic term for all trucks, even though it\u0026rsquo;s incorrect. So let the journalists be, they don\u0026rsquo;t mainly write for you! Oh, and thirdly: Why the driver was hit from behind belongs to the realm of myths and legends for you. So please stop speculating. Both he and I were lucky that it didn\u0026rsquo;t happen again. And that\u0026rsquo;s the main thing!","date":"2025-03-20","permalink":"/en/post/bkf/unfall/","section":"post","title":"Rear-end collision"},{"content":"Occasionally, one needs a bootable USB stick with a Live version of Linux installed. A few days ago, this was the case for me because I had incorrectly entered an external hard drive in the /etc/fstab and the system no longer wanted to boot. In such a case, it is useful to have a USB stick with a Live version of a Linux distribution set up. I could take the easy way here and download a tool like Rufus, download the image from the distribution\u0026rsquo;s website, and be done with the whole thing. But what if you only have a computer with no graphical interface installed? The terminal variant is quite simple. You need only one command, and the ISO will be burned onto the stick. What do we need? a USB stick (32 GB should be sufficient) an image of your preferred Linux distribution (in my case Debian) We plug the stick into the USB port of the computer and use sudo lsblk -e7 to determine the USB stick. It is clearly obvious which of these entries here is the USB stick. :) The stick is located in this case under /dev/sdc or /dev/sdc1 and /dev/sdc2 the partitions. We now copy our ISO file onto the stick, which we can, for example, download directly from Debian . After we have the ISO, we switch to the folder where we saved the ISO and enter the following command in the terminal: sudo dd if=/pfad/zum/image of=/dev/sdc bs=4M status=progress conv=noerror,sync When using of=/dev/sdc, please make sure that it is really your stick and not any other partition. In Linux, it\u0026rsquo;s: gone is gone. Then press Enter and off goes the wild Lutzi. The stick is ready when the prompt is visible again. Congratulations. You have created a bootable USB stick. Troubleshooting If the creation takes too long, it may be due to the command itself. sudo dd if=/pfad/zum/image of=/dev/sdc bs=4M status=progress conv=noerror,sync Let\u0026rsquo;s break down the command: Command part Meaning / Explanation sudo Executes the command with administrator rights dd The command for copying and converting files if=/pfad/zum/iso Input File: the source (ISO image to copy) of=/dev/sdb Output File: the target device (here the USB stick, no partition) bs=4M Block Size: data is copied in 4 megabyte blocks, which is faster than small blocks status=progress Shows the progress during execution oflag=sync Write flag: data is written synchronously to the stick after each block, increasing the safety of writing If the transfer is too slow, it may be due to the stick, but it can also be due to the command. To ensure a fast transfer, you should have a USB 3 or better USB 3.1 port. The stick should also support this. It doesn\u0026rsquo;t matter whether you use USB or USB-C. I usually use USB sticks that support both (USB and USB-C) bs=4M if you omit the M here, the data is transferred byte by byte instead of megabyte by megabyte. Here are the transfer rates: USB Standard Maximum Theoretical Data Rate Typical Practical Transfer Rate Note USB 3.0 (USB 3.1 Gen 1, USB 3.2 Gen 1) 5 Gbit/s (ca. 600 MB/s) ca. 400–500 MB/s Also called USB 3.1 Gen 1 or USB 3.2 Gen 1 USB 3.1 Gen 2 (USB 3.2 Gen 2) 10 Gbit/s (ca. 1.200 MB/s) ca. 800 MB/s Doubles the data rate compared to USB 3.0 Now one might think, if I have transfer rates of 400 - 500 MB/s, then I could bs= set bs=500M to achieve a higher transfer rate. But: The specification of bs=500M with dd usually does not result in better transfer rates and can even have negative effects. Typically, block sizes in the range of a few megabytes (typically 1M to 8M) are recommended for efficient writing to USB sticks or SSDs. Reasons: Very large block sizes like 500 MB must be entirely stored in RAM, which consumes unnecessary RAM and may lead to slowdowns. The hardware (Flash memory, SSD controller) works internally with smaller blocks (e.g., 4K–256K), making very large I/O blocks inefficient. Large values can cause dd to have to load the entire block into memory before writing (buffering), which negatively affects performance. Small to medium block sizes (e.g., 4M) create a good balance between overhead and data volume. Summary: bs=500M does not result in better transfer rates, but often slows things down due to high RAM usage Optimal block sizes are in the range of several megabytes (typically 1M to 8M) Very small values like 512 bytes lead to many system calls and significantly slow things down My recommendation therefore: bs=4M or bs=8M are usually the most sensible for USB sticks or SSDs.","date":"2025-03-17","permalink":"/en/post/tutorial/usb_stick_erstellen/","section":"post","title":"How do I create a bootable USB stick"},{"content":"I think we should once again reach into the box of myths and legends. Today\u0026rsquo;s topic is about a claim that at some point somewhere, it was said that we no longer need to carry delivery notes with us. Since I also found serious sources that said this, I remained convinced that it was correct. But is that really the case, and how did I even come to this conclusion? Well, I had the pleasure of being stopped in a traffic control on Monday. The officer who stopped me apparently had a lot of time, because the control lasted over 2 hours, followed by a trip to the scale. That was a control, if you don\u0026rsquo;t find anything, you search so long until you find something. Please don\u0026rsquo;t misunderstand me, I\u0026rsquo;m still one of those who say we need more controls in our area. So in that sense, everything was fine. Only the duration of the control didn\u0026rsquo;t have to be in that form. In the end of the day, I had to leave the truck at the customer\u0026rsquo;s place, because my time wasn\u0026rsquo;t enough to drive back home as planned. Doesn\u0026rsquo;t matter. Delivery Note Now I come to the realm of myths and legends. It\u0026rsquo;s about the delivery note. Or, as it\u0026rsquo;s properly called, the load certificate. I was also of the opinion for years that as a truck driver, I didn\u0026rsquo;t need to carry a delivery note. Almost all of us believe this. But this officer was, as I now know, right in his opinion. Because he wanted to see a load certificate from me. That is, what we call in jargon a delivery note or freight bill. Naturally, I told him, because I didn\u0026rsquo;t know better until then: \u0026ldquo;We don\u0026rsquo;t need to carry a freight bill anymore.\u0026rdquo; With reference to the GüKG (Güterkraftverkehrsgesetz), he said: \u0026ldquo;Yes, you do. You must know where and what you are loading and where it\u0026rsquo;s going.\u0026rdquo; Okay, he was right, although in today\u0026rsquo;s time, you don\u0026rsquo;t necessarily need a freight bill for that. The possibilities of technology are today diverse, so that you can inform us on many ways about the new loading sites. Well, the wood I need to load, for that we have GPS coordinates. How the type of wood looks like, I also know. And where the wood is going, I don\u0026rsquo;t need a freight bill for that. What does the GüKG say now? Under §7 Abs. 1 we find the following: Obligations to carry and hand over documents in commercial goods transport (1) The entrepreneur must ensure that during a goods transport within the country, for which an authorization under § 3 or a permit under § 6 is required, the following documents and proofs are carried during the entire journey: the authorization or an authorization copy, a certified copy of the Community license or the Swiss license, a CEMT permit, a CEMT relocation permit or a third-country permit, the document proving the fulfillment of certain technical, safety and environmental requirements for the vehicle used, a consignment note or another proof, in which the goods transported, the loading and unloading place and the consignor are stated. And what does that mean? As you can see, the GüKG states that we do indeed need to carry a load certificate, on which it is stated what was loaded where and where it is going. If we really didn\u0026rsquo;t need a delivery note, or better said, a load certificate, it would also be stated in the law, or the third point of §7 Abs. 1 would not be there anymore. Well, in the now almost 30 years I\u0026rsquo;ve been active in this industry, this was the first control where a control officer wanted to see it. However, 30 years, with the control density\u0026hellip; Once is always the first time. You won\u0026rsquo;t be controlled that often again. But if you look at it like that, we don\u0026rsquo;t need a delivery note. We need a proof that shows where we loaded what and where the goods are going. That doesn\u0026rsquo;t have to be a delivery note. A freight bill, order, etc. also suffices as a load certificate.","date":"2025-03-11","permalink":"/en/post/bkf/ladungsnachweis/","section":"post","title":"Is a cargo receipt not required?"},{"content":"Saturday, September 24, 2022, IAA Part 2. Traditionally, the fair\u0026rsquo;s Saturday is our family day for the IAA. However, my wife had to work yesterday afternoon, so I went to the IAA with only my daughter and a very good friend from Hamm. My son didn\u0026rsquo;t want to come along, for some reason or other. Before writing this report, I read in the 5th free Eurotransport IAA issue that the driver was supposed to be the focus, along with a fully enclosed cab. Well, I call a \u0026ldquo;fully enclosed cab\u0026rdquo; something else; compared to previous fairs, there wasn\u0026rsquo;t much going on. However, as at previous fairs, it was well-attended in the outdoor areas of crane manufacturers Hiab Loglift and Palfinger Epsilon. The Driver in Focus Dieter, my friend, is having fun. That\u0026rsquo;s how it should be. Contrary to what Eurotransport often writes, I cannot say that the driver was in focus. As I already wrote in the previous article, this year\u0026rsquo;s IAA is very electro-intensive. Well, when the new Actros L was presented, it was mentioned several times that drivers had been asked how they would like the vehicle. If one then assumes that \u0026ldquo;the driver is in focus\u0026rdquo; as a general rule, then yes, that might be true. However, I received a statement from an employee of one of Europe\u0026rsquo;s largest commercial vehicle manufacturers stating that our government is urging manufacturers to bring more electric vehicles to market. The problem, which I see not only myself, especially in long-haul transport, is that electromobility becomes an issue. We already have difficulties finding a suitable parking spot on time; then one should also find a place where I can charge the truck overnight? Well, Mercedes says the truck is fully charged within 2 hours. Our breaks, when I need to charge in between, last 45 minutes. Unfortunately, I could not find out how long this vehicle takes here. It\u0026rsquo;s All Just Stolen 🙂 In my previous article, I did not speak well of a Chinese construction machinery manufacturer . Among other things, precisely because the exhibited vehicles were not shining and the windows were not cleaned. Now one might have thought that by Saturday something would have changed. No, probably not. Cleaning seems to be more of a job for a week. But not only that. Anyone who paid attention at IAA 2016 and 2018 would have seen Asians wandering around the stands of renowned European manufacturers. Regardless of how tight the spaces were, someone with a camera always managed to get out somewhere. The result could be seen at this year\u0026rsquo;s IAA. The driver\u0026rsquo;s cab already strongly resembles the Actros: But not only the interior, but also the exterior strongly resembles vehicle brands \u0026ldquo;native\u0026rdquo; to our region. For example, on the red truck, the lower apron was a Volvo copy, and the cab mounting reminded very much of the first-generation Renault Magnum. Facebook Acquaintances, Kravag Truck Parking A meeting with Jörg Schwerdtfeger, better known as the operator of the Facebook page \u0026ldquo;I am a professional driver, I deserve respect?\u0026rdquo; (Jörg, the title is too long 😀 ), had actually been planned for longer, but somehow the timing never worked out. Okay, then one just has to wait until the fair until it works out 🙂 The coffee also worked out, even though we treated the team from Kravag Truck Parking with a few drinks along the way. But Kravag? They are an insurance company, right? What do they have to do with truck parking? I must admit that I was far from enthusiastic about the initial concept. Because the truck parking concept by Kravag was based on the idea that only a small elite circle would benefit from parking spaces provided by logistics companies, i.e., parking at the yard of any participating logistics company. The prerequisite was that one had to be a member of Kravag. I have often pointed this out on the Facebook page of Kravag Truck Parking, um\u0026hellip; Not only here did I make it clear that I am an opponent of the \u0026ldquo;parking system.\u0026rdquo; And in that sense, the concept by Kravag was nothing else. The \u0026ldquo;parking system\u0026rdquo; is pure extortion for me, as no new parking spaces are created here. This is different with Kravag\u0026rsquo;s concept, but in its original form it was only for an \u0026ldquo;elite\u0026rdquo; circle of drivers. As I learned yesterday, the concept has now been made open to everyone. It is no longer available only to drivers of companies that are members of Kravag; other companies can also participate in this concept. More details can be found on the website of Kravag Truck Parking. Today is the Last Day Today is the last day at the IAA, and I am writing this article. I will not be there; two days and a total of over 800 km by car are enough. Today we are going to Ennigerloh for the Mettendchen market; we are heading there. With my best friend, we\u0026rsquo;ll walk through the market and quickly grab some sausages. However, as I already wrote above, I see no point in switching to electric drive for us in the commercial vehicle sector. Yes, okay, distribution traffic might be fine with it. But long-haul transport? No. We hardly have any parking spaces anyway; then finding ones with charging piles and especially ones that can handle 1 gigawatt? These charging piles do not even exist yet! Because, as I was told at Mercedes, while the 500 km with 40 tons is topography-independent feasible, since the truck produces around 400 kW of electricity during downhill drives and thus also recharges the battery, the charging time of 2 hours is only possible if there is a charging station with 1 GW power, and such stations do not exist yet. Hydrogen-powered vehicles were indeed in all manufacturers\u0026rsquo; programs, but what was missing for me were fuel cells and e-fuels. Apart from a few exceptions, one saw nothing of these.","date":"2025-03-07","permalink":"/en/post/bkf/iaa/2022_part_two/","section":"post","title":"IAA Transportation 2022 Part 2"},{"content":"Silent Resignation. What is it exactly, and why do people do it? Recently, this term has been circulating online whenever one tries to inform oneself about labor law. But what exactly is it? I will explain that in more detail today. Whether you are constantly reachable via your stupid phone or working from home via emails, chats, etc., \u0026ldquo;Quiet Quitting,\u0026rdquo; the silent resignation, is something known very well in the USA. In this context, one could also refer to it as \u0026ldquo;doing one\u0026rsquo;s duty by the book.\u0026rdquo; Something that we are currently struggling with quite a bit in our industry. Stopping work during loading and unloading for breaks, starting again on Saturdays, or just having arrived and then stopping immediately. Clocking hours until the doctor comes is something known especially in local transport. Doing One\u0026rsquo;s Duty by the Book In silent resignation, the job itself is not terminated, but rather only the unpaid overtime work. Drivers with a fixed salary have a major problem here. Regardless of how many hours are worked, one usually receives the same salary transferred. This is because for many, there is still no fixed number of hours in the employment contracts that must be worked for the negotiated salary. The approximate clause \u0026ldquo;the hours performed are covered by the salary\u0026rdquo; has not corresponded to valid case law for a long time. It must now state exactly how many hours are meant and how the remainder is compensated. Quiet Quitting or in German, silent resignation, describes doing one\u0026rsquo;s duty by the book here. Meaning, unpaid overtime work is no longer performed. Especially the younger generation insists on a balanced work-life balance; for me, the statement: I want to work just as much as necessary so that I have more free time. One can do it; everyone must decide for themselves. Impact on Our Industry Of course, one can also do this with us. The legislator allows a weekly working time of 48 hours or the working time can be expanded to 60 hours § 21a ArbZG if the working time of 48 hours is not exceeded on average over 16 weeks. In general, 208 hours are allowed; more precisely, thanks to § 21a ArbZG , even 240 hours per month are possible. However, only if the working time of 48 hours is not exceeded on average over 16 weeks. Anything beyond that must be decided by each individual for themselves. Legal Aspects The question of whether silent resignation is legally relevant must already be considered. To what extent this is bearable or whether a reason for termination could also exist should be clarified. Prof. Dr. Michael Fuhlrott, specialist lawyer for labor law, explains silent resignation in an interview with the magazine LTO : \u0026ldquo;Here, the person can be capable and willing to perform, but only within the contractual framework. The work performance can therefore be flawless. But: I do not perform overtime, do not take on extra work, and do not volunteer when it comes to the distribution of extra tasks or special projects.\u0026rdquo; According to his words, this need not have legal relevance: \u0026ldquo;As long as the employee fulfills what they must perform contractually, the legal leverage is very limited.\u0026rdquo; From my own experience, I can say that silent resignation can also be a double-edged sword. Especially when one sees that other colleagues are favored in certain things, one should not complain. Many employers see it positively if the employee is \u0026ldquo;more engaged.\u0026rdquo;","date":"2025-03-07","permalink":"/en/post/bkf/kuendigung/stille/","section":"post","title":"Silent Termination"},{"content":"Many employers are taking advantage of a recent ruling by the Federal Labour Court (BAG) to avoid paying outstanding wages to employees. They view the ruling as a get-out-of-jail-free card and interpret it in creative ways. Therefore, it is always important to be clear about when certain actions by an employee can lead to unpleasant consequences. But what is it actually about? It concerns the BAG ruling from 08.09.21 Az. 5 AZR 149/21 , which now serves as a template for employers to simply stop paying sick pay in cases of illness. This ruling has also led to outcomes that employees were unaware of or still are, and which works councils feared. Which Ruling Exactly? At the time, the Federal Labour Court ruled: If an employee resigns from their job and simultaneously submits a sick note that ends exactly when the notice period expires, the sick leave (AU) has no evidentiary value. This implies in reverse: If you resign and submit a sick note covering exactly the duration of your notice period, your employer does not have to pay you wages. However, this changes if you provide counter-evidence proving that you are indeed ill. According to many labour lawyers, this ruling is now being used as a get-out-of-jail-free card to withhold wages from employees. But it\u0026rsquo;s not that simple. Labour and Regional Labour Courts Rush to the Rescue Here are two cases where the respective employer came out on the losing end and had to pay: In one case, an employee reported sick, and shortly thereafter, their employer issued a termination notice. Further sick notes followed the first one. Based on the perceived get-out-of-jail-free card from the BAG ruling, the employer stopped wage payments. Consequently, the employee was forced to sue and won the case. Unlike in the BAG ruling, the facts were completely different here. As already mentioned, it was not the employee who resigned and then submitted a sick note; rather, the employee reported sick first and was subsequently terminated. The employer had to pay not only the outstanding wages but also all legal and court costs. This case was heard at the Regional Labour Court of Lower Saxony Ruling from 08.03.2023, Az. 8 Sa 859/22 . The next case was also one where the employer came out on the losing end and had to pay: An employee whose fixed-term employment contract was about to expire reported sick two weeks before the contract ended. The office was already being cleared out, and keys for the office door were lying on the desk. The employer claimed that the sick note was fabricated and stopped wage payments, arguing that it was obvious the employee no longer intended to come to work. However, the court saw it differently. Just because the office was being cleaned up and keys were left on the desk, along with personal items already missing, does not justify assuming the employee did not want to return to work. It always depends on the specific circumstances. In this case, the employee stated that they generally kept no personal belongings in the office and that the key often lay on the desk because it was a shared workspace. Regional Labour Court of Mecklenburg-Vorpommern 08.02.2023, Az. 3 Sa 135/22 . Conclusion Just because an employee resigns and simultaneously submits a sick note—even if the duration of incapacity for work ends exactly when the notice period expires—does not mean the employer can automatically assume that the sick note is fabricated. This will only be clarified in court and can also backfire on the employee in case of doubt. My Opinion It was foreseeable that employers would exploit this ruling. One cannot fully protect oneself from getting sick beforehand. However, if it can be avoided and the sick note is merely used as a reason to bridge the final weeks until changing jobs without having to show up, I believe one should bite the bullet. Time passes anyway. Even though it\u0026rsquo;s difficult. But as said, this is just my opinion.","date":"2025-03-07","permalink":"/en/post/bkf/kuendigung/bag_urteil/","section":"post","title":"Ruling of the Federal Labour Court – something for employers?"},{"content":"In this article, I will address the topic of termination during illness. There are still many misconceptions about this subject that I hope to clear up here. Because much of what is said, especially on this topic, still comes from the realm of myths and legends. Termination while one is ill: Many people believe this is not possible. But is that really true? Do I have protection against termination solely because I am ill? Or can the illness itself even be the reason for which I can be terminated? Let\u0026rsquo;s take a look. Termination in Case of Illness Here comes a cold, then a cough, maybe also some chills. Anyone can get sick; no one is immune. There are also so-called \u0026ldquo;hardcore\u0026rdquo; employees who, for whatever reasons, drag themselves to work with a cold just to avoid being terminated. Others stay home at the slightest sign of a disease they have Googled. In cases of particularly severe or even chronic illnesses, things look somewhat different. The same applies in cases of temporary or permanent incapacity for work, such as due to an accident. As an employee, one is already mentally stressed enough by such a situation; then there is also the uncertainty of whether one can keep the job and will not be terminated due to the illness case. Prerequisites for Termination in Case of Illness The cold, cough, or chills mentioned above are not grounds on which an employer can terminate an employee. Such illnesses usually do not last long, and one is relatively quickly fit and ready for work again. This should be clear to everyone. I have already listed the reasons for termination in this article; there is still a small but fine difference in case of illness. Termination in case of illness is not impossible, but it is subject to special hurdles and must be considered as a termination due to personal circumstances. Therefore, it is possible to be dismissed even in case of illness. This happens whenever the illness makes improvement unlikely. To be terminated in case of illness, three conditions must be met for the whole thing to become \u0026ldquo;legal\u0026rdquo;: Negative Health Prognosis At the time of dismissal from the hospital, rehabilitation, etc., it is not foreseeable when the employee will be fit again and able to resume work (long-term illnesses). However, even with repeatedly short-term illnesses, it must be expected that the employee will be absent due to illness in the future as well. ATTENTION: Even frequent short-term illnesses can be grounds for termination. This is the case when frequent absences lead to a negative health prognosis. In a protection against termination lawsuit, the employee must prove that the alleged negative prognosis by the employer is not true. However, it is not enough for the employee to simply claim that they are fit for the job regardless of their illnesses. Rather, they must submit an expert opinion from their treating doctors certifying that the illnesses will no longer play a role in the future and that the doctors see a positive health development. The doctors must be released from confidentiality obligations. This follows from a landmark ruling by the Federal Labor Court. BAG 20.11.2014 – 2 AZR 755/1 Impairment of Employer\u0026rsquo;s Interests The interests of the employer in economic and operational terms are significantly impaired by the employee\u0026rsquo;s absences. That is, the absences disrupt business operations or the continued payment of wages during illness puts the company in a difficult situation. Balancing of Interests This must be done by the employer beforehand. That means they must consider their interest in termination and the employee\u0026rsquo;s interest in the continuation of the employment relationship. In doing so, they must take into account the time the employee to be terminated has been employed in the company, the sick days of comparable employees, and the reasons for the illness. The entrepreneur must check whether the employee cannot be assigned to another task within the company. If they still conclude that this leads to an impairment of interests, they may terminate the employee. Termination due to illness-related reasons must always be the mildest means available. That is, the principle of proportionality must be maintained. And if even just one of the three mentioned conditions is not met, the termination in case of illness is unlawful and can be challenged. Immediate Termination in Case of Illness As you can see, one can also be terminated in case of illness. However, not because of a cold\u0026hellip; In principle, a termination due to illness is a termination due to personal circumstances, and the notice periods (either according to § 622 BGB or set by collective agreement / employment contract) must be observed. However, an employee can also be terminated immediately for reasons of misconduct. For example, if an employee frequently only pretends to be ill without actually being so. As soon as the employer becomes aware of this, they may terminate the employee immediately. However, the employer must also be able to prove that they were deceived regarding the employee\u0026rsquo;s capacity for work.","date":"2025-03-07","permalink":"/en/post/bkf/kuendigung/kuendigung_3/","section":"post","title":"Termination Part 3 - Termination in case of illness. A story full of misunderstandings"},{"content":"The topic of termination is multifaceted. What types exist, when do I have protection against termination, what must I observe and when how, where can I find information about the deadlines. I will try to address this topic in this article. In principle, employees are protected by the Protection Against Dismissal Act from dismissals that are socially unjustified. This unstable protection against dismissal applies when one has worked in the company for more than 6 months without interruption and the company employs more than 10 employees. In termination law, there are various types of termination possibilities, which also have different prerequisites to be legally effective. Types of Termination In my article Termination , I already mentioned 4 types of termination forms. However, ultimately there are only 3 different types that labor law recognizes. Ordinary termination Extraordinary termination Modification termination The aforementioned 3 forms of termination can be pronounced for various reasons. In the Protection Against Dismissal Act , ordinary/modification grounds for dismissal, operational grounds for dismissal, conduct-based grounds for dismissal, and personal grounds for dismissal are recognized. Ordinary Termination An ordinary termination denotes the unilateral termination of the employment relationship, either by the employer or the employee. Different rules apply to both parties, however, employers and employees can terminate with notice without stating reasons. In principle, a termination, regardless of which side, must be in writing. Just calling into the office saying \u0026ldquo;I\u0026rsquo;m quitting\u0026rdquo; / \u0026ldquo;You\u0026rsquo;re fired\u0026rdquo; is not enough. Both parties must also observe the statutory notice periods § 622 BGB , unless a collective agreement or employment contract stipulates something else. Operational Termination The basics for an operational termination are laid down in § 1 KSchG . One speaks of such a form of termination when neither the person to be dismissed is the reason, nor can a reason be found in the behavior of this person. By the decision to pronounce an operational termination, the number of employees must permanently decrease. As an example for this, one can mention the elimination of XX positions in a company. Conduct-based Termination One speaks of a conduct-based termination whenever an employee is accused of a breach of duty from their employment relationship. For such a termination to be pronounced, the behavior of the employee must be controllable and reproachable. Here are a few examples of what can be designated as breaches of work duties: Lateness, leaving the workplace too early, refusal to work, or simply not showing up for work. Violation of company rules: e.g., intrusive behavior towards colleagues that goes so far that they threaten termination if the respective employee remains in the company. Theft. Underperformance: In German: If you know that you are slow, you must / can make yourself faster. Sexual harassment. Insults of colleagues / employer. Personal Termination In this case, the termination comes from the employer. For a personal termination, unlike for a conduct-based termination, no culpable behavior/breach of duty by the employee must exist. Rather, a personal termination takes place when the personal performance/abilities of the employee do not permanently suffice to fulfill the contractual work duties. A negative health prognosis after a long illness can be a reason for a personal termination. In general, the Protection Against Dismissal Act prohibits an immediate dismissal of the employee in case of illness. If an employee is to be dismissed due to the aforementioned negative health prognosis, the statutory/contractually agreed notice periods must be observed. Just throwing someone out is not allowed. However, one can be released for the duration of the notice period. A simulant, on the other hand, can be dismissed immediately. This then falls under a conduct-based termination again. Finally: The Extraordinary Immediate Termination In the case of an immediate termination, the employee must have already made a mess and grossly negligently violated their employment contract duties. I mentioned theft above under conduct-based termination, but that is also a reason for an immediate termination.","date":"2025-03-07","permalink":"/en/post/bkf/kuendigung/kuendigung_2/","section":"post","title":"Termination Part 2 - When can I not be terminated, which notice periods must be observed when"},{"content":"Even though a termination is currently rare in our industry due to the shortage of drivers, it still happens that one or the other receives a termination notice in their mailbox. In principle, there are certain rules of conduct that both the terminated party and the terminating party must adhere to. Update May 2026: The Federal Labour Court has tightened the requirements for proving delivery of a termination via registered mail with return receipt. More on this further down in the article. When can one be terminated, and especially how? I will address this in this contribution. How must a termination look like A termination must generally be made in writing pursuant to § 623 BGB . If a termination is given orally or delivered via email, WhatsApp, or whatever else there is, via fax, such terminations are invalid. And foremost, there must be a reason for the termination. Because just because the employer has a fart sitting crosswise, he may not terminate an employee. The legislature knows four grounds for termination, which I will not go into further here: Termination based on conduct / personal reasons Operational termination Extraordinary termination The grounds for the termination do not need to be mentioned in the termination notice! Do I have to sign a termination A termination does not become effective only by accepting it. However, neither the employer nor the employee can reject a termination. It must and should not be signed. While some employers do require a signature under the termination, especially when it is presented to them, this signature can result in disadvantages for the employee, such as waiving remaining vacation time or what is often attempted: waiving any wage claims. In principle, one is not obliged to sign a termination. Not even the receipt of such! Therefore, here is the rule: Do not sign anything first and go to the lawyer / trade union, in order to file an action for protection against dismissal. Because here the deadlines are very short. One has only 3 weeks to submit this at the court § 4 KSchG . If the termination was not delivered by post but merely presented in the office, do not leave it lying there. In the event of an action for protection against dismissal, the lawyer needs the termination letter. Formal errors could have \u0026ldquo;slipped in.\u0026rdquo; New BAG Ruling: Registered mail is no longer automatically sufficient proof Many employers send terminations via registered mail because they believe this allows them to securely prove receipt of the termination. However, the Federal Labour Court (BAG) has significantly restricted this assumption in a recent decision. The BAG clarified: A delivery receipt together with the online shipment status from Deutsche Post is not automatically sufficient to legally prove the receipt of a termination. This means: In case of doubt, the employer must still be able to prove that the termination actually landed in the employee\u0026rsquo;s mailbox. The mere status \u0026ldquo;delivered\u0026rdquo; does not necessarily suffice for this according to the court. This is particularly important in cases of termination because the employer must prove when the termination was received. Because from this point in time, important deadlines run, for example, the three-week deadline for filing an action for protection against dismissal. For employees, this ruling means: Just because an employer claims that the termination was sent via registered mail does not automatically mean that receipt is legally clearly proven. Therefore, employers will likely have to rely more frequently on personal handovers, messengers, or other safer methods of delivery in the future. Judgment of the Federal Labour Court dated 30.01.2025 – Az. 2 AZR 68/24 If the termination was not delivered by post but merely presented in the office, do not leave it lying there. In the event of an action for protection against dismissal, the lawyer needs the termination letter. Formal errors could have \u0026ldquo;slipped in.\u0026rdquo;","date":"2025-03-07","permalink":"/en/post/bkf/kuendigung/kuendigung_1/","section":"post","title":"Termination Part 1 - How a termination must look to be legally binding"},{"content":"I\u0026rsquo;m asking this question here on my blog not for the first time. Well, the other article is not online yet, but I\u0026rsquo;ve asked this question before. Occasionally, I watch TikTok videos as well. It\u0026rsquo;s clear to me that there\u0026rsquo;s a lot of content there that confuses people who are supporters of AfD. That\u0026rsquo;s given. Sometimes you can only smile at these statements. Facts simply don\u0026rsquo;t interest them. Anyway, TikTok has more than just AfD content. Cooking is always a thing. There are also videos about that, and I enjoy watching them very much. Especially since I like to be at the stove myself. Hate Comments No matter which video or what content is presented, there are a lot of hate comments or better yet, hate speech. Especially when the video creator is supposedly not paying attention to hygiene while cooking or baking. People complain about not wearing a hair net and/or gloves. How disgusting that is, etc. People, be honest. When I cook at home, I don\u0026rsquo;t wear gloves, a hair net, or a beard net. And it doesn\u0026rsquo;t bother anyone. Even if I\u0026rsquo;m grilling outside, I don\u0026rsquo;t wear any of that. You do these things at home, not in a restaurant, not in a bakery, or anywhere else in public. At home! It\u0026rsquo;s enough to wash your hands before preparing the food. However, I think many people have a problem with their own shortcomings and are envious of what others show in their videos. It\u0026rsquo;s not like you could actually change anything about that. But that\u0026rsquo;s again a personal issue and not something to blame on others. But in the proverb: \u0026ldquo;If the farmer can\u0026rsquo;t swim, it\u0026rsquo;s the bathing suit\u0026rsquo;s fault!\u0026rdquo; there\u0026rsquo;s a lot of truth. If someone has a problem with their own life, they should look for solutions to what\u0026rsquo;s not working for them personally. And not project their self-hatred onto others. In this spirit, I wish everyone a relaxing weekend.","date":"2025-03-01","permalink":"/en/post/allgemein/problem/","section":"post","title":"What's wrong with people?"},{"content":"I\u0026rsquo;m increasingly noticing that truck drivers are adhering more and more to the permissible maximum speeds, both on rural/federal highways and on motorways. I find this good, even though I continue to drive at my own speeds of 65 and 85. Perhaps some dispatchers will then learn not to plan their routes with a \u0026ldquo;hot needle.\u0026rdquo; One can only hope that such things belong to the past. Good, the true reasons for such an accident are never known exactly. Only the involved parties know this. Nevertheless, stress often leads to errors, and errors often lead to accidents. And before anyone complains, the image is a screenshot from a video of my dashcam. But why many have ultimately started driving only at 60/80, I don\u0026rsquo;t know. It can have many reasons. I think the association Hellwach mit 80 km/h e.V. will also be involved with this, just as some dispatchers might be. Ultimately, it doesn\u0026rsquo;t matter either way. Even at 60/80, you still reach your destination. Even though there are certain people who don\u0026rsquo;t want to understand that and then tailgate closely behind you, or make someone look foolish at the next rest stop because you stuck to the law.","date":"2025-02-28","permalink":"/en/post/bkf/max_80/","section":"post","title":"Drivers stick to the speed limits."},{"content":"I do not intend to go into great detail here about the best way to switch from Windows to Linux. Since I only deal with Debian GNU Linux in my private life, and have recently also been using LMDE (Linux Mint Debian Edition 6), as well as running Ubuntu Touch on my smartphone alongside it, I could now start a guide on how to install Debian. However, that is not what this article is currently about. What concerns me here is the current discussion on why one should switch from Windows to Linux. Of course, there are many reasons in favor of finally moving away from Microsoft. Not only because of the end of support for Windows 10 later this year, or the numerous security vulnerabilities and privacy-critical incidents. But there are also quite a few arguments that speak clearly against it. As for me, I have been using Linux for many years. Of course, in private use, where it is not a big problem if one, like me, surfs the internet, organizes their music, and occasionally edits files, browses the web, maintains and constantly updates this website, streams movies and series, or even plays a game here and there (LS22, ETS2, WoW, Minecraft, etc.), Linux offers a good alternative to the data-hog Windows. Why does the switch make sense? Support for Windows 10 ends later this year. Everyone has more or less noticed that. That means there are no longer any free updates for this version of Windows. No updates also means that computers are no longer protected from attacks by hackers, and viruses, trojans, malware, etc., can spread unhindered on the system and infect further computers, as security vulnerabilities are not closed. Some people get nothing out of it, while others get even more. Windows 11 is allegedly supposed to run on every computer. Even though there are already guides on how to get Windows 11 running on an »older« computer anyway, that does not necessarily mean it runs smoothly. My now 10-year-old laptop could use Windows 11 without any problems, but I do not want to. And let\u0026rsquo;s say it is only because my data on this device would not be lost in the cloud of a US corporation where I do not know what happens with them further on. That MS is not particularly known for protecting its customers\u0026rsquo; data well, and that customer data is often misused for advertising purposes, is well-known. Just that alone can already be enough reason to switch from Windows to Linux. But what about the software I use under Windows? To start with; Linux comes with over 64,000 software packages out of the box. Standard applications such as email, office suite, and a few browsers are not a problem. Everything is available, also in the familiar manner. Plus one or another browser, everything will be installed during setup. You receive a usable basic system just like you know it from Windows. But what about specialized software? That will be interesting for many companies. Especially in our logistics industry, the switch alone becomes a problem because there is currently no special software available for Linux. Namely, the software with which logistics companies must read out driver cards of the driving personnel and digital tachographs of vehicles. The market leader GloboFleet currently offers its software only for Windows and MacOS. I asked a few years ago if a Linux version was planned. However, this was denied to me due to the low adoption rate. Well, Linux has a share of around 4 % in the desktop area. That is not much and is not enough to now convince all software foundries to bring their software for Linux to market. Even though I know a professional driver who uses Linux on his notebooks. Gamers are also complaining that one cannot use Linux because no games run on it. Well, that is only partially true. Of course, not every game runs, but many do. Thanks to Steam and ProtonDB. And yes, in the server area, things look different with Linux. But exactly that is not what this switch is about. Companies that use an ERP system like SAP already have a better chance of switching to Linux. Because for SAP, there is, among others, an open-source alternative called Odoo . We also have a company here in the Hochsauerlandkreis district that specifically deals with helping companies switch to open-source products and assisting them during the migration. The Discussion On social networks, the switch from Windows to Linux is currently being discussed. Many are convinced that due to the political situation with and through the USA, it is now time to break away from previous US companies and switch to Linux. One of Trump\u0026rsquo;s latest achievements is wanting to review European laws . The Digital Services Act is particularly a thorn in the eye of his new buddies (Zuckerberg, Musk, etc.). As before, where the software is available, whether it is 100% identical or as an alternative, the whole thing is not a problem. The switch from Windows to Linux makes sense where possible. Simply because the costs for all software licenses disappear, which one has to pay for Windows alone. For users, there should be hardly any difference whether they use Windows or Linux. If necessary, the desktop environment can also be designed as if you are sitting in front of a Windows desktop. Sure, the transition alone will incur costs for companies. In the long run, however, this leads to greater scalability and also reduces costs. Moreover, thanks to open source, you can adapt the software to your own needs, provided you have the manpower for it. For me, I would also like to be able to completely do without Windows. However, as mentioned above, the company GloboFleet sees no reason to offer its software for Linux either. Therefore, only because of this one program, I currently run Windows in a VM so that I can read and evaluate my driver card. And for everyone else, approach the topic with a bit more foresight. It\u0026rsquo;s not always just IT that prevents the transition; it\u0026rsquo;s also partly due to potentially missing software, and not every company has the money to have this developed while running on two tracks at the same time. After all, few people can use Linux because there is no suitable software. The suitable software doesn\u0026rsquo;t exist either because A) the money is missing, or B) it\u0026rsquo;s not being developed due to low adoption in the desktop sector. Those who can should switch to Linux, just for the sake of their data. However, if you rely on one or two special pieces of software that don\u0026rsquo;t exist for Linux, running them in a virtual machine might be an idea. If that doesn\u0026rsquo;t help, too bad.","date":"2025-02-23","permalink":"/en/post/tutorial/umstieg/","section":"post","title":"Switching from Windows to Linux"},{"content":"While the BGL still insists on, being allowed to recruit drivers from third countries, Westfalen Bus, a subsidiary of Deutsche Bahn, takes the easier route: they poach drivers from the competitive industry. That is, us truck drivers. This is certainly bold, but one can do it. Our gentlemen in the freight forwarding industry just can\u0026rsquo;t manage it. However, one can also see this as a breach of taboo to some extent. One doesn\u0026rsquo;t steal from one\u0026rsquo;s neighbor\u0026rsquo;s garden. Especially not because both industries have massive problems in getting new drivers. And it\u0026rsquo;s not always the salary that\u0026rsquo;s the issue. Perhaps we should start a similar campaign here. Following the motto: Your load talks too much? Become a truck driver now, our load doesn\u0026rsquo;t talk! On the other hand, I can also understand why Deutsche Bahn now wants us truck drivers. The buses are supposed to be on time.","date":"2025-02-21","permalink":"/en/post/bkf/abwerben/","section":"post","title":"Driver shortage? Luring away drivers from the competition"},{"content":"Ich habe es getan. Nachdem ich am Freitag noch laut darüber nachgedacht habe, habe ich nun gestern Morgen mein Konto bei Facebook gelöscht. Facebook selbst bringt mir schon länger nichts mehr. Meine Beiträge dort zu posten, machte zuletzt gerade mal 5 % meiner Besucher aus. Hinzu kommt, dass es auch nicht wirklich etwas bringt, in einem sozialen Netzwerk nur deswegen zu bleiben, weil man dort eventuell gegen Fake News, die gerade in unserer Branche sehr weitverbreitet sind, angehen kann. Die Leute sind so in Ihrer eigenen Bubble gefangen, da fehlt der Blick für das Wesentliche und vor allem für Fakten. Das ist bei X und BlueSky im übrigen nicht anders. Möglichkeiten, mit mir in Kontakt zu bleiben, gibt es genug. Wer meine Mobilfunknummer hat, kann mit mir per WhatsApp in Verbindung bleiben, oder einfach auch nur anrufen. Ansonsten gibt es noch die Möglichkeiten via Matrix , per E-Mail , im Fediverse via Mastodon oder Friendica .","date":"2025-02-09","permalink":"/en/post/allgemein/goodbye2/","section":"post","title":"Goodbye Facebook Part 2"},{"content":"You can do it, but it\u0026rsquo;s stupid. At least for the rest of the road users. The topic of \u0026ldquo;safety\u0026rdquo; is often brought up here. Safety in the sense that people driving their trucks down the middle of a construction site believe they are doing the public a favor. But let\u0026rsquo;s take a closer look at this. Sure, if you drive down the middle, you don\u0026rsquo;t risk having someone next to you whom you might accidentally hit with a sudden swerve. However, from my perspective, driving in the middle actually endangers following traffic more. You force others to have to drive side-by-side within a construction site. Specifically, those behind you. Typically, lanes in a construction site are wide enough that trucks can stay well within their lane. Sure, a swerve might happen occasionally, but it\u0026rsquo;s something that can usually be corrected quickly with a steering adjustment. Therefore, stop driving down the middle; it\u0026rsquo;s not safe for everyone and is also illegal anyway.","date":"2025-02-06","permalink":"/en/post/bkf/baustelle/","section":"post","title":"Driving in the center of a construction site"},{"content":"In recent times, it is increasingly common for my posts on my Facebook page to be deleted by Meta. Officially, it is then stated that I have tried to generate \u0026ldquo;Like\u0026rdquo;-indications or interactions in a misleading way. What exactly this means remains – as often – rather vaguely formulated. For me as a blogger, this is naturally a problem. Because originally, Facebook was exactly for that purpose: sharing content, building reach, and engaging with people. Reach at any cost? What has, however, changed significantly in recent years: The control over which content is visible and which is not is no longer in the hands of the user. Algorithms decide, moderation systems intervene – and in case of doubt, a post simply disappears. Especially when publishing content that critically addresses large platforms or data protection, the probability seems higher that posts are restricted or deleted. Whether this is really intentional or simply a overly cautious system, let\u0026rsquo;s leave that aside. The result remains the same: The own reach is artificially limited. Alternatives must come For this reason, I have decided to spread my content more widely and no longer rely exclusively on Facebook. Besides Mastodon , I now also use other channels to spread my posts. Among other things, I have set up a channel on Telegram. (Update: However, this is no longer being used, since I no longer use Telegram) Yes, I am aware: From a data protection perspective, neither WhatsApp nor Telegram are really ideal. But one must also remain realistic. Between Ideal and Reality Of course, I could consistently use data protection-friendly solutions, for example, completely switching to Matrix and running my own channel there. Technically, that would even be the cleanest solution. Those who are interested can find a simple step-by-step guide here: Matrix account creation – Simple guide for beginners The problem: The reach is limited there (yet). Many users still move on the known platforms. And it is precisely there that broad communication takes place. If you want to reach people – especially with topics like data protection or digital alternatives – you can hardly avoid being at least partially present on these platforms today. The problem: The reach is limited there (yet). Many users still move on the known platforms. And it is precisely there that broad communication takes place. If you want to reach people – especially with topics like data protection or digital alternatives – you can hardly avoid being at least partially present on these platforms today. Completely stepping back? No option One could now say: \u0026ldquo;Then just delete all accounts and completely withdraw.\u0026rdquo; But let\u0026rsquo;s be honest: That is not a realistic solution for most people. One would have to completely isolate oneself, give up on almost all digital communication tools, and limit contact with many people. Few people want that – and it is also not necessary. The narrow line We are currently moving on a narrow line between: Comfort Reach Data protection The big tech companies have a clear interest in collecting and using as much data as possible. And moderation or restrictions on content can certainly play a role in this. I have repeatedly tried to publish posts on exactly these topics – and they were deleted again. My conclusion I have decided for myself: I am becoming more independent. Facebook is no longer my central platform. If posts disappear there – that\u0026rsquo;s just how it is. My content still exists: on my blog in the Fediverse via Mastodon A small note at the end The Telegram channel still exists, but I no longer use the service for data protection reasons. In addition, the unsolicited inviting to other groups and the constant crypto spamning on the platform get on my nerves. Therefore, I continue to use Matrix and for family and friends also Signal. WhatsApp is no longer an option. In the long term, I personally see more open systems like Matrix ahead – but it will probably take some time before these really gain widespread acceptance.","date":"2025-02-02","permalink":"/en/post/allgemein/facebook/","section":"post","title":"Facebook deletes my posts"},{"content":"Why? Why did I become a professional driver? I have known this job since I was a child. As a kid, I rode along with my father frequently. I always thought it was really cool to sleep in the truck and see other parts of Germany. I myself have been driving trucks since the mid-1990s. Initially on a 7.5-ton tandem, and since 2004 with the \u0026ldquo;real\u0026rdquo; trucks. But what is so fascinating about this profession? After all, truck drivers are often seen as the bad guys who always stand out and behave like rowdies in traffic, and the pay is not always the best\u0026hellip; One could go on endlessly here to list all the negative aspects of why one shouldn\u0026rsquo;t or doesn\u0026rsquo;t want to be a driver, etc. I simply enjoy driving very much. That\u0026rsquo;s why I made this my profession. Driving trucks, or the job of a professional driver, is not as dull as many think. Sure, many colleagues and female colleagues cover up to 800 km per day to transport goods from A to B. But it\u0026rsquo;s not just that. Almost every day there is a new challenge, one that you never know in advance will come. Whether it\u0026rsquo;s a tricky entrance at a customer\u0026rsquo;s site or the \u0026ldquo;annoying\u0026rdquo; load securing for some. Whatever it may be, you often don\u0026rsquo;t know about it beforehand. As a truck driver, unless you are driving with a double crew, you are always alone at your workplace. The boss or dispatcher is kilometers away and cannot watch over you like that. This has the advantage/disadvantage that you have to solve many problems yourself. Sure, as a truck driver, you are daily harassed by various idiots in their passenger cars. You get slowed down, cut off, overtaken on the right of the shoulder on highways, insulted, etc. They simply don\u0026rsquo;t want us, even though without our job it wouldn\u0026rsquo;t be possible. But for me, the good sides of this profession still outweigh the bad. You deal with people daily, see regions (depending on where you drive) that others visit on vacation (international tours). And\u0026hellip; you have your peace and quiet, unless the phone is ringing 😀 The interaction with other drivers is collegial; everyone addresses each other informally (\u0026ldquo;Du\u0026rdquo;). Some outsiders feel entitled to take the same liberties, which many do not appreciate. It\u0026rsquo;s a job that can be fun. However, it\u0026rsquo;s rare to expect to finish work after an 8-hour day. Regarding working hours for a professional driver, one can say: When others are still in bed, we are already at work, and when others have already finished work, we are still going. Commenting on this page Contrary to the old WordPress site, commenting is not possible here. Those who wish can comment on the posts at Mastodon or send me an email . One more small note: This is the redesign of the previous website, which was designed with WordPress. I have taken over some posts from the old site, and not others. The fact that my blog has been online since 2011 remains unchanged. Further accessibility of the website Those who do not trust everything regarding data protection and privacy can also access this website via the Tor network: http://","date":"2025-01-17","permalink":"/en/post/about/","section":"post","title":"About Me"},{"content":"I\u0026rsquo;ve been thinking about leaving Facebook for a while. Not only because the AfD chatter here is getting louder, but also because Meta is censoring a lot of content that apparently doesn\u0026rsquo;t fit into their concept. Education regarding data protection and privacy is not welcome here, or pointing out any data leaks. So I wanted to share today a video from the 38c3 of the Chaos Computer Club about a data leak at Volkswagen, but I was shown an error message and they promise to fix the problem as soon as possible. A message I\u0026rsquo;ve been receiving lately for many things I want to post on Facebook. Images can\u0026rsquo;t be uploaded or only partially, and posts on certain topics are deleted with the reason that one would want to generate likes and followers in a misleading way. Well, regardless. Here is the video linked, and I also have no problem with it in the Fediverse . For the year 2025, I have long-term plans to run my own platform in the Fediverse. I don\u0026rsquo;t know yet how it will look exactly, but the trends are moving towards a participatory platform. Looking Back The year 2024 wasn\u0026rsquo;t very eventful for the content of this blog. Yes, the IAA was this year, and I, who was usually there, wasn\u0026rsquo;t there this year. I seem to have missed nothing. Since the beginning of the year, a photovoltaic installation is also operating on the roof of our house, so our electricity needs are met by self-generated and consumed energy to 85%. I\u0026rsquo;m not opposed to an electric car, but as long as our two diesel cars can still pass the TÜV, no new car will be bought. Unfortunately, I also lost a very good and long-term friend this year through a truck accident. The loss still hurts, but I have the hope of seeing him again when my time comes. Otherwise, it was about dealing with misinformation spread by some self-proclaimed driver representatives. That not everyone is reached, of course, but that\u0026rsquo;s how it was. And also this year, the constant complaining about how bad this job is paid and how we are treated etc. didn\u0026rsquo;t miss. But as the saying goes: Everyone is the master of their own fate! In that sense: If you\u0026rsquo;re not willing to work with others to bring about change, then you shouldn\u0026rsquo;t complain either if everyone sees themselves as the best negotiator regarding labor contracts and the end result is not what was desired. But as often as in this year, the trade unions were to blame, as well as the politics, which can\u0026rsquo;t get anything done. So everything stays the same. Always the others are to blame, never oneself. Or to put it in a farmer\u0026rsquo;s proverb: If the farmer can\u0026rsquo;t swim, it\u0026rsquo;s the bathing suit\u0026rsquo;s fault. Unfortunately, there was also the shooting at the Magdeburger Christmas market at the end of the year, where 5 people died, including a 9-year-old child, over 200 people were seriously injured, and it was all because a madman didn\u0026rsquo;t recognize his mental problems and seek help. That\u0026rsquo;s also my stance on this topic. I don\u0026rsquo;t need to politicize it like certain people or parties. New Topic Area in the Blog Yes, there is also one since this year. Tutorials in the area of Linux. Some may not like this at first, but I\u0026rsquo;m continuing this blog not to please others, but because I want to share my thoughts on various topics with the public, more or less unintentionally. The new topic area comes mainly from the fact that I have now realized my dream of a Google-fied Android smartphone this year and have gotten closer to protecting my data and, especially, my digital privacy. Because even in 2024 and in the coming years, my data belongs to me, and I decide where to share it. Therefore, I will also continue to look for ways to keep my data for myself in 2025. And yes, I know that it doesn\u0026rsquo;t always work perfectly. But that doesn\u0026rsquo;t mean we should stop trying. Also, I\u0026rsquo;ve reduced the collection of data, such as IP addresses, cookie setting, etc., to zero on this site. Therefore, many people have not seen a cookie banner for a while now. Similarly, every request regarding linking, guest contributions, etc., gets a rejection. But even here, some people don\u0026rsquo;t really understand it. Oh, and the comment section is missing from all my posts now. So if someone wants to share their thoughts on an article, they can do so via email. We can also do this via encrypted S/MIME emails. What\u0026rsquo;s Coming Next Year? First, one should not forget that from December 31, 2024, a new regulation regarding the driver\u0026rsquo;s card will take effect. Because from Tuesday, it\u0026rsquo;s no longer just the last 28 days that need to be proven, but 56 days. That means the control officers can check the last 56 days plus one day. So if you\u0026rsquo;re still on a tachograph, you should check the tachograph from November again. Also any made prints, other relevant documents. Oh, and the minimum wage is increasing to 12.82 €/hour. So if someone starts complaining again: You\u0026rsquo;re so good at self-negotiation. That\u0026rsquo;s about the changes in the transport sector. There are more, but I don\u0026rsquo;t want to list them all. Here in the blog, nothing will change. As I already wrote, I will continue to run this blog only for fun in 2025. Leaving Facebook will happen. Eventually. I really don\u0026rsquo;t have the energy anymore to constantly search for formulations just so my posts can be published, only because the wording doesn\u0026rsquo;t fit Zuckerbergs reality. So eventually, my pages on FB will be gone. Otherwise, I wish everyone, whether you can stand me or not, a good start into the year 2025. Stay healthy, keep your wheels on the road.","date":"2024-12-29","permalink":"/en/post/allgemein/goodbye/","section":"post","title":"Goodbye Facebook"},{"content":"Based on the 2024 Forest Condition Report, the exemption under Section 70 of the German Road Traffic Licensing Regulations (StVZO) will be extended into 2025 in North Rhine-Westphalia and Hesse, and potentially in Lower Saxony. This means that timber transport vehicles may continue operating with a permissible gross vehicle weight of up to 44 tonnes in 2025, provided they are carrying salvage timber from damaged forests. The maximum permitted vehicle length remains 23 metres. The letter from the Federal Environment Agency can be viewed here: 44-Tonne Exemption","date":"2024-12-20","permalink":"/en/post/bkf/44tonnen/","section":"post","title":"Extension of the 44 Tonnes Regulation in Wood Transport"},{"content":"Nothing is discussed so intensely as expenses, or rather, the additional meal allowance. Because for us truck drivers, it\u0026rsquo;s important whether expenses are paid or not. And as always, there\u0026rsquo;s a lot of half-knowledge floating around. Is the employer obliged to pay expenses? If so, how much and from when? Or do I have no claim to expenses at all? Let\u0026rsquo;s clarify this in this article. Many drivers still calculate expenses as part of their salary, even though it\u0026rsquo;s often advised against. Because expenses are amounts that must not be added to the salary. It just looks better on paper, but if you\u0026rsquo;re on vacation or sick, you have no claim to the meal allowance. Do I have any claim at all? In general, one can say yes, you do. § 9 Abs. 4a EStG (Income Tax Act) states the following: (4a) Additional expenses of the employee for meals are only deductible as business expenses to the extent specified in the following paragraphs. If the employee is professionally active outside their home and first place of work (out-of-town professional activity), a meal allowance is to be set for the compensation of the actually incurred, professionally caused additional expenses. This allowance is 28 Euros for each calendar day on which the employee is away from their home and first place of work for 24 hours, 14 Euros for the departure and return day, if the employee stays overnight outside their home on that day, or on the preceding or following day, 14 Euros for the calendar day on which the employee is away from their home and first place of work for more than 8 hours without overnight stay; if the out-of-town professional activity starts on a calendar day and ends on the following calendar day without overnight stay, 14 Euros are granted for the calendar day on which the employee is away from their home and first place of work for the majority of the total more than 8 hours. Source: https://www.gesetze-im-internet.de/estg/__9.html So, in short, you generally have a claim to a meal allowance. However, there are a few things to consider, because some employers do not pay this. In principle, this is also correct. Because an employer is not obliged to pay you expenses, but he must issue you a certificate at the end of the year stating whether the expenses were paid in full or only partially. To put it more complicated: You have a legal claim to the expenses, but not to the payment itself, but rather to the aforementioned certificate at the end of the year. And what do you do with the receipt? You submit it together with your income tax return to the tax office. To summarize once again: The current legal expense rate is: For more than 8 hours away: 14 Euros For more than 24 hours away: 28 Euros In addition, truck drivers are entitled to an overnight allowance of currently 9 Euro. (§ 9 EStG Abs.1 Satz 5b zweiter Satz). In any case, expenses are due to you. Whether they are paid out or you receive a certificate for income tax at the end of the year, it does not matter. A different matter are collective agreements. In these, the payment to the drivers is usually set. Expense rates Perhaps a word on that as well. The expenses should have been increased this year. From a) 14 to 16 Euro and b) from 28 to 30 Euro. I also reported on this in my blog. However, unfortunately, nothing came of it, the additional 2 Euro could apparently not be included in the budget by the Bundestag. A diet increase, however, was very much possible.","date":"2024-11-10","permalink":"/en/post/bkf/spesen/","section":"post","title":"Expenses, the annoying topic"},{"content":"Since I am a professional driver and would also like to receive feedback on the data from my driver card myself, I acquired the software GloboFleet several years ago. Technically, I switched my operating system from Microsoft Windows to Debian GNU/Linux ; this put me in front of the problem that GloboFleet is pure Windows software that either does not run at all or only partially runs under Linux. However, I did not feel like setting up a separate Windows partition on my laptop just for one program, so I decided on a virtual solution here. How to set this up and reach the point of actually using Windows and GloboFleet is described below. As with all my tutorials, I use Debian GNU Linux as the base operating system and consequently also my approach with this operating system. I point out that due to this tutorial, links are made to external sites that may use cookies and trackers. I have no influence on this and derive no benefit from it. Let\u0026rsquo;s get started As a virtual machine, we use KVM. KVM can be installed quite easily under Debian GNU Linux. First, we bring our package management up to date as usual. sudo apt update After that, install QEMU and KVM: sudo apt install qemu-system libvirt-daemon-system -y A few more programs need to be installed for this. So that we do not have to run the virtual machine as a superuser after installation every time, we add our regular user to the libvirt group: sudo adduser $USER libvirt Operating the VM and installing Windows As always with Linux, you also have the choice here. Do I want a graphical interface or is the console enough for me?! I decided on the former and installed the Virtual Machine Manager ( virt-manager ). Since this component is also part of Debian Bookworm, this is sufficient: sudo apt install virt-manager -y Getting and installing Windows Windows can be downloaded legally and free of charge from Microsoft. However, you must have a license key to use it for a longer period of time. If you do not have one, there are other, illegal ways to activate Windows. Since this procedure is also mentioned in many computer magazines, I will write about it below. We download Windows at the following address: https://www.microsoft.com/de-de/software-download/windows10ISO In the Virtual Machine Manager, we now select Create New VM. Click on the monitor at the top left. In the opening window, if not specified beforehand, select Local Installation Medium. In the next window, select the path where the Windows image was saved, remove the checkmark at the end of the window, and search for Windows 10 or the Windows version to be installed via the text field. Click on Continue, and in the next window enter the amount of RAM and the number of processor cores. Attention: Your base system also needs memory, so do not specify the entire amount of RAM you have in your computer here. Then follow the instructions. Start the VM; Windows will be installed as you know it. Once Windows is installed, you can continue with the rest. That is, install and set up GloboFleet if you own it. Activating Windows even without a digital license key The ways to do this are diverse. In case you have installed Linux on a PC delivered with Windows, you can read out the serial number: sudo strings /sys/firmware/acpi/tables/MSDM If not, there is another way. Open Windows PowerShell as administrator. In the opening window, type the following command: irm https://get.activated.win | iex Then follow the instructions on the screen or simply press 1 when the selection menu comes up. Alternatively, you can read about it here: https://de.minitool.com/nachrichten/windows-10-mit-cmd-aktivieren.html That\u0026rsquo;s it. Troubleshooting For example, I had the problem that the card reader was not recognized. However, this could be solved in the following way: Click on Add Device at the bottom under Show Details of Virtual Devices. In the next window, select USB Host Device and there select your card reader device and click Finish. Restart the VM Manager and the card reader should be recognized under Windows. It would certainly be nicer if GloboFleet also released a Linux version of their software. But as it is, demand regulates supply. There was once a project for Linux on GitHub, but that has not been continued for several years. In case you have deleted the Windows 10 image, download it again, because without it the VM does not work 🙂 Network \u0026lsquo;default\u0026rsquo; is not active Occasionally, it happens that the network interface has not been started. Then the error message Network \u0026lsquo;default\u0026rsquo; is not active appears. This can be fixed very easily via the terminal: First, we enter the command in the terminal: sudo virsh net-list --all With this, we get an overview of whether the \u0026lsquo;default\u0026rsquo; network interface is indeed inactive. If it is so, the next instruction comes: sudo virsh net-start --all Repeat the first command to see if it has been started. As you can see, \u0026lsquo;default\u0026rsquo; is set to automatic start with me. If you have to start it manually, it will say no for you. sudo virsh net-autostart --all changes this, so that \u0026lsquo;default\u0026rsquo; will be started automatically next time.","date":"2024-07-16","permalink":"/en/post/tutorial/windowsvirtuell/","section":"post","title":"Installing Windows in a Virtual Environment"},{"content":"It is often told again and again, the tale that we professional drivers are not allowed to load and unload our vehicles. Someone once heard that there is a law that would state this. Unfortunately, this is again and again fueled by certain, often shining with half-knowledge, actors in social networks. But to be honest: This law does not exist. And there is also no law from which you could currently derive this factually. The Loading and Unloading Ban To take a closer look at how one even comes up with this narrow beam? It is actually simple, because often the § 412 HGB is named, in which exactly this would be stated. But let\u0026rsquo;s first take a look at what exactly is stated in the 412th section: § 412 Loading and Unloading. Regulatory Authority (1) Unless the circumstances or the traffic situation indicate otherwise, the sender must load, stack and secure the goods (loading) and unload them in a transport-safe manner. The freight carrier must ensure the operationally safe loading. (2) For the loading and unloading time, which, in the absence of a different agreement, is measured according to a reasonable period for the circumstances of the case, no special remuneration may be claimed. (3) If the freight carrier waits beyond the loading or unloading time due to a contractual agreement or for reasons not attributable to his risk area, he is entitled to a reasonable remuneration (standgeld). (4) The Federal Ministry of Justice is authorized, in agreement with the Federal Ministry for Digital and Transport, to issue regulations by law that do not require the consent of the Bundesrat, for inland waterway transport, taking into account the type of vehicles intended for transport, the type and quantity of goods to be loaded, the technical means available for the goods handling, and the requirements of an accelerated traffic flow, to determine the conditions for the start of the loading and unloading time, its duration, and the amount of standgeld. So, that is the complete paragraph 412 as it stands in the HGB. However, often the loading and unloading ban is derived from the first paragraph. (1) Unless the circumstances or the traffic situation indicate otherwise, the sender must load, stack and secure the goods (loading) and unload them in a transport-safe manner. The freight carrier must ensure the operationally safe loading. With a lot of imagination, one could derive a loading and unloading ban for BKF from this. However… However, there is much to consider here. Already the first sentence states that circumstances or traffic situation can lead to the fact that as a BKF you have to load and also unload the goods. But also further on, even though it states what the obligations of the sender are, it does not state that he may not delegate this or make it a condition of the transport order. We still have a contract law in Germany. To put it even clearer: Just because it states that the sender must load and secure the goods in a transport-safe manner, it does not say how he must or may do it. And what actually also belongs to the basic knowledge of a BKF: The freight carrier is not necessarily also the one who actually drives it from A to B. In the comments, which exist for every law, this becomes even clearer: Guckst du . There is no ban Let us summarize: There is no general loading and unloading ban in Germany. The only exception is here the CMR law, which only applies in cross-border transport. That means: Only because you have a CMR bill of lading for a national transport does not mean that the CMR law also applies here. One of the few exceptions here: Overseas containers. They only have to secure the containers on the chassis so that they do not fall down. Even the doors of the container may you not open . Practically, however, it is done, and in many companies it is even expected. Once, the refusal to open the doors led to a lifetime house ban for me. Well, I didn\u0026rsquo;t care. I had the instruction from my former employer: You don\u0026rsquo;t open the doors. I had that instruction in writing. So once again: There is no general loading and unloading ban in Germany. It would not be feasible to realize it in many areas.","date":"2024-06-29","permalink":"/en/post/bkf/beundentladen/","section":"post","title":"The Fairy Tale of the Loading and Unloading Ban"},{"content":"Extract and Translate PDF under Linux This tutorial shows how to convert a PDF document (e.g., a French PDF) into searchable text using open-source tools on a Linux system and then translate it into German. Prerequisites Linux system (Debian, LMDE, or any other distribution) Terminal access Installation of the following packages: ocrmypdf poppler-utils tesseract-ocr-fra (French language for OCR) tesseract-ocr-deu (German language, if needed for OCR) translate-shell (for machine translation) Optional: po4a and gettext tools for PO/POT workflow 1. Check if text can be directly extracted from the PDF Open the PDF with a PDF reader (e.g., Evince, Okular) and try to select and copy text. If it works: Extract text directly pdftotext input.pdf dokument.txt If not (scanned PDF without text), proceed with OCR. 2. Run OCR on the PDF OCR generates invisible text in the PDF that is searchable and extractable. ocrmypdf -l fra input.pdf output_ocr.pdf Explanation: -l fra indicates that the texts are in French (OCR language) input.pdf is your original PDF output_ocr.pdf is the new file with an embedded text layer 3. Extract text from the OCR PDF Now you can extract the recognized text: pdftotext output_ocr.pdf dokument.txt The file dokument.txt contains the pure French text. 4. Machine translate the text into German Translate the text using translate-shell: trans -b :de -i dokument.txt -o dokument_de.txt Parameters: -b: \u0026ldquo;Brief mode\u0026rdquo; (translates only the text, no additional info) :de: Target language German -i: Input file (here French text) -o: Output file (German translation) 5. Optional: Professional PO/POT workflow with po4a For larger projects or better management, you can proceed as follows: a) Create POT file from text po4a-gettextize -f text -m dokument.txt -p dokument.pot b) Create PO file for German msginit --input=dokument.pot --locale=de --output=dokument-de.po c) Edit .po file Open dokument-de.po with a text editor or a tool like Poedit . d) Transfer translation back to text format po4a-translate -f text -m dokument.txt -p dokument-de.po -l dokument_de.txt Summary of all commands 1. Install packages sudo apt update sudo apt install ocrmypdf poppler-utils tesseract-ocr-fra tesseract-ocr-deu translate-shell po4a gettext 2. Create OCR PDF (for scanned PDF) ocrmypdf -l fra input.pdf output_ocr.pdf 3. Extract text from OCR PDF pdftotext output_ocr.pdf dokument.txt 4. Translate text into German trans -b :de -i dokument.txt -o dokument_de.txt Optional: PO workflow po4a-gettextize -f text -m dokument.txt -p dokument.pot msginit --input=dokument.pot --locale=de --output=dokument-de.po Edit PO file\u0026hellip; po4a-translate -f text -m dokument.txt -p dokument-de.po -l dokument_de.txt Notes OCR and translation quality may vary depending on the document. Locally installed solutions are preferred, especially for sensitive data. For GUI-based OCR, you can install and use gscan2pdf. The procedure is the same for all languages. For OCR, the respective language must be installed from which you want to translate. Good luck with translating your PDF document!","date":"2024-05-28","permalink":"/en/post/tutorial/pdf_texte_uebersetzen/","section":"post","title":"Translate PDF into German"},{"content":"Then there\u0026rsquo;s the next change regarding the driver\u0026rsquo;s cards. Until now, we have had to provide a complete record of our activities for the last 28 days. However, this will change from December 31, 2024. As of today, March 30, 2024, there are only 277 days left until then. Current Regulation The current regulation is set out in Regulation (EC) No 581/2010. This includes both the reading of digital tachographs and the data on when the driver\u0026rsquo;s card must be read. This means that, currently, we must provide a complete record of our activities for the last 28 days. Small tip aside: If you want to know how your driver\u0026rsquo;s card looks, you should get a card reader and software to read the driver\u0026rsquo;s card. Nobody can and will not prohibit you from doing this. The driver\u0026rsquo;s card belongs to you, and so do the data on it. Mobility Package 1 What does this have to do with driver\u0026rsquo;s cards? As part of the Mobility Package published on July 31, 2020, it was decided that the period for the complete record will be extended. Specifically, to 56 days. This can be read in Regulation (EU) 2020/1054. This means that the period during which we can be controlled and for which violations in this period can be penalized will also double. (11) In order to ensure effective enforcement, it is essential that the competent authorities are able, during road checks, to determine whether the driving and rest periods of the current day and the preceding 56 days have been observed correctly. REGULATION (EU) 2020/1054 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL Tachographs for Vehicles over 2.8 Tonnes Here\u0026rsquo;s a little more information on this topic, as this will soon become reality for cross-border transport as well. Even a Ford Kuga would then need to be equipped with a digital tachograph, if used commercially in freight transport. For vehicles with a permissible total weight of 3.5 tonnes or more, there is already a requirement to install a digital tachograph. From mid-2026, this limit will be lowered further, to 2.8 tonnes, for cross-border transport already in 277 days. That is, on December 31, 2024. My Ford Kuga in the picture here has a permissible total weight of 2250 kg. With my trailer behind it, I reach 4350 kg. So, in the case of commercial use, a tachograph would definitely be required. For all other information regarding the driver\u0026rsquo;s card, my article on this topic still applies.","date":"2024-03-30","permalink":"/en/post/bkf/277tage/","section":"post","title":"Only 277 days left"},{"content":"For a long time, I wanted to say nothing about it. But eventually, enough is enough. Eventually, the limit is reached, the cup overflows, and things are boiling over (okay, that part isn\u0026rsquo;t entirely true). One could go on forever with this. But in short, it\u0026rsquo;s actually enough that others tarnish our profession and ruin our image to the point of no return; therefore, so-called professional drivers who claim to be pros shouldn\u0026rsquo;t contribute to that either. It\u0026rsquo;s enough when others do it. Even if I\u0026rsquo;m seen as a hater again But honestly, I don\u0026rsquo;t care at all about this person or group in relation to this. Not only does the main actor of BKF Pro constantly spread false information regarding Regulation 561/2006/EC or the Driving Personnel Ordinance—such as claiming that one can retrieve a driver\u0026rsquo;s card and set the tachograph to \u0026ldquo;Out of Scope\u0026rdquo; during private trips (note: for private trips over 7.5 tonnes, you are still subject to recording obligations for driving and rest times)—but no corrections are allowed on their side either. You get blocked and then denounced. I cannot and will not give back everything that comes from this direction with false claims. It would far exceed the scope of this post and\u0026hellip; whatever. Right-wing nonsense It\u0026rsquo;s nothing new for many. Heard more often since Corona, unfortunately. And regrettably, there are also many pieces of misinformation among them that people fall for. Well, propaganda in this political corner doesn\u0026rsquo;t work any other way. But it\u0026rsquo;s also the reason why I\u0026rsquo;ve had enough now. Why I assume I\u0026rsquo;ve stayed silent long enough. Not only has the aforementioned main actor managed to be immortalized on the pages of Correctiv , but now they\u0026rsquo;re even calling for demonstrations with and against Reichsbürger. The image sends clear signals about who you\u0026rsquo;re demonstrating with. And no, swapping out the images afterward doesn\u0026rsquo;t help\u0026hellip; Oh, while we\u0026rsquo;re on the topic of Correctiv, here\u0026rsquo;s a bit of background information as a small note, since it\u0026rsquo;s already circulating—naturally, again incorrectly. Before the Regional Court in Hamburg, lawyer Ulrich Vosgerau sued because he allegedly was misrepresented. On social networks, it\u0026rsquo;s already spreading that the article in which this event supposedly took place has been completely destroyed by the Hamburg Regional Court. That\u0026rsquo;s not true. I think linking to the press release from the respective court is enough here. Now back to the screenshot with the \u0026ldquo;invitation\u0026rdquo; to the demonstration, which was kindly provided to me. I can no longer access the page on Facebook for the aforementioned reasons—I\u0026rsquo;ve been blocked there. There\u0026rsquo;s a strong rumor online that Antifa demonstrators are being \u0026ldquo;paid.\u0026rdquo; See the image. What\u0026rsquo;s interesting about this is that this so-called \u0026ldquo;circular\u0026rdquo; is completely fake. Because if you just search for the addresses listed on this document online, you\u0026rsquo;ll find facilities of the USA in Germany. Here are the contact details with the corresponding addresses: https://de.usembassy.gov/de/kontakt/ So now are the USA funding these demonstrations? Hardly. A bit silly, isn\u0026rsquo;t it? The fact is one thing: As I wrote above, it\u0026rsquo;s enough that others constantly drag our image as professional drivers into the dirt. And not infrequently with the help of drivers themselves. That someone now comes along and puts us ALL into the right-wing corner goes too far for me personally. If anyone wants to join in, feel free. As for me, I explicitly distance myself from this. I don\u0026rsquo;t want to be lumped together with shady characters in the same drawer, even though that\u0026rsquo;s exactly what will happen. But if you\u0026rsquo;re just unlucky with your thinking, you never even get around to considering it.","date":"2024-02-28","permalink":"/en/post/bkf/es_reicht/","section":"post","title":"Eventually, it's enough"},{"content":"Do you actually know it? The Web client of WhatsApp, or as Meta calls it: linked device. Unfortunately, this has one or more downsides, depending on how you view it. On WhatsApp directly, I can only link another device at a time. For example, if I have WhatsApp Web on my PC and want to use it on a tablet, the PC gets deleted from the WhatsApp app as a linked device. So what would happen if I could only link one more device that could then be used on an unlimited number of devices? Experience the Matrix No, not the movies, even though I watch them very often. What I mean here is the server, or the Matrix software . Matrix is a server software that enables various services to be provided. These include services such as video conferencing, groups / individual chats, and bridges between individual external services. And so we use these bridges to enable WhatsApp on an unlimited number of devices. The same applies to Signal and Telegram. So you have the option to use an app for multiple messengers What We Need An account on a corresponding Matrix server A Matrix client (An overview can be found here ) 5 – 10 minutes of time Have I Got Everything? How Do I Go On? Hmm\u0026hellip; Matrix account? Where do I get it? First, we go to the website https://joinmatrix.org . and click on the corresponding link. We then search for a suitable server on the following page. Here under Apply Filters I have set the criteria after searching for servers. German language and under Features I have selected Bridges. That is what we need. Selection of Filter Server Selection A click on Submit then provided me with this selection list. I decided for the first server immediately. tchncs.de . On this page, you create an account, log in and select the appropriate bot. We then send a message to it so that this provides us WhatsApp, Telegramm, and / or Signal. Selection of Bot Copyable Command Depending on what you want as a bridge, you select the appropriate bot, copy the marked item in the second image and begin a new conversation by pasting it into the line that you see in the third image. It appears when you have logged in. You chat with the bot for something, so that it reacts. Then enter the following commands: Login (with your phone number) QR Code with the main device scan, where the WhatsApp app is installed (for Telegramm follow the further instructions) After you have logged in to WhatsApp, you can tell the bot that it should synchronize your contacts and groups. This is done with the command sync contacts sync groups If synchronization of contacts does not work, you can also alternatively list the contacts. You do this with the command list contacts It looks approximately like this. You will not see all your contacts, therefore you can also write to people with whom you want to communicate via WhatsApp directly. To do this, you find out the phone number of the respective person and tell the bot the following: pm +49 (dietelefonnummerdeskontaktes) Important here: The number must be written in international format. So with the respective country code. If you do not already have these phone numbers saved in your address book in this format, you must change it here. An overview of the respective country codes worldwide can be found here: Wikipedia Otherwise, you can also click on the links to the profiles and then on the right side on Message. Then a room will be created in which you can write to the respective person. In Conclusion Whether or not you need it is left up to each person themselves. It has so far had the advantage that WhatsApp can be used on more than just one other device. I can use it on an unlimited number of devices if I want. Furthermore, I can use multiple messenger services in one app and do not have to move around with the device where the main accounts are used. With WhatsApp, I must show the \u0026ldquo;main device\u0026rdquo; online once every 14 days. Here you could now think about whether you do not want to put WhatsApp into a virtual prison so that you do not need a Meta App for WhatsApp on your smartphone at all. At least WhatsApp 75 Permissions are approved, which are actually not necessary. However, it is only to very few people that it is incomprehensible why one still holds fast to WhatsApp despite the whole data and user scandal of Meta. I mean, the last scandal at Meta has revealed over 45 million user accounts. And yet, no one is bothered. Therefore, what I wrote here is only for people who are concerned about their privacy and / or want to combine WhatsApp, Telegramm, and / or Signal in a messenger. Who wants to put WhatsApp into a virtual prison should perhaps read here . One last thing to say about this whole thing: If you use a lot of chat messages but can also call directly (my opinion), you should check beforehand whether the specific server supports it. It doesn\u0026rsquo;t work on every server and not with every Matrix client.","date":"2024-02-17","permalink":"/en/post/tutorial/whatsapp/","section":"post","title":"WhatsApp Without the WhatsApp App"},{"content":"The De-minimis funding program no longer exists under that name. The initiative needed a new, more descriptive title and was renamed Environmental Protection and Safety (US). Well, if it works, there must be reasons behind the change. Does this renaming cost money? I\u0026rsquo;m not entirely sure, but I can imagine it does. The reason for—or rather, the current reason—is that the name De-minimis did not allow any inference about the goals or content of the funding program. To improve public perception, a name change was decided upon. Hence, the entire program is now called Environmental Protection and Safety (US). The service portal has not yet been fully updated to reflect this new name; therefore, it may still occur that the abbreviation DM appears instead of US under various entries. This shouldn\u0026rsquo;t come as a surprise. Even one year after the renaming of BAG to BALM, not all vehicles have been rebranded yet—some are still circulating with the old \u0026ldquo;BAG\u0026rdquo; markings. What Changes Apart from the name and the funding method, nothing else has changed. Although BGL had requested an increase in subsidy amounts from the De-minimis program, this was not implemented. The rules remain unchanged: €2,000 per vehicle or a total annual sum of €33,000. This means that a fleet with 16.5 pulling units will still receive funding for all vehicles. Anything larger falls outside the scope. Windhund Procedure With the 2024 funding period (the application period begins on February 5, 2024, and ends on May 31, 2024), the so-called \u0026ldquo;Windhund procedure\u0026rdquo; has been reintroduced. This means: when the pot is empty, it\u0026rsquo;s empty—or whoever applies first gets funded first. What Is Funded A list of eligible \u0026ldquo;measures\u0026rdquo; can be found on the BALM website . Listing everything here would exceed the scope of this document. There is also a comprehensive explanation of the new funding program, which clarifies who qualifies for subsidies and who does not. As with De-minimis, companies that own trailers but lack their own prime movers will again receive no funding. At minimum, you must own a prime mover in which you are registered as the holder; only then can you also receive funding for leased or rented vehicles.","date":"2024-02-02","permalink":"/en/post/bkf/eisplatten/foerderung/","section":"post","title":"Environmental Protection and Safety – Successor to De-minimis Explained"},{"content":"Ich habe es dann getan. WhatsApp ist gelöscht, das Konto darf Meta ebenfalls löschen. Eine entsprechende Mail ist raus. Doch warum sollte man sich gegen WhatsApp entscheiden? Ich weiß, Datenkraken gibt es überall, wie ich es schon in anderen Beiträgen geschrieben habe, ist das Smartphone mit einem Google infiziertem Android die größte Datenkrake überhaupt. Der eine oder andere wird vielleicht denken, dass ich nun völlig spinne. Mag sein, dass Ihr das so seht, ich nicht. Ich will selbst entscheiden, wem ich meine Daten hinterher schmeiße und wem nicht. Wie habe ich es noch auf einer anderen Webseite gelesen? Der Wunsch, ohne WhatsApp zu leben, ist keine Entscheidung gegen die simplen Funktionen von WhatsApp, die auch andere Messenger leisten, sondern eine Entscheidung gegen Meta. Dr. DSGVO Eine Entscheidung gegen…. Jedoch, bei mir ist es nur zum Teil eine Entscheidung gegen Meta. Facebook werde ich weiterhin nutzen, um andere mit meinen Beiträgen zu belästigen :). Klar, jetzt könnte man sagen, wenn WhatsApp wegen Datenschutzgründen gelöscht, dann müsste man auch Facebook und Instagram verbannen. Theoretisch ja, jedoch kann man auch da einschränken, was Meta von einem erfährt. Auf meinem Smartphone ist alles, was mit Meta zu tun hat, gelöscht. Die Seiten werden nur noch über den Browser aufgerufen. Und hier ist es wichtig, dass man das Tracking blockiert. Das geht mittlerweile mit vielen Browsern, doch scheinbar nutzen diese Funktion nur sehr wenige. Wie funktioniert das Tracking im Internet Oder anders gefragt, was ist Webtracking überhaupt? Webtracking ist simple erklärt. Jede Bewegung, jeder Klick, jeder Kauf, jeder Seitenaufruf wird im Internet verfolgt und ausgewertet. Du suchst heute nach der geilsten Bohrmaschine aller Zeiten und morgen bekommst Du in den sozialen Netzwerken zum größten Teil Werbung über Bohrmaschinen und Zubehör angezeigt. Und die Techniken zum Tracken werden immer weiter entwickelt und verbessert. Worüber wird getrackt? Tracking funktioniert weitestgehend über Cookies und IP-Adressen zur Standortlokalisierung. Und ja, auch ich verwende noch Eure IP-Adressen dafür, dass meine Statistiken gefüllt werden, wie bspw. die populärsten Beiträge auf dieser Seite anzuzeigen. Allerdings, im Gegensatz zu den Leuten, die ein reges Interesse daran haben, Eure vollständige IP-Adresse zu bekommen, wird bei mir diese Zahlenkombination anonymisiert. D.h. ich kriege nicht Eure vollständige IP-Adresse angezeigt, sondern nur die ersten 3 Zahlen. Da ich aber auch hier den Schutz Eurer Daten nicht vernachlässigen will, suche ich schon nach einer besseren Lösung. Doch zurück zum Thema. Tracking funktioniert bei Facebook auf vielfältige Weise. Nicht nur über Cookies oder IP-Adressen. Der „Gefällt mir“-Button ist eine weitere Möglichkeit für Meta Eure „Geschmäcker“ zu erfahren. Tracking ist allgegenwärtig Dass man immer und überall getrackt wird, sollte jedem klar sein. Und nein, die Aussage: Man kann ja nichts dagegen machen … Stimmt so nicht. Klar kann man was dagegen machen. Wie ich hier und auch in anderen Beiträgen zu diesem Thema geschrieben habe, man muss es in erster Linie wollen. Dann kann man sich auch um das wie kümmern. Allerdings, mit einem Finger schnippen, ist es nicht getan. Es ist ein langfristiger Prozess, der viele Dinge im täglichen Leben ändert. Bis es dann zur Gewohnheit wird. Wie geht es weiter Die Meta Apps von meinem Handy zu verbannen, war nur ein erster Schritt. Ich plane ohnehin schon seit Längerem mir ein Smartphone zuzulegen, wo kein Android darauf läuft. Ich will Linux auf meinem Handy. Ja, Android ist ein Linux Derivat. Ich weiß. Aber genau wie bei Linux nehme ich auch lieber das Original und nicht nur eine Kopie, auch wenn sich viele Distributionen mittlerweile verselbstständigt haben, die wie Ubuntu und Linux Mint auf Debian basieren. Übergangsweise, bis ich entweder mein Blackview auf Linux umgestellt, oder mir ein anderes Smartphone zugelegt habe, wo gleich Linux installiert ist, nutze ich Threema und SimpleX als Messenger. Gut, Threema kostet zwar 5 € jedoch ist es da keine Pflicht, die Handynummer anzugeben, oder Zugriff auf meine Kontakte gewähren. Man kann es machen, um andere zu finden, die ebenfalls Threema installiert haben. SimpleX hingegen kommt vollständig ohne Angabe von der Handynummer oder den Zugriff auf die Kontaktliste aus. Man hat erst gar keine Möglichkeit, das eine oder das andere zu machen. Man teilt einen Link für die Kommunikation untereinander, oder lässt den Gegenüber einen QR-Code scannen. Und auch gerade Firmen sollten sich Gedanken machen, ob es sinnvoll ist, Ihre firmenbezogene Kommunikation über einen so offenen Messenger wie WhatsApp laufen zu lassen. Da sollte dann die Überlegung sein, entweder Thre,ema oder SimpleX zu nutzen. Wobei, aus Datenschutzsicht eher SimpleX als Threema. Oder man macht es auch ganz anders. Vielleicht hilft da dieser Beitrag weiter…","date":"2023-11-17","permalink":"/en/post/allgemein/whatsapple/","section":"post","title":"And goodbye WhatsApp"},{"content":"Sporadisch gibt es lustige Leute, die fragen nach den Lenk- und Ruhezeiten. Ob die das nun ernst meinen, oder zum Spaß eine sinnlose Diskussion losziehen wollen, weiß ich nicht. Aber nun ja. Die Lenk- und Ruhezeiten zu kennen, gehört meines Erachtens zum beruflichen Grundwissen. Also das, was man auf jeden Fall wissen muss. Ohne dem geht es nicht oder es wird halt teuer. Allerdings, dass es bei vielen mit dem Basiswissen hapert, ist nichts Neues und kommt auch nicht nur in unserem Beruf vor. Wo ist das Ganze überhaupt geregelt Die Mutter aller Gesetze, die für das Fahrpersonal darstellt, ist die VO561/2006/EG . In dieser EU-Verordnung ist eigentlich alles geregelt, was wir Fahrer dürfen und was nicht, so wie auch, was unsere Disponenten und Arbeitgeber dürfen und was nicht. Auf nationaler Ebene heißt das Fahrpersonalverordnung / Fahrpersonalgesetz . Ruhezeiten: Wie sind sie definiert Die Regeln für die EU-weit geltenden Lenk- und Ruhezeiten findet man in Kapitel II der o.g. Verordnung. Es sind die Artikel 6 – 9, die sich mit diesem Thema beschäftigten. Darin ist geregelt, dass die tägliche Lenkzeit max. 9 Stunden (nach 4,5h müssen 45 Minuten Lenkzeitunterbrechung stattfinden, welche auch innerhalb der 4,5h zu je 1x 15 und 1x 30 Minuten gesplittet werden können, und zwar genau in der Reihenfolge) beträgt, bzw. 2x pro Woche auf 10 Stunden verlängert werden darf. Die täglichen Ruhezeiten 11 Stunden betragen, bzw. diese 3x zwischen 2 wöchentlichen Ruhezeiten auf 9 Stunden verkürzt werden dürfen. Diese Art von Fragen tauchen bei Facebook immer wieder auf. Ob die ernst gemeint sind, oder wieder nur sinnlose Diskussionen anregen soll, lasse ich mal dahingestellt. Innerhalb von 24 Stunden nach dem Ende der vorangegangenen täglichen oder wöchentlichen Ruhezeit muss der Fahrer eine neue tägliche Ruhezeit genommen haben. Beträgt der Teil der täglichen Ruhezeit, die in den 24-Stunden-Zeitraum fällt, mindestens 9 Stunden, jedoch weniger als 11 Stunden, so ist die fragliche tägliche Ruhezeit als reduzierte tägliche Ruhezeit anzusehen. VO561/2006/EGA Artikel 8 Abs. 2 Erklärung dazu? Kein Problem. Ein Tag hat bekanntlich 24 Stunden. Egal, ob die Erde dabei rund oder flach ist, ob Sommer oder Winterzeit herrscht. 24 Stunden gelten immer! Heißt also ich habe innerhalb eines gesamten Tages (von 24 Stunden) die Zeit, meine Arbeit zu erledigen (9 Stunden Lenkzeit + Be- und Entladung + Pausen und Bereitschaftszeiten) und muss dann min. 11 bzw. max. 9 Stunden Ruhezeit einlegen. Je nachdem, was ich zur Verfügung habe. Um es mal mit Uhrzeiten zu belegen: Ich fange morgens um 6 Uhr an, dürfte dann bis um 16:45 Uhr fahren, oder halt bis 16:45 Uhr fahren, Be- und Entladen. Warum 16:45 Uhr? Wegen der 45-minütigen Lenkzeitunterbrechung (Pause), die ich nach spätestens viereinhalb Stunden einlegen muss. Allerdings kann ich mit Bereitschaftszeiten das ganze auch noch bis um 19:45 Uhr strecken, darf dann aber nur noch eine Ruhezeit von 9 Stunden einlegen, da ich sonst den bereits erwähnten 24-Stundenzeitraum überschreite. Klar kann ich auch länger Pause machen. Es zählt aber dann weiterhin nur als verkürzte tägliche Ruhezeit. Jedoch beginnt der neue 24 Stundenzeitraum dann erst, wenn man den Tacho wieder auf Arbeitszeit stellt. Gibt es noch andere Regelungen? Mir fällt da spontan nur eine ein, welche allerdings vorwiegend den Nahverkehr betrifft und da dann auch nur was die Lenkzeitunterbrechungen angeht. Pausenzeiten nach §4 ArbZG Im Arbeitszeitgesetz ist im § 4 ArbZG festgelegt, dass man nicht länger als 6 Stunden ohne Pause arbeiten darf. Genauer gesagt: Die Arbeit ist durch im voraus feststehende Ruhepausen von mindestens 30 Minuten bei einer Arbeitszeit von mehr als sechs bis zu neun Stunden und 45 Minuten bei einer Arbeitszeit von mehr als neun Stunden insgesamt zu unterbrechen. Die Ruhepausen nach Satz 1 können in Zeitabschnitte von jeweils mindestens 15 Minuten aufgeteilt werden. Länger als sechs Stunden hintereinander dürfen Arbeitnehmer nicht ohne Ruhepause beschäftigt werden. § 4 ArbZG . Ich bevorzuge dabei Folgendes: Je nachdem, was ich zuerst erreiche (Lenkzeit von 4,5h oder 6 Stunden reine Arbeitszeit, wobei Lenkzeit = Arbeitszeit ist) muss ich entweder 15 Minuten Pause (30 Minuten, wenn ich die Pause nicht splitte) machen oder 45 Minuten bei der Lenkzeitunterbrechung. Heißt also, mit Ablauf der letzten Minute (5:59h), sollte man schon auf dem Parkplatz stehen. GloboFleet bspw. wertet schon die erste Minute darüber als Verstoß, die Behörden vermute ich eher mal nicht, je nachdem wie lange man drüber ist. Man kann natürlich auch treu dem Gesetz 6 Stunden arbeiten, macht dann 15, 30 oder 45 Minuten Pause und dann geht es regulär weiter, bis die tägliche Gesamtarbeitszeit erreicht ist. Doppelwoche und andere Regelungen Die gesamte Lenkzeit innerhalb einer Arbeitswoche darf 56 Stunden nicht überschreiten. Innerhalb von 2 Wochen maximal 90 Stunden. Heißt, um es auf die Spitze zu treiben: In der ersten Woche reize ich meine Lenkzeiten voll aus, sodass ich nicht über die 56 Stunden komme. Für die zweite Woche habe ich dann nur noch 34 Stunden reine Lenkzeit zur Verfügung, da ich ja nicht über 90 Stunden kommen darf. Heißt, wenn ich mittwochs meine 90 Stunden voll habe, darf ich erst in der Folgewoche Montags um 00:01 wieder losfahren, unabhängig davon, ob man eine Wochenruhezeit eingelegt hat oder nicht. Denn, eine Woche zählt von Montag bis Sonntag und eine Wochenruhezeit muss ich zwar spätestens nach 6 24-Stundenzeiträumen einlegen, ist aber nicht an bestimmte Wochentage gebunden. So sollte für die Erbsenzähler reichen. Yes, and what about working hours? That\u0026rsquo;s not a problem. Because according to § 21a ArbZg, my weekly working hours can be extended up to 60 hours, provided that within 16 weeks an average of 48 hours is not exceeded. Splitting the daily rest period It may sound strange, but it is also possible. The daily rest period of 11 hours can be split into 3 hours and 9 hours, and this counts as a full daily rest period and not as a shortened one. I may end up with a total of 12 hours, but that\u0026rsquo;s irrelevant. On a parking lot of a bakery chain in the Bremer GVZ Shortening the weekly rest period Assuming that the weekly rest period must be at least 45 hours, I will set that as a premise. If not, then we know now. However, if I can shorten the daily rest period from 11 to 9 hours, can I also shorten the weekly rest period? Yes, that is possible. Up to a maximum of 24 hours. So anything within the range of 24 and 45 hours counts as a shortened weekly rest period. And how often can I shorten the weekly rest period consecutively? Article 8, paragraph 6 of VO561/2006/EG states the following: (6) In two consecutive weeks, the driver must observe at least the following rest periods: two regular weekly rest periods or one regular weekly rest period and one reduced weekly rest period of at least 24 hours. However, the reduction must be compensated by an equivalent rest break that must be taken without interruption before the end of the third week following the relevant week. A weekly rest period begins latest at the end of six 24-hour periods after the end of the previous weekly rest period. Artikel 8 Abs. 6 VO561/2006/EG To translate this: I may shorten between two regular weekly rest periods only once and must add the time that was shortened during the reduced weekly rest period to the next regular weekly rest period. To illustrate with numbers: If I shorten my weekly rest period from 45 hours to 32 hours, I must add the difference (13 hours) to the next weekly rest period of 45 hours. So 45 + 13 results in a total of 68 hours of rest that I must take. The more I shorten (up to a maximum of 24 hours), the more I must add later. In between, the ruling of the European Court of Justice In Hungary, a locomotive driver sued because he did not get 11 hours of rest before or after free days or holidays. It sounds strange, but that\u0026rsquo;s how it was. The whole matter eve","date":"2023-10-11","permalink":"/en/post/bkf/lurz/","section":"post","title":"Driving and rest periods – It's not that difficult, is it?"},{"content":"Currently, there is no direct way to stream live from an Xbox to TikTok. However, thanks to Xbox Game Pass, there is a cost-effective workaround. I will show you this in this tutorial. In many guides I found myself, one has to buy expensive hardware. However, I am someone who takes what they have and tries to achieve what they want with it. Extra Hardware? Not Here! I searched the web for possibilities, and others had them ready as well. One should buy so-called Game Capture Cards, connect them to the Xbox, configure them, and then stream to TikTok via a PC and corresponding software (which also needs configuration). But buying extra hardware for that? Especially since I don\u0026rsquo;t have financial concerns for streaming anyway? No, it has to go differently. And lo and behold, Microsoft himself gave me the idea. What do I need? Let\u0026rsquo;s first assume that the prerequisites for live streaming on TikTok are met. That means TikTok Live Studio is already set up. I will not cover this here; there are plenty of guides on YouTube. So what do I need: TikTok Live Studio An Xbox (logically) PC or Laptop Xbox App from the Microsoft Store on the PC/Laptop MS Windows 10 or 11 Remote streaming must be active on the Xbox First, start the Xbox, log in, and be happy. Then, start the Xbox App on the PC/Laptop and, if not already done, connect it to the Xbox. Simply follow the instructions on the screen. Click on the symbol marked in the red box and select the corresponding Xbox from which you want to stream (yes, there are people who, like me, have more than just one). This scenario appears briefly, after which the Xbox home screen starts. When the Xbox home screen appears, you can choose what to do. Either download the game to be streamed in the meantime, or start TikTok Live Studio, go down to \u0026ldquo;Start Live,\u0026rdquo; and it\u0026rsquo;s off to a good start. As soon as you have started the live stream, the game will also be transmitted, provided the Xbox App is in the foreground. Otherwise, you will only see your desktop with TikTok Live Studio 🙂","date":"2023-07-30","permalink":"/en/post/tutorial/tikxbox/","section":"post","title":"How to actually stream from the Xbox to TikTok"},{"content":"📌 Post contains advertising BlueParrott S650-XT, what should it be able to do The Jabra BlueParrott S650-XT has been specifically developed for mobile personnel. It is a device of sorts for everything. Whether talking on the phone, listening to music, or watching movies, the headset can be used for all these purposes. Whether in mono or stereo quality, the BlueParrott S650-XT is supposed to provide this. The manufacturer states on its own website that not only must the truck be roadworthy, but also the headset must be prepared for all situations in our professional daily life. Therefore, the headset has protection against dust and water, according to IP54 rating. Like with all previous BlueParrott headsets, this one also has extreme suppression of background noise, up to 96%. So none of my conversation partners noticed when I was sitting on the crane to load, or when the radio in the truck was at normal volume. For the test, I tried out with some people when one could hear the radio. The volume goes up to 32 on the Scania, and at 23–26 one could hear the radio indistinctly. Even handling the leaf blower or chainsaw was audible in the conversation, but very quietly. Further functions in detail Of course, noise cancellation is not the only highlight of the headset. As I already said in the videos on TikTok, I actually don\u0026rsquo;t have to take off the headset. Not even when I am talking with others. Sure, it is unfriendly towards the conversation partner, but the headset offers me the possibility to transmit conversations and especially ambient noises to my ears. For this, the headset has a so-called \u0026ldquo;listen mode\u0026rdquo; that is so sensitive that one can even hear the rubbing of two fingers together at thigh level loudly. Just as I can also filter out all sounds around me with the headset, this makes the so-called ANC (Active Noise Canceling) possible. For some, this may now sound strange, but when you activate ANC, you notice it in your ears. I cannot describe it exactly, but I can try. When you activate ANC, it feels as if something is pressed onto your ears and thus the ear canals are clogged. As mentioned before, I cannot describe the feeling, yes, one must experience it once. Like with all other BlueParrott headsets, the S650-XT also has a button that I can assign different functions to. For example, I can set up voice control with different commands (unfortunately only in English), a number to be dialed by pressing the button, answer calls, reject them, or even call back numbers. Of course, hanging up is also possible via voice or by pressing the power button. However, this does not work with the commands for me. Why I cannot understand it, either I speak too indistinctly or it doesn\u0026rsquo;t work in general at all. But that\u0026rsquo;s okay, because I can also express my \u0026ldquo;wishes\u0026rdquo; via voice control on the phone in German. The special button can be downloaded from the app stores of Google and Apple, but it is still only available in English. I had already complained about this during my first test in 2016, but here the Americans seem stubborn. To bring the headset up to the latest software version, one can do so via the app, but I recommend the BlueParrott Updater software , which can be downloaded from the homepage. Although the software is also indicated as multilingual, the selection options are limited to English and Chinese. As you can see in the app, the S650-XT has two designations. Because the headset is also available in a simpler variant: as the B650-XT. It differs only in a few details from the S650-XT. And that is in the equipment, more precisely, the included accessories. While the S650-XT is delivered with an additional ear cup and a hardcover case, the B650-XT comes only with an adapter for the cigarette lighter. As you can see in the picture, the second ear cup can be removed, because headphones in the conventional form are not allowed on public roads. However, the second ear cup and also the case can be ordered separately. There are also differences in weight: The S650-XT weighs 309 grams, while the B650-XT weighs 216 grams. Of course, there is also a price difference. The S650-XT currently costs 170.37 € on Amazon and the B650-XT 145.35 €. Conclusion All in all, the Jabra BlueParrott S650-XT meets my expectations for a headset from this company, which unfortunately was not the case with the last test of the M300-XT. Super sound quality, the noise cancellation does its job to my full satisfaction. My loading activities in the forest or also when unloading tree trunks at the sawmill are not heard by conversation partners; I can talk normally about this, as if my conversation partner were sitting/standing opposite me. So one does not have to shout like with other headsets to overpower ambient noises. The only thing that bothers me so far is that the app is still only available in English and not, like with others, in the user\u0026rsquo;s respective national language. Furthermore, the ear cups could be a bit larger, so that the wearing comfort is also better for my \u0026ldquo;slender\u0026rdquo; ears. Whether one should buy such a headset for the price is up to each individual to decide. For pure phone calls, there are cheaper alternatives available, including from Jabra BlueParrott like the B350-XT. However, it is not protected against water and dust, unlike the B650-XT or the S650-XT. If you are looking for a multifunctional headset that can be used not only for phone calls but also purely for listening to music / audiobooks or even for gaming, then the Jabra BlueParrott S650-XT is an optimal choice. One could now argue whether one looks foolish with such a headset or not. Because although today\u0026rsquo;s trucks are technically capable of connecting two devices via Bluetooth, it is still quite common to see drivers holding their smartphones to their ears. Then rather look \u0026ldquo;stupid\u0026rdquo; than spend 100 € + expenses and get 1 point in Flensburg.","date":"2023-03-26","permalink":"/en/post/test/blueparrots650/","section":"post","title":"Jabra BlueParrott S650-XT – Headset Review"},{"content":"We all know the problem. At the end of driving time, it is often impossible to find a parking space. The legislature is strict on this matter, and courts repeatedly state that one must seek a suitable parking opportunity in good time. What exactly \u0026ldquo;in good time\u0026rdquo; means, I don\u0026rsquo;t know either, and contrary to my old post on this topic, I want to dispel the myth here that there is an exception for precisely this case where no parking space can be found. More specifically, this concerns Article 12 of Regulation (EC) No 561/2006. This is the article that allows you to deviate from this EU regulation in an exceptional situation so that a safe and suitable place for the daily rest period or driving time break can still be found. What exactly does Article 12 state? 1 Sofern die Sicherheit im Straßenverkehr nicht gefährdet wird, kann der Fahrer von den Artikeln 6 bis 9 abweichen, um einen geeigneten Halteplatz zu erreichen, soweit dies erforderlich ist, um die Sicherheit von Personen, des Fahrzeugs oder seiner Ladung zu gewährleisten. Der Fahrer hat Art und Grund dieser Abweichung spätestens bei Erreichen des geeigneten Halteplatzes handschriftlich auf dem Schaublatt des Kontrollgeräts oder einem Ausdruck aus dem Kontrollgerät oder im Arbeitszeitplan zu vermerken.Wir brauchen hier auch nicht darüber zu reden, dass die Parkplatzsituation in Deutschland für den Arsch ist. Zu viele Lkws für zu wenige Parkplätze. Und nein, die Bahn ist oftmals keine Alternative. In my old article I had written that Article 12 could be used as an exception when no parking space can be found. That is incorrect. Because everyone knows today that parking spaces are scarce, it is no longer an exception if one cannot find this coveted commodity. Even though I corrected this in the old article afterwards, few people read a text to the end. Therefore, here is the new, correct version. What is meant by exceptions? Exceptions in this case refer to events that neither you nor the dispatcher or boss can plan for. Traffic jams, full road closures due to accidents, etc. The fact that no parking space may be available on the route driven must therefore be planned for in advance. Yes, but I am allowed to exceed driving time, there is a new regulation for that Hmm … Yes, that is almost correct. According to the changes introduced with the Mobility Package 2018, one may now extend the driving time by one or even two hours for the \u0026ldquo;weekend\u0026rdquo; (figuratively speaking), so that one can still get \u0026ldquo;home\u0026rdquo;. That is, to where the truck\u0026rsquo;s home base is located. But also only if an unforeseeable event has crossed out the plan, allowing you to reach the depot within the regular driving time. Or simply if you have the truck parked in front of your own door. To prevent one or another instructor for the 95 from having a heart attack because I wrote about the weekend: This refers to the weekly rest period that I can take independently of a specific part of the week. I think this is sufficient correction. A regular case such as missing parking spaces is not an exception under Article 12 of Regulation (EC) No 561/2006.","date":"2023-02-09","permalink":"/en/post/bkf/kein_parkplatz/","section":"post","title":"No driving time \u0026 no parking spot: What does Article 12 actually allow?"},{"content":"The German Right to Strike: Origins, Rules, and Significance Origins of the Right to Strike in Germany The German right to strike has its roots in the working class during the industrialization of the 19th century. A defining event was the Ruhr coal miners\u0026rsquo; strike of 1889. Around 90,000 miners laid down their tools at that time to fight for higher wages and shorter working hours. Despite state repression, the strike strengthened the unions and contributed to the abolition of the Socialists\u0026rsquo; Laws in 1890. A meeting of the striking workers with Kaiser Wilhelm II. highlighted the political relevance of the labor struggle [^1] [^2] [^3]. In the Weimar Republic, political strikes with societal-changing effects followed, such as the general strike of 1918 and the Kapp Putsch of 1920. After 1945, strikes established themselves as an important means for tariff autonomy and social rights, including the November strike of 1948 and shipyard worker strikes in the 1950s. Further defining strike movements followed in the 1960s and 1970s with social and political demands [^4] [^5]. Case Study: The GDL Locomotive Drivers\u0026rsquo; Strike (2020-2024) In recent years, the strike of the German Locomotive Drivers\u0026rsquo; Union (GDL) has been one of the most significant and longest labor conflicts in the German transportation sector. The GDL, a branch union, mainly fought with Deutsche Bahn for the introduction of a 35-hour workweek with full wage compensation, better working conditions, and higher wages. Between 2020 and 2024, there were multiple warning strikes and work stoppages that significantly affected long-distance and regional transport. The conflict was characterized by legal and tariff policy peculiarities, as Deutsche Bahn questioned the GDL\u0026rsquo;s tariff authority. The founding of the \u0026ldquo;Fair Train\u0026rdquo; temporary worker cooperative increased the complexity. After long negotiations, an agreement was reached in 2024, which provides for a gradual introduction of the 35-hour workweek. The conflict shows how modern labor struggles have not only economic, but also legal and political dimensions [^6] [^7] [^8]. Reasons for the Right to Strike The right to strike enables workers to collectively assert their interests against employers. It has made many social achievements possible, from shorter working hours to co-determination rights. Democratic participation and social justice greatly benefit from the possibility of collective labor action [^4]. What is allowed by the right to strike and when and how? Strikes are legal if they: Are organized by a union, Pursue tariff negotiation goals, Are not politically motivated, Do not conflict with existing collective agreements (peace obligation), Are proportionate and used as a last resort. Wild strikes or political strikes are prohibited. Employees participating in a lawful strike are protected from dismissal, and employers can respond with lockouts [^9]. Difference between union-organized and wild strikes A union-organized strike is the lawful means of labor conflict. It requires the participation of a tariff-qualified union, takes place within the framework of collective bargaining negotiations, and is subject to certain rules (e.g., peace obligation, proportionality). Employees participating in such strikes are protected from dismissal and sanctions and have a claim to strike support. A wild strike, on the other hand, takes place without the approval and organization of a union. Such work stoppages are illegal under German law. Participation in a wild strike constitutes a breach of contract, as the employees unjustly refuse to perform their work. Consequences are severe: The participants no longer have protection against dismissal, can be reprimanded or even dismissed without notice. Also, the employer may claim damages. A wild strike can only become legal if a union subsequently takes it over and integrates it into the collective bargaining process. As long as this does not happen, the strikers act unlawfully. These differences are crucial for the effectiveness and legal security of labor conflicts. While wild strikes may create pressure in the short term, they lead to uncertainties and disadvantages for the employees in the long run. Legal Differences and Consequences of Union-Organized and Wild Strikes Topic Union-Organized Strike Wild Strike Legality Legal, protected by the Basic Law Illegal Protection against dismissal Exists Does not exist Duty of performance Suspended Violated (refusal to work) Payment of wages No wages, but strike pay from the union No wages, no strike pay Employer measures Lockout possible Reprimand, dismissal, damages claim Subsequent legalization Yes, through union takeover Possible, but formally complicated Effects of Strikes in Germany: A Balanced Perspective Strikes are a firmly anchored part of the German labor market and tariff autonomy. They are the most important means for employees to assert legitimate interests – whether for higher wages, better working conditions, or shorter working hours. Economic Consequences In the short term, strikes, especially in key areas such as transportation or logistics, can lead to disruptions and disturbances. Traffic blockades, disruptions in supply chains, or failures in public services are noticeable and can make daily life more difficult for many people. Economists emphasize that strikes are particularly challenging when they occur during economically difficult times—such as during a recession or high inflation. Nevertheless, many economists also see the necessity of strikes: rising living and energy costs put pressure on the purchasing power of workers, and higher wage agreements are an important compensation to ensure social stability. Economic growth without sufficient wages is not stable in the long run. Public Perception In the public sphere, strikes are often measured by their immediate impact—when, for example, trains do not run or kindergartens remain closed, strike behavior becomes particularly noticeable. This can lead to frustrations that are expressed in harsh criticism or polemics. In international comparison, Germany is still considered strike-free. The number of strike days is significantly lower than in many other European countries. Although the number of strikes has increased in recent years, they belong to the normality of a democratic society with collective agreements and social partnership. Conclusion Strikes are indeed associated with inconveniences, yet they are a legitimate, necessary, and ultimately socially meaningful means of securing social and economic justice. A fair balance between workers\u0026rsquo; interests and societal needs is best achieved through mutual respect and willingness to engage in dialogue. Significance of Further Case Examples Coal Miners\u0026rsquo; Strike in the Ruhr Area 1889: A milestone in the workers\u0026rsquo; movement despite state repression [^1]. General Strikes 1918 and Kapp-Putsch 1920: Strikes with significant societal impact [^4]. November Strike 1948: Post-war strike for social rights [^5]. Newspaper and Shipyard Workers\u0026rsquo; Strikes 1950s: Progress for co-determination. September Strikes 1969: Socially oriented wage strikes in the metal industry. Truck Drivers\u0026rsquo; Strikes 1983/1984: Approximately 50,000 participants brought the long-distance transport to a standstill and achieved collective agreements for better working conditions [^13] [^14]. GDL Locomotive Drivers\u0026rsquo; Strikes 2020-2024: Long-lasting labor conflicts with significant economic and societal impact [^6] [^7]. Final Consideration The right to strike is a fundamental achievement that enables workers to collectively stand up for fair conditions. It is not arbitrary chaos, but a constitutionally anchored right with clear rules. From the coal miners\u0026rsquo; strike in 1889 to the truck and locomotive driver strikes of the past decades, strikes have significantly contributed to social justice. Whoever strikes uses a r","date":"2022-10-15","permalink":"/en/post/allgemein/streikrecht/","section":"post","title":"Right to strike"},{"content":"It\u0026rsquo;s electric at the IAA. However, conventional powertrains are still part of the program. But electric drives play the leading role at this year\u0026rsquo;s commercial vehicle trade fair. Smaller transport options were also presented. Hydrogen was also present, which represents a very interesting alternative to electric drives for me. Again: Nothing New Most of what was shown has already been displayed in recent years thanks to Facebook, and certainly, it is something different to see the vehicles live in color and even get to \u0026ldquo;touch the paint.\u0026rdquo; Nevertheless, manufacturers did not miss the opportunity to showcase their new electric vehicles for the press in a grand and exciting manner. Iveco made a huge show of it; Mercedes, despite having a significantly smaller trade fair stand this year, also didn\u0026rsquo;t let itself be deprived of its share of the spotlight. However, if one has paid attention to the pages on social networks from all manufacturers over the past two years due to Corona, one will have a Déjà-vu at the IAA. One or another truck has already been seen, and many are already driving around on the roads. Hydrogen? Cool Thing Talking about electric drives with many providers was already interesting. Even with vehicle builders who were less enthusiastic about manufacturers offering an electric truck that wasn\u0026rsquo;t even fully charged, there was discussion. So even a vehicle builder from Bielefeld had to think about how to get the e-truck from here to Hanover. First, drive through Bielefeld with the unit and find a charging station. In contrast, providers of hydrogen drives were different. While electric mobility was often mocked, one could also have technical discussions with the people there. Particularly interesting was a company from Ostfriesland capable of building a complete hydrogen refueling system starting from power generation, through hydrogen production, to the finished refueling station, both for depot operation and as a ready-to-sell station for supplying hydrogen to others. It\u0026rsquo;s Not All Gold That Glitters Or perhaps nothing glittered at all. As in 2018, on press day, foreign exhibitors were still busy setting up or had just finished:). For example, thoroughly cleaning the vehicle windshields and removing the tools used for this seemed to be too much of a good thing here. However, finding a conversation partner on the outdoor grounds, especially with crane manufacturers like Palfinger, was not necessarily possible, as many were busy filming their IAA presentation clips. Instead, I was able to take a look through the VR glasses at Hiab Loglift to see what field of view this system offers for viewers. Me on the crane. Where else? I find this concept particularly great because one doesn\u0026rsquo;t necessarily have to drive into the mud in bad weather, get out, and climb onto the crane, thereby getting dirty for the first time. Here, it\u0026rsquo;s better to drive something like this on a bad road, move over to the passenger seat, load up, and secure the load outside. And of course, one can also take a seat on an ergonomically redesigned crane 😀 At BG-Verkehr Yes, the Berufsgenossenschaft (BG) responsible for our industry is also present at the IAA in Hall H27, Stand B25. One should go there, as they have many important pieces of information for us. In particular, the brochure shared by some over the past few months regarding the removal of snow and ice should be taken away. My wife and I had a long conversation with a present employee, especially about the topic \u0026ldquo;I\u0026rsquo;m not allowed on the roof, I\u0026rsquo;m not insured\u0026hellip;\u0026rdquo; We were able to discuss this extensively. And what should I say: It\u0026rsquo;s foolish that the BG does not insure someone and won\u0026rsquo;t pay in case of damage. The BG pays in case of damage as a rule. Only afterwards is it checked whether everything was done correctly and where one can recover the money. That means, if self-inflicted fault can be proven, costs must be repaid. Otherwise, no payment. God Be With Us - A Visit to Trucker Church Yes, even though I have nothing more to do with the church association, I can still talk to Raphael Haller from Trucker Church . He will be there all week and not only he will have an open ear for your topics. You can find Trucker Church in Hall H21, Stand B16. And once again, thanks for the coffee :) Conclusion Ingos new truck All in all, it was quite interesting, even though there weren\u0026rsquo;t really any novelties that would have knocked me off my chair. Much was already known, simply because much could be seen on Facebook or other media. That so much emphasis is placed on electric drives seems personally regrettable to me, because in my opinion, this does not cover everything. In distribution traffic, it\u0026rsquo;s okay; in long-haul transport, it works if the range fits. However, charging duration becomes an issue again. I saw vehicles there that need about 2 hours to reach 100% again if the charging station supports it. One can also get slightly informed about autonomous driving; occasionally, a few solution approaches are visible. At Continental, they are also currently experimenting with a smartphone app so that drivers no longer need keys and trucks can be assigned to drivers. For me, this is rather uninteresting, but it might be interesting for those where the driver does not have a fixed truck. In that case, the truck could be parked at a point, the driver would be picked up or leave somehow otherwise; no key needs to be stored since the new driver has access via their smartphone. Whether this is sensible or not, one can debate about that.","date":"2022-09-20","permalink":"/en/post/bkf/iaa/2022_part_one/","section":"post","title":"IAA Transportation 2022 Part 1"},{"content":"TruckTollo Dozer - The Live Test Not too long ago, I reported on the startup TruckTube and their products, the TruckTollo Breaker and the TruckTollo Dozer. In that article, I stated that a test of both products would give me more insight. I was now given the opportunity to examine both systems and also to test them. However, the test could not be done by me alone; other drivers and entrepreneurs were also able to get an impression of the TruckTollo Dozer. To be honest, we took the Breaker out of the bag, inflated it briefly, as assembly was neither possible nor feasible due to time constraints. Ice sheets have no place on truck bodies We don\u0026rsquo;t need to talk anymore about the fact that ice sheets have no place on truck bodies. Sure, the list of excuses isn\u0026rsquo;t that long; they are just constantly repeated. But we all agree: this stuff must come down. No one belongs on the roof I know there are some drivers who assume one must go onto the roof of the trailer, semi-trailer, etc., to remove the ice sheets. That was wrong before the test and even more so after the test. It is true that one has no business being on the body itself. But one never had to climb onto it anyway; only up to roof height, which means one just needs to reach the roof. This can still be done with a BG-compliant ladder and a slider, but also with a snow scaffolding if one happens to have one nearby. Or, as of recently, also with the TruckTollo Dozer. The system is simply explained: We have a slider about 5 - 6 meters long, which is inflated using the truck\u0026rsquo;s board air. And suddenly one has a great device ready to remove snow and ice from the body. Sounds too good to be true? Well, almost. As can be seen in this video , the slush and also the ice sheets can be removed from the body. But to get one thing out of the way beforehand: the trailer has the RSAB system installed, which was operated incorrectly here, but thanks to the Dozer, it still leads to the final result. Snow and ice are off the roof. Here, it was thought that one could remove the ice sheets from the body using the RSAB. The driver then realized himself that this is wrong. The RSAB is inflated before ice sheets can form, so basically before parking the trailer/semi-trailer. Then no sheets can form either. The RSAB is just like the TruckTollo Breaker a preventive system intended to prevent the formation of ice sheets from the start. Neither the RSAB nor the Breaker are suitable for removing existing ice sheets. Whether the hose is inflated or not has no effect on working with the Dozer. The Test My first attempt to inflate this with the supplied pump failed solely because the power supply was too much. The pump is not designed for 24 volts; I found neither a hint in the accompanying description nor on the cigarette lighter plug. This should still be changed. It would be great if both 12 and 24 volts were possible, since not every truck has a 12-volt socket. In my opinion, the supplied filling hose is not suitable for keeping the Breaker in operation over the long term. Since one must take care not to crush and/or damage it during loading and unloading—because the hose does not run along the outside of the body like the RSAB, but comes underneath the tarp—the hose made a very \u0026ldquo;cheap\u0026rdquo; impression on us. Whether one can now run it similarly to the RSAB at the front outer side of the bulkhead is unknown to me, since the hose is attached laterally to the Breaker. Either an angle should be made on the filling hose, or the air connection should be relocated accordingly. Filling itself is very loud. If one were to inflate the hose at night in a parking lot, one would quickly make new \u0026ldquo;friends\u0026rdquo;. In terms of volume, I would say a radiator is quieter. Just like in my previous article on this topic, I do not see the Breaker as an alternative to the RSAB, even if the mobility of the Breaker might provide the only advantage here. But even entrepreneurs present whom I showed the Breaker told me that with a new trailer, the RSAB would be ordered along with it and the Breaker would not come into question as an alternative. Here is the video for the installation of the TruckTollo Breaker. As can be clearly seen, the buckles of the roof tarp are already loosened here and remain loose. The hose itself is attached laterally to the Breaker and runs laterally between the tarp and the slats. This brings with it, in my opinion, the problem that I have to keep an eye on the filling hose during loading and unloading with the forklift so that it does not get damaged. I also see problems with the hose during crane loading. Perhaps a driver from the Eberl logistics company could comment on this. The pump shown in the video is not the one I received. Likewise, one must know that this is optional accessories and must therefore be purchased additionally. Although the Breaker can be filled without this pump, I am not aware of how to get the air out of the Breaker again without the pump, especially when the vehicle is loaded. How do I evaluate all of this now Advantages Disadvantages Easy to store in a storage compartment High time consumption when clearing snow masses and ice plates, as visibility from above the roof is missing, requiring multiple trips over the roof Suitable for people with acrophobia Narrow grooves where ice plates have formed cannot be cleared (especially in the front area of a trailer) Subsidization via Deminimis possible High cost compared to a BG-compliant ladder with slider (1750 €) Ice plates can be smashed Risk of injury when sliding coupling heads together (once not paying attention and you already have your fingers pinched) Can be operated with one hand Space is needed to work with the dozer. Can be used in conjunction with the TruckTollo Breaker or RSAB if forgotten to inflate them before the break Folding up the dozer takes longer than inflating it. Inflated in approx. 1:30 minutes Suitable for use with box body constructions After I have now tested the dozer myself and also had a chance to \u0026ldquo;touch\u0026rdquo; the Breaker (yes, I know, inflating is more than just touching 😛), I can form a better picture of it, unlike in my previous article. And yes, even a woman can handle it. Although it is somewhat\u0026hellip; awkward. As I already told Marcus Mann from TruckTollo, I cannot imagine using the Breaker in active operation. The effort required to mount it every time during trailer exchange in winter, preventing me from focusing on the essentials when loading and unloading, makes the system unusable for me, but not time-consuming enough. Especially since the pump, which has given up the ghost due to missing voltage labeling on my unit, is only available as optional accessories, and I have no way to release air from the hose while loaded. Thus, I cannot continue driving as I exceed 4 meters. Well, in combination with the dozer, entirely new possibilities arise with existing hose systems under the roof (TruckTollo Breaker, RSAB, or also the AirPipe System). For example, passive systems can be turned into active ones. I think I have shown the pros and cons of both systems in this article. Improvements are possible for every system. With the dozer, I wish that I could also clear ice plates from the front part of the Edscha roof. What was missing when smashing the ice plates was the lack of feedback, which is due to the fact that one cannot smash the plates quietly. Quiet in the sense of the impact of the hard edge on the roof. The prices of both systems are also not something one can call cheap. Although Deminimis funding is now possible, the dozer comes at 1750 € and the Breaker at 1500 €. In a phone call with Marcus, he told me that both systems could be obtained in a package for 2999 €. However, I see another disadvantage for both systems. Durability will not last long, as one must ensure that it is dry when folding up the systems. With the Breaker, I see no problems if this is done on the trail","date":"2022-02-27","permalink":"/en/post/bkf/eisplatten/trucktollo/","section":"post","title":"TruckTollo Dozer Test – Removing Ice Sheets from the Truck in a Practical Test"},{"content":"📌 Post contains advertising Indeed, thanks to a contact from one of the few WhatsApp groups I have been part of, I got the chance to spend a night in such a container. But I was not the only one who was allowed to sleep there that night. Roatel The company Roatel from Düsseldorf is a start-up offering such accommodation options. Currently, there are 4 locations (besides Bremen, Schopsdorf, and Lutterberg, Löningen is being added) where it is possible to stay overnight in such a converted 45ft high cube shipping container. A further 5 locations are currently in the planning/stage of development. I was able to spend my night in Bremen, right next to an excellent bakery called Backhaus, where we also made recordings with Radio Bremen yesterday; a place I couldn\u0026rsquo;t miss even when driving my truck whenever I was in Bremen. The downside is that it\u0026rsquo;s closed on weekends, which is actually a pity. Truck Stops and Service Areas are Target Locations As is usually the case, the wildest speculations arise on social networks regarding this accommodation option. Also concerning the locations of the containers, as they are not infrequently criticized for lacking cooking facilities for coffee and food. One has to go back to the truck again. However, the containers are not just placed somewhere in nowhere. Except for the one in Bremen in the GVZ (Goods Vehicle Zone), the other already installed containers are located on or at truck stops. And that is exactly where they are meant to be, or also on the premises of service areas. So no one needs to cook anything themselves on weekends. Especially considering that in Holland alone, one has to expect a fine if one goes to the truck during this time. The Booking The booking itself takes place online via a computer or simply from the road via the mobile phone. Select a location, arrival date, and the number of nights you want/need to stay, and then it can continue. Payment can be made by the employer or dispatcher with a credit card. Price / Performance For each overnight stay, 49 € are due (Update: The prices have also increased slightly here. It is now 53 € per night). But what do you get for that? A bed, shower and toilet, free television with over 1000 channels from all over the world. Breakfast is not included in the price, but still a full 2 € cheaper than the lowest offer on a comparison website. The room itself, due to its size of around 7.5 m², is certainly not a party house. You are only supposed to sleep inside and, according to legal regulations, not sleep in the truck. That many prefer to do so anyway is clear to me, but that is not what this is about. Nor is it about the sense or nonsense of the Mobility Package. One can thank those who pushed this mess through for that. And yes, I know, it was only a compromise solution. Whatever. Back to the topic. My Experiences In Bremen, it was very stormy at that time. Sure, you hear that even when staying overnight in the truck, so also in the container. However, here you hear the noise from outside a bit quieter. I did not hear my room neighbour, nor his television. However, you hear the noise from outside a bit quieter here. The room itself has a floor area of approx. 7 m²; the truck currently has slightly over 4 m² depending on manufacturer and age of the vehicle. The equipment, as can be seen in the pictures, not only makes a high-quality impression, it also feels like that. The mattress has, like at home, a width of 90 cm, a length of 200 cm, and is, if I understand correctly, replaced at regular intervals. With this container, the problem does not yet arise currently; in Bremen GVZ, this one has only been standing there for a week. Not everything that shines is gold From the basic principle, the whole thing is a good way to comply with the legal requirement of not having to spend the regular weekly rest period of 45 hours in the truck. Leaving aside the current density of inspections for now, the offer in immediate proximity in Bremen regarding food and drink is certainly not very large. That means I have to go back into the truck to eat, because the Backhaus is closed on weekends. I can really only recommend the place! However, there are considerations from the owner\u0026rsquo;s side to set up vending machines outside, which would then be filled with the treats of the Backhaus. However, there is no fixed date yet when the vending machines will be installed. Oh, before I forget: If anyone still has a small used 6ft container, the Backhaus is looking for one 😀 Cheaper breakfast for Roatel guests There is a discounted breakfast specifically for Roatel customers. It consists of the following: Rustic Backhaus Breakfast 2 rolls Scrambled eggs Various types of ham Salami (turkey) Butter Pot coffee All of this then for 6.00 € instead of 7.40 €. Further in the text. There is no space for smokers in the room, meaning you have to go outside to smoke. Here, at least in Bremen, there is also no ashtray outside. I hope it doesn\u0026rsquo;t end up looking like elsewhere and cigarettes pile up there. Although I had been warned that the ventilation could be heard, it wasn\u0026rsquo;t loud, but still annoying for me! There was a constant low humming in the background that disturbed my sleep, especially with the air conditioning that I forgot to turn off. However, here too, they promise to improve things 😀 How should I conclude this\u0026hellip; All in all, it was an experience that allowed me to form a better opinion about the various speculations circulating on social media. After all, unlike others, I was now able to spend a night sleeping in such a container, aside from the humming of the fan. In my opinion, the space is sufficient; you don\u0026rsquo;t drag your entire household with you anyway, so for one bag and possibly a laptop if available, there is room in the room. You are not supposed to live in these containers until the end of your life, but only spend your 45-hour weekly rest period there, so that there are no problems. After all, unlike in other European countries such as Belgium, here in Germany, drivers are also asked to pay up if authorities were to inspect. And suddenly, under certain circumstances, 500 € could be gone. But as you can see on weekends in every larger industrial area and even along the motorway parking lots, many drivers spend their regular weekly rest period of 45 hours in their trucks, rarely seeing anything from inspection authorities, and even less so that they take action against it. I personally find the idea behind this concept brilliantly solved: I have a TV, I have a bed, I can use the toilet when needed, and there is also a shower. Moreover, I can open the room door with my smartphone, or if the driver cannot do it, the dispatcher can do so from the office, provided they are there. But it\u0026rsquo;s not that difficult. You receive a booking confirmation; the rooms are ready for occupancy from 3 PM. At this time, you also get another email with which you can check in and open the door. Everything is actually very simple. It even works for those with technical dyslexia. While writing this article, I looked at the comments on Facebook and could have hit my head against the table again. Many opinions there could benefit from more knowledge. The concept is poorly spoken of due to lack of background information or simply because it is an overseas shipping container, and that only by people who are not affected anyway, as they spend every weekend at home. Most act as if this contribution and also the one on Buten un Binnen would cause every driver to stop coming home for the weekend and sleep in a container. For the German driver, this will hardly or rarely happen, because there are only a handful of logistics companies where this could occur. Therefore, there is much fuss about nothing. I can understand that someone who does not want to sleep there would rather be at home. Drivers who were forced to spend their weekend break illegally in their truck would","date":"2022-01-30","permalink":"/en/post/test/roatel/","section":"post","title":"A Night in the Container"},{"content":"As every year, people discuss a topic that truck drivers seemingly don\u0026rsquo;t want to understand: ice sheets and the associated dangers. It\u0026rsquo;s not that accidents have already occurred during this \u0026ldquo;season,\u0026rdquo; but apparently, the issue must be revisited on a half-yearly basis until someone finally understands it. Accidents on Highways Accidents happen daily on highways. Many of them are avoidable simply by fulfilling one\u0026rsquo;s obligations as a vehicle operator (regardless of the type of vehicle used in road traffic). Especially during this time of year, it is crucial to inspect vehicle superstructures to ensure nothing is lying on top that could fall off and endanger other road users. Ice Sheets – A Topic That Recurs Every Year The sad part is that this topic comes up again at the same time every year. Even though climate change is currently a hot topic, we still experience winter in Germany at the same time each year. And just like that, there are always the same people who try to evade responsibility with weak, recurring excuses instead of taking action. Snow Removal Racks – The Advertised Panacea Certainly, snow removal racks are one of many options that help remove snow and ice masses from superstructures. However, no matter where you read about ice sheets—even in specialized press—if you don\u0026rsquo;t have a rack nearby, they won\u0026rsquo;t help you at all. Legally speaking, I am not allowed to drive my vehicle unless I have ensured that it does not pose any danger. This means: remove the debris before starting the journey. There is no other option! Alternatives are often overlooked or left under the table. I am one of the few who consistently highlight these alternatives. If you have a snow removal rack available at the parking lot where you\u0026rsquo;re currently stationed, that\u0026rsquo;s great. But what do you do if there isn\u0026rsquo;t one? This is always forgotten. Why? There are sensible alternatives that can be used anytime. There are ladders specifically developed for this purpose and even approved by the BG . This means: You are insured when using these ladders in accordance with the safety regulations! Then there\u0026rsquo;s also the RSAB—the Roof Safety Airbag. It\u0026rsquo;s an air hose mounted under the roof of trailer superstructures and inflated using the vehicle\u0026rsquo;s own air supply. For this to work properly, you should park your vehicle during your daily or weekly rest period—not just in the morning hoping the device will destroy the ice sheets. The hose cannot do that! But my boss\u0026hellip; That\u0026rsquo;s another popular excuse: \u0026ldquo;My boss won\u0026rsquo;t pay for it, and I can\u0026rsquo;t agree to finance it with my own money.\u0026rdquo; Or another commonly used excuse: \u0026ldquo;As long as the entrepreneur is not legally obligated to take action, nothing will happen anyway.\u0026rdquo; Regarding point one, I recommend the Deminimis funding program of the Federal Office for Road Transport. Through this program, entrepreneurs can subsidize these measures. To put it in numbers: per year and per vehicle, an entrepreneur can apply for up to €2,000 annually or a total of €33,000 for various measures. These include, for example, further training, work clothing, and items that make the vehicle safer, such as the RSAB and/or the mentioned ladder . Regarding point two: Fortunately, there is already a legal obligation for entrepreneurs. This is specified in paragraphs §31 StVZO and §69a of the StVZO . Conclusion Snow removal racks have both advantages and disadvantages. The advantage is that the driver doesn\u0026rsquo;t need to dig out a ladder to reach the roof. A more or less up-to-date list of locations for these racks can be found, for example, here for download . Unfortunately, this list is currently not updated. You should also ensure you can get a parking spot there. Driving to such a location is not permitted without proper preparation. And that\u0026rsquo;s also the disadvantage at the same time: they are stationary, and many colleagues simply park them away too easily. There must be a middle path here: use snow removal racks when one is available nearby; otherwise, use ladders and RSABs. There will certainly be a way to securely attach the ladder to the vehicle and, above all, protect it from theft. One small note: If nothing is done despite the employer\u0026rsquo;s obligation, ultimately it is the driver who must leave the vehicle behind. Work refusal can indeed be accused of someone in such cases, but that accusation is baseless. Work refusal would only apply if the boss provides the equipment and the driver refuses to use it and fulfill their own obligations under §23 StVO . If you haven\u0026rsquo;t received the equipment and leave the vehicle behind for that reason, it is not work refusal—you are fulfilling your obligation by not bringing a non-roadworthy vehicle into traffic. Whether the truck has a valid TÜV (technical inspection) and SP (safety pass) is irrelevant in this context.","date":"2021-12-12","permalink":"/en/post/bkf/eisplatten/gerueste/","section":"post","title":"Snow removal systems for trucks – mandatory requirements, alternatives, and removing ice sheets"},{"content":"Benefits for Participation in Working Life (LTA): Why They Are Important for Truck Drivers Recently, we had our annual safety briefing again. One topic was particularly interesting – and is still underestimated by many professional truck drivers (PTDs): your own health. This article is all about that: What support you receive if your body no longer works fully in the job – and who covers the costs. What are Benefits for Participation in Working Life (LTA)? The so-called Benefits for Participation in Working Life (LTA) are measures designed to help you maintain or restore your ability to work. In short: They ensure that you can continue to perform your job – despite health limitations. Typical goals: Preventing or reducing complaints Securing work capacity Enabling retraining or adaptation The main provider in this context is the German Pension Insurance (Deutsche Rentenversicherung). What Benefits Can You Receive? A classic example from everyday life would be, for instance, orthopedic insoles \u0026amp; work shoes. Many drivers know the problem: Pain in the feet Knee or back problems Pressure points from safety shoes And yet, many forego insoles – often because they think they have to pay everything themselves. But this is exactly where LTA comes into play. When Do You Need Insoles? Typical signs: Foot deformities Pain when walking Complaints in the knees, hips, or back Pain after work Important: Just get checked by an orthopedist. It usually costs you nothing but time. Process: How to get insoles through the Pension Insurance Visit the orthopedist Diagnosis + prescription Go to the orthopedic technician Consultation + fitting Submit application Forms are usually obtained directly there Employer signs off, then submit to the Pension Insurance 📝 Tip Good orthopedic technicians know exactly which documents are required. How Long Does Approval Take? It varies. From a few weeks to several months is all possible. 📌 Important: There is no guarantee that costs will be covered – even if a claim often exists. Court rulings on this vary. How Often Can You Apply for Insoles? Generally: 2 times per year Interval: about 6 months And that applies to both: Work use Private use What Changes with the Applications? Currently, some paperwork is still required. But: In the future, it should become significantly easier – just one form signed twice. Special Case: Work Accident If your complaints arose from a work accident: Then it is not the Pension Insurance that is responsible, but rather the Industrial Accident Prevention Association (Berufsgenossenschaft). Further Measures for Health at Work In addition to insoles and orthopedic aids, there are other ways to strengthen your health in the long term. A good example is the program RV Fit by the Pension Insurance. In my article on that, I explain how the program works and who it is worth it for: RV Fit – The Health Program of the Pension Insurance Especially for professional truck drivers, this can be a useful addition to get complaints under control early. Conclusion: Why You Should Take This Topic Seriously Especially as a PTD, you put immense daily strain on your body. Many problems creep in slowly – and are ignored. Yet there is support available. My advice: Get complaints checked early Utilize opportunities Submit applications – even if it\u0026rsquo;s annoying Because in the end, it comes down to one thing: Your health and your job. Further Articles on the Topic Knee osteoarthritis as an occupational disease RV Fit – Health Program","date":"2021-11-20","permalink":"/en/post/bkf/teilhabe/","section":"post","title":"Benefits for Participation in Working Life (LTA): Insoles, Work Shoes \u0026 Cost Coverage Explained"},{"content":"📌 Post contains advertising The M300-XT was introduced in March. It is a headset protected against dust and splashing water according to the IP54 rating. I have never seen or had one like this before. Therefore, I feel honored that I was allowed to test it. What is important to me personally BlueParrott M300-XTSuch a headset must be usable in many areas for me. Especially with my current job in long timber transport, it is important that a headset ensures that I am better understood, rather than the other way around. I already had this experience with the headsets I tested in 2016, and now, with the M300-XT, another headset on the market meets these requirements. But not only that. 📝 Note The IP protection rating according to DIN EN 60529 (VDE 0470) (Caution: citation of standards without guarantee) defines the protection class of an enclosure via the IP (Ingress Protection) mark and a two-digit code. The first digit has two meanings (protection for persons and equipment), while the second has only one, which is protection against water. Overview of IP protection classes Protection types can be found in the Light Encyclopedia It gets technical Let\u0026rsquo;s talk about the technical details of this headset: 80 percent noise cancellation thanks to 2-microphone technology Up to 14 hours of talk time with USB-C charging capability Cordless range of up to 100 meters for maximum freedom of movement and flexibility Protected against dust and water according to IP54 rating Individually programmable BlueParrott button for speed dial, mute, or push-to-talk function Good, I wouldn\u0026rsquo;t go swimming with it now, nor would I do that with my mobile phone, even though it is protected according to IP68. However, the headset meets exactly the requirements I have for such a device in my job. Additional accessories In my article from 2016 , I already wrote that there is an app called gBlueParrott App that can be installed on your smartphone. This offers, in addition to conducting conversations over the internet, also the option to have SMS messages read out to you. I had already criticized five years ago that other messenger services like WhatsApp or Telegram should also be integrated, which would be particularly interesting for popular voice messages, also with regard to traffic safety. However, this apparently has not yet reached the development department of GN / BlueParrott. At this point, there is still no way to keep the headset up to date. Price and conclusion Yes, naturally, one also wants to know what the device costs? Well, like the headsets from the other test, the M300-XT is not exactly cheap and is not available everywhere either. It has a UVP (recommended retail price) of 99 € and is currently only pre-orderable on the BlueParrott website, although it is also currently available at Amazon for that price. A worldwide overview can be found on the BlueParrott page: Dealer list from BlueParrott BlueParrott M300-XTBut are the 99 € worth it? In my personal opinion, I say yes and no. The devices from BlueParrott are durable. I still have a B350-XT that I use, and the noise cancellation on this device is also great, even though it is only 80 percent. It is so great that one is hardly understood oneself. One must speak somewhat louder. According to customer support, this lies with the mobile phone, but with the aforementioned 15 € headset, I am surprisingly clear and distinctly understood without having to speak loudly. And that with all three mobile phones used. Of course, one can now say, I don\u0026rsquo;t give 99 € for a headset anyway, as one is also fine with one for 15 €. But in my experience, those then last only for 15 €, and in the rain, these devices react very allergically. And for the fact that it is an in-ear headset, the wearing comfort is very pleasant. And yes, even with this 99 € headset, I can connect 2 devices. 🙂","date":"2021-04-07","permalink":"/en/post/test/blueparrotm350/","section":"post","title":"BlueParrott M300-XT: A new headset review"},{"content":"A stubborn topic persists: that one must be allowed to use the toilet at any time, so a stranger can relieve himself. But is this really true? Currently, among us, it is not an urgent issue for professional drivers as much as our loading and delivery stations are. We often refuse to let them go or simply install Dixi toilets. Toilet Paper Law Some claim there is a law regarding toilet paper use. It is alleged that one must be allowed to use the toilet at any time, if they need to. No one can prove or even try to prove this. So I searched for myself and what did I find? Nothing! No, really not. At least nothing that could support this thesis. There is indeed a paragraph in the Criminal Code from which one might derive some obligation to use someone else\u0026rsquo;s toilet in case of need, but legally speaking, it does not hold up well. § 323c Refusal of Assistance; Hindrance of Assistants 1 2 3 4 (1) Wer bei Unglücksfällen oder gemeiner Gefahr oder Not nicht Hilfe leistet, obwohl dies erforderlich und ihm den Umständen nach zuzumuten, insbesondere ohne erhebliche eigene Gefahr und ohne Verletzung anderer wichtiger Pflichten möglich ist, wird mit Freiheitsstrafe bis zu einem Jahr oder mit Geldstrafe bestraft. (2) Ebenso wird bestraft, wer in diesen Situationen eine Person behindert, die einem Dritten Hilfe leistet oder leisten will. Legally speaking, the act of relieving oneself is not considered an emergency. Therefore, one is not obligated to let someone else use their toilet. Legal Requirements Although every company is obliged to provide separate facilities for its employees, we as suppliers/deliverers are not employees of the companies and thus do not have any right to use the toilets. But it is still a bodily injury if I am not allowed to use the toilet Hmm\u0026hellip; Yes, under certain circumstances can it constitute a bodily injury. For example, when one deliberately prevents an employee or student from using the toilet to relieve themselves. Then it could be considered a bodily injury under § 223 StGB . However, this is a case-by-case determination. In addition to bodily injury, other criminal provisions such as coercion [§ 240 StGB]https://www.gesetze-im-internet.de/stgb/__240.html or violation of duty of care may be relevant, especially in the context of schools, care, or nursing homes. In Conclusion Apart from human dignity, but in case of need, there is no right to use the toilet of another if they do not want to. The whole thing is called house law.","date":"2020-04-25","permalink":"/en/post/bkf/notdurft/","section":"post","title":"Emergency or better yet, the annoying topic of needing to use the toilet."},{"content":"According to the EU\u0026rsquo;s will, every truck is now supposed to get its own onboard weighbridge. However, the EU prescribes a standard that, according to the EU, the industry currently cannot yet implement. Why this whole thing Overloaded vehicles are not only dangerous for themselves but also for others. Personally, I am fully aware that vehicles can do more than what the legislator here in Germany currently prescribes. Nevertheless, the danger posed by overloaded vehicles will remain a long-term issue. Just thinking about the increased wear and tear is enough\u0026hellip; What Brussels plans now According to the EU\u0026rsquo;s will, the COMMISSION IMPLEMENTING REGULATION (EU) 2019/1213 of 12 July 2019 laying down detailed rules for ensuring uniform conditions for the implementation of interoperability and compatibility requirements for onboard weighing systems after Council Directive 96/53/EC enters into force on 27 May 2021. That\u0026rsquo;s about it. However, the system is supposed to be able to display the correct weight at any time and must be checked and \u0026ldquo;calibrated\u0026rdquo; every two years, just like the speedometer. I myself already have an onboard weighbridge installed in my truck. Depending on how the vehicle is positioned, it shows me either the correct weight or not. To determine the correct weight, I need to be on a flat surface with the brakes released. This is not always possible in the forest. Further planning Now that Brussels has planned an onboard weighbridge for every truck, that\u0026rsquo;s not enough. Otherwise, I wouldn\u0026rsquo;t write this article. I find the basic idea not wrong at all, even though I know there are truck drivers who simply don\u0026rsquo;t care how much their truck weighs. However, I am assuming here that this is more of an exception. After all, although I work in a sector that is constantly accused of overloading, it doesn\u0026rsquo;t matter to me what my truck weighs. At 44 tonnes, it\u0026rsquo;s over. Fortunately, my boss sees it the same way. So\u0026hellip; According to the regulation linked above, weighing systems are not only supposed to be similar to the new digital tachograph but also readable while passing by. It can\u0026rsquo;t be that the truck isn\u0026rsquo;t transparent down to the smallest detail. The fact is that the individual systems available are supposed to be compatible with each other across Europe. I think this should work, because it works with my 8-year-old truck anyway. Oh yes\u0026hellip; Retrofitting obligation \u0026hellip; This has been abolished. Update 2026 Current status (2026) When this article was written in 2020, the Implementing Regulation (EU) 2019/1213 was still relatively fresh and many assumed that every truck might soon get an onboard weighbridge. Six years later, however, it has turned out differently. The regulation itself is indeed in force and defines European technical standards for so-called onboard weighing systems. However, there is no obligation for every truck to be equipped with such an onboard weighbridge to date. Instead, the EU has left member states with various options to control overloading. In addition to classic onboard weighbridges, this also includes automatic weight measurements while driving. Germany is now relying precisely on this technology. Since 2026, so-called Weigh-in-Motion Systems (WIM) are being introduced on German motorways. Sensors directly in the road surface measure the weight of trucks while they are driving. Vehicles with conspicuous axle loads or total weights can then be specifically taken out of traffic and checked on a calibrated weighbridge. I published this article about this. The first installation is being created on the A4 between Aachen and Cologne as a pilot project. In total, around 16 such automatic control stations are planned for German motorways by 2028. For trucks, this concretely means: There is still no general obligation to install onboard weighbridges. Instead, weight control is increasingly being shifted to infrastructure systems in the road space that can capture vehicles while they are driving.","date":"2020-03-01","permalink":"/en/post/bkf/waage/","section":"post","title":"Each Gets Their Scale"},{"content":"Nürburg Ring 2018 This is the title of the current press release from Brussels as of today at 13:25. In Brussels, once again, overpaid theorists have gathered to think about Safe Vehicles in the EU. Some of the new regulations are certainly open to debate, while other measures undoubtedly offer their benefits. More Assistance Systems The regulations are set to come into force from 2022 and will apply to all vehicles placed on the markets of the EU from mid-2022 onwards. The background is an increase in safety for all road users. Therefore, not only trucks are affected, but also passenger cars (cars) and delivery vans. But exactly what should now apply? For all vehicles: intelligent speed assistant, device for the installation of an alcohol-sensitive immobilizer, driver fatigue detection and attention warning system, advanced distraction detection, emergency braking lights, systems for detecting when reversing, crash data recorder, precise tire pressure monitoring. Furthermore, special modern safety measures are prescribed for passenger cars and delivery vans. These include: emergency braking assistance systems, lane keeping assistance systems, extended head protection areas, which can reduce potential injuries to unprotected road users such as pedestrians and cyclists in the event of a collision. The turn signal assistant will also become mandatory for trucks from mid-2022. However, as noted above, this applies only to new vehicles; retrofitting is not currently planned. However, there is little room for maneuver here, as trucks must then be equipped so that the blind spot around the truck is significantly reduced. What exactly is meant by this remains to be seen. Furthermore, they must be equipped with systems capable of detecting pedestrians and cyclists in the immediate vicinity of the vehicle. What else is coming? In addition, the Commission has the option, via the regulation, to issue specific provisions for the safety of hydrogen-powered vehicles and autonomous driving vehicles. Generally, the regulation stipulates that the Commission must update the above-mentioned specifications to take account of future technical developments. The regulation updates existing vehicle safety regulations contained in Regulation (EC) No 661/2009 on general vehicle safety and Regulation (EC) No 78/2009 on the protection of pedestrians. The full text of the regulation can be found here: https://data.consilium.europa.eu/doc/document/PE-82-2019-INIT/de/pdf The press release can be read here . Whether all this will contribute to us having Safe Vehicles in the EU remains to be seen. What is definitely clear, however, is that many will complain again that there will be even more assistants who want to \u0026ldquo;dictate how we drive\u0026rdquo; in vehicles. Saying that assistants only support and do not dictate anything won\u0026rsquo;t help either.","date":"2019-08-19","permalink":"/en/post/bkf/sicherekfz/","section":"post","title":"Safe Vehicles in the EU"},{"content":"Sleeping in the truck forbidden? Take a deep breath! Public media outlets are once again spreading the news that, from now on, we will no longer be allowed to sleep in trucks. My response is simply: TOTAL NONSENSE! Or, in Donald Trump\u0026rsquo;s words: FAKE NEWS! Unfortunately, there are still far too many drivers who fall for such headlines and subsequently get rightfully upset – but unfortunately based on a false claim. We have already covered this topic. Multiple times. Mobility Package – do you remember? Or the ruling by the European Court of Justice stating that regular weekly rest periods cannot be spent in the vehicle? That is exactly what this is about. It\u0026rsquo;s about the regular weekly rest period The crucial question is therefore not: \u0026ldquo;Am I still allowed to sleep in the truck?\u0026rdquo; But rather: \u0026ldquo;Which rest period am I still allowed to spend in the truck?\u0026rdquo; And here, the legal situation is quite clear. The regular weekly rest period of at least 45 hours may not be spent in the vehicle. The same applies to a weekly rest period exceeding 45 hours taken as compensation for a previously shortened weekly rest period. These rest periods must be spent in suitable accommodation with sleeping and sanitary facilities. The employer bears the costs for this. However, this does not mean that drivers are suddenly no longer allowed to spend their daily rest periods in the truck. A shortened weekly rest period may still be spent in the vehicle, provided the vehicle has suitable sleeping facilities and further conditions are met. The European Commission describes the applicable rules accordingly: The regular weekly rest period is generally 45 hours and can be reduced to a minimum of 24 hours under certain conditions. In short: Daily rest in the truck? Yes. Shortened weekly rest in the truck? Yes. Regular 45-hour weekly rest in the truck? No. It\u0026rsquo;s actually not that difficult. And then there is the return home Another point of the Mobility Package is also frequently misrepresented. The regulation stipulates that transport companies must organize their work so that drivers have the opportunity, within four consecutive weeks, to return either to their place of residence or to their usual workplace in order to spend a regular weekly rest period or a corresponding compensatory rest period there. However, this is something different from the statement: \u0026ldquo;Every driver must go home every four weeks.\u0026rdquo; This does not appear in the regulation as stated. Rather, the driver has a right to expect that the company organizes routes accordingly and enables this return. Where the driver wishes to spend their weekly rest period remains essentially their decision. And if the regular weekly rest period must be spent outside the vehicle, the employer may not simply charge the driver for the required accommodation. The costs for accommodation outside the vehicle are borne by the company. And what about Eastern European drivers? Here too, it is worth taking a closer look. The Mobility Package applies not only to German companies and German drivers. The rules apply within European road transport in general to the corresponding transport companies and drivers – and that was indeed one of the main political points of contention. It was among other things about improving social conditions in European road freight transport and curbing distortions of competition. The European Commission explicitly describes the Mobility Package as a combination of social protection for drivers and fairer competitive conditions in cross-border traffic. This also includes European posted workers\u0026rsquo; regulations. In certain cross-border transports and particularly in cabotage, drivers may fall under European posted workers rules. Then, as a general rule: For the corresponding activity, the applicable remuneration conditions of the country where the work is performed must be taken into account. However, this does not mean generally: \u0026ldquo;Same pay for every truck driver in Europe.\u0026rdquo; That would also be another simplification. The regulations are much more complicated and differ particularly according to the type of transport. So: Read first, then get upset I can certainly understand that drivers might panic at a headline like \u0026ldquo;Truck drivers will no longer be allowed to sleep in trucks from now on\u0026rdquo; for a moment. After all, those who have been working in long-haul transport for years know that the truck cab is not only a workplace but also a sleeping place and, for many drivers, a piece of home. But precisely because of this, one should not just read the headline with such reports. Because between \u0026ldquo;You are no longer allowed to sleep in the truck\u0026rdquo; and \u0026ldquo;The regular weekly rest period of at least 45 hours may not be spent in the truck\u0026rdquo; lies a rather huge difference. One is a sensational headline. The other is the actual legal situation. And this has actually been in effect since the Mobility Package – not suddenly only from today. So folks: Take a deep breath first. Then read. And only then get upset. Because we can certainly discuss the real problems of our industry. There are plenty of those, after all.","date":"2018-12-04","permalink":"/en/post/bkf/fakenews-keine-uebernachtung-mehr-im-fahrzeug/","section":"post","title":"Fake News: No Overnight Stay in the Vehicle Anymore?"},{"content":"It has now been two years since I first attended the IAA. This year marks the 67th anniversary of the exhibition. My first impression of the trade fair is that there isn\u0026rsquo;t much new. However, this is only a first impression. Well then. At 8 AM in the morning, off into the car towards Hanover. By half-past ten we had arrived. Some manufacturers were still setting up, while others were already finished. Due to the time constraints, I could only take in very little of the new developments, as I had an appointment with a four-axle Arocs at 2 PM. What is missing from the reporting by other media representatives are the small details that get the wheel turning. Sure, the big innovative things are great. Take just the new Actros, which I will also come to later. But without the suppliers, who are also represented at the fair and presenting their portfolios, such innovations would not be possible. Yesterday I spoke with Mr. Zournatzis at the stand of Fa. igus . This company manufactures, among other things, the small wheels used to adjust the seat. Of course, the matter continued further. Electrically opening doors, trunk lids, etc., would not be possible without products from companies like igus. One hardly thinks about it. Test drive with an Arocs Mercedes-Benz Arocs 4154 The Arocs is already a cool machine. At the Truck Grand Prix this year, Mercedes showed what this vehicle can do. Among other things, a turbo-retarder clutch was repeatedly mentioned, but no one could or would give me information about it. Never mind. Since our Mercedes man for burning trees was also present and allowed me to make a test drive with the Arocs yesterday, I was able to learn about this technology and test it myself. Of course, I don\u0026rsquo;t let anyone else drive 😀 Press Shuttle But first, thanks to the \u0026ldquo;Press Shuttle,\u0026rdquo; we went to the outdoor area, to the spoil heap Friedrichshall in Sehnde. Although I had already signed one or other explanation at the Voith stand, there was still everything in the construction container. I probably should have taken it with me. After a brief explanation of what the turbo-retarder clutch is and how it works, we finally got to driving. I must say that things that are too technical are better understood in practice than in theory 🙂 Just so much: This clutch is designed for wear-free starting and also replaces the conventional retarder. So with the driving trainer and the technical man from Voith , we got straight into the trekker. After answering \u0026ldquo;yes\u0026rdquo; to the questions of whether I had already driven an Actros and was familiar with seat and steering wheel adjustment, we were off. Of course, if one has only driven tractor units in recent years and has never driven a four-axle vehicle with two articulated front axles, one will inevitably make one or other habitual mistake. Yes, well. There was also an entry every time I let the automatic do its job. But back to the clutch. As already mentioned, this clutch enables wear-free starting. But not only that. Even wear-free maneuvering off-road is possible with this clutch. During the test drive, the Mercedes driving trainer stopped me at a steep incline that was not too short. With the hill-start assist, one can already do much. But the clutch demonstrated here is also a retarder. Thus, oil flows through it. With this oil, one can pre-fill the clutch and easily hold the truck on the hill with the accelerator pedal for a longer time. Any normal clutch would eventually smoke up there. We stood there in third gear for about five minutes without the engine temperature rising significantly. Here is the Daimler-Benz video on the turbo-retarder clutch\u0026hellip; https://images.christiansblog.eu/2018/09/turbo-retarder-clutch_de.mp4?_=1 All in all, it was worth the experience. So I could also learn the off-road mode. And that is very hard to get used to at first. Unfortunately, Mercedes only offers this clutch in vehicles with at least two driven axles. According to the driving trainer, this clutch can also be installed in a two-axle vehicle, but Mercedes simply does not offer it. Little new at the fair Dekra shows feasible VR gimmicks that one can take a look at, but it is not the hit. It might be because I expected too much. Painting zebra crossings and setting up traffic lights at the Lausitzring is just not my thing\u0026hellip; Iveco, DAF, and Volvo\u0026hellip; Yes, I was there with my wife as well. Unfortunately, I could not discover anything new here. At Iveco, upon inquiry about assistance systems, they could not really say much, only managing to extract from the ladies at information \u0026ldquo;Yes, we have some.\u0026rdquo; Other contacts from Iveco found it more important to call. Well, I don\u0026rsquo;t look like a journalist now either; most were running around in suits anyway. I don\u0026rsquo;t need that. I saved MAN and Scania for Saturday. But even when crossing the trade fair stand to get to Mercedes, I didn\u0026rsquo;t see anything new now. Of course, assistants are currently working on them all, but as we walked through the hall, a press conference about buses was taking place. A topic that doesn\u0026rsquo;t exactly knock me off my chair personally. Is there more coming? Perhaps. On Saturday, I will walk through the fair with my whole family and a few friends. I think there will still be something to report there. Especially because some trade fair stands were not yet finished yesterday and I couldn\u0026rsquo;t look properly at some of them. But I will pick up on that on Saturday. My special thanks go to our Mercedes dealer and man when the tree burns, Bernhard Gollan from LKW Vermietservice LVS Witteler in Brilon. A very heartfelt thank you to Bernhard for the opportunity to drive the Arocs. Also, a big thanks to the Voith trade fair team who took such kind care of my wife, who was suffering from headaches, while I drove the Arocs through the terrain. She did not want to come along; her head was buzzing too much.","date":"2018-09-21","permalink":"/en/post/bkf/iaa/2018/","section":"post","title":"67. Commercial Vehicle Show 2018"},{"content":"This post contains advertising For 4 Weeks Now, There Is Toll on All Our Federal Highways In conclusion to our cooperation with Toll Collect, here is a summary 4 weeks after the introduction of the toll on our federal highways. Here, not only my experiences with it will be considered, but also your responses, which you gave me on Facebook. Toll on Federal Highways The preparations for the 01.07.2018 could already be experienced since last year. Already the adjustments of the toll devices came as a surprise to many. Previously, one could still read the toll amount from the device, but this is no longer possible from May of this year. The Criticism Was and Still Is Great This brought a lot of criticism with it. Especially for those who had to write down the toll amount every day, this was no longer possible. A change in this regard will not happen anymore. Now, only the number of axles and the weight classes are visible. However, there are also other drivers who don\u0026rsquo;t care about this. Personally, I have never had to write down the toll, and those who, like me, still remember the time before Toll Collect know that we no longer have to run to the gas station frequently to buy a vignette. The Toll Booths Nationwide, there are now 600 of these blue toll booths. Well, we truck drivers know that there is no speed camera integrated and that these booths are only meant to check the toll. Many of them I have seen on my trip to Bremerhaven in the north along the roadside of the respective federal highways. However, whether this whole thing will lead to more people driving on the autobahns, I cannot say. From your comments, I know that for some it doesn\u0026rsquo;t change. The shortest route is still being taken, regardless of whether it\u0026rsquo;s an autobahn or a federal highway. The Panic Brakers Often enough, many of you have experienced this. I myself have not yet. The car drivers. From light braking to complete emergency braking, it was talked about. In the media, a lot was reported about the expansion of the toll and the related changes. However, since not everyone reads or listens to all media, it seems as if only sporadic reports were made. One can\u0026rsquo;t know that. Many road users are also of the opinion that there are speed cameras inside, or that one could easily install them. App Usage Toll Collect has, as I have reported several times, an app for toll booking . For my personal part, I only installed this app out of pure interest, as it was also a topic in one of my posts. I don\u0026rsquo;t need it myself, as I have an OBU installed in my truck. Whether others use the app for toll booking, however, is currently unknown to me. More about this topic? Expansion of the toll to all federal highways Toll booking via app Truck toll on all federal highways TollCollect is ready 4 Weeks of Toll on Our Federal Highways (This Article)","date":"2018-08-03","permalink":"/en/post/bkf/tollcollect/tollcollect5/","section":"post","title":"4 weeks toll on our federal highways"},{"content":"Ad contains advertising The switch of the toll display to the OBU, as well as the central toll collection are completed, the weight classes are visible. As I have already mentioned several times in my posts, the 01.07.2018 is getting closer and closer. Now there are only about 2 weeks left until the toll on our federal highways is also expanded. But as already written in the last post , the switch to the central toll collection in the OBU is completed. Why all this The Federal Ministry of Transport has entrusted Toll Collect with further developing the truck toll system. Within the framework of this development, Toll Collect, as the operator, has also created the possibility to differentiate vehicles according to weight classes. Among other things, to enable the planned toll increase in 2023. There are now 3 weight classes that have been displayed since 01.06.2018 and are divided as follows: \u0026lt; 7.5 tons ≥ 7.5 tons – 11.99 tons ≥ 12 tons – 18 tons 18 tons When must the weight classes be set? I think the question that is burning on everyone\u0026rsquo;s mind is, what happens if the weight classes are set incorrectly … For now, nothing. Since there is no official statement yet on when the weight classes will take effect and whether an incorrect setting will be penalized, it should be set as quickly as possible, especially for those where the classes can change quickly. But how should one set the classes? It\u0026rsquo;s actually quite simple. The classes are based on the permissible total mass of the vehicle combination! Yes, you read that right. Vehicle combination here means nothing else than whether you are driving with or without a trailer / flatbed. As an example, the truck with a permissible total mass of 7.49 tons should be mentioned here. Because this one is actually toll-free, as it does not exceed 7.5 tons. If you drive this truck with a trailer, the vehicle combination (comprising the tractor and trailer) becomes toll liable, and the toll device itself must be set to ≥ 7.5 tons. In general, the toll devices are already set as you specified during the device registration. In my case, it\u0026rsquo;s 18 tons, but with a flatbed behind me, I have to set it to \u0026gt;18 tons. (See image above) For vehicles like trailer trains, the highest possible weight class is already displayed by default, as these are allowed to have a higher total mass. Here, nothing needs to be set and nothing else needs to be done. Toll Collect itself has uploaded a video online on YouTube, explaining all of this again. In terms of toll, therefore, from 01.07.2018, only the fact that it also applies to federal highways changes. So, if you are still driving with an incorrect weight class, nothing will happen here. That means, no penalty notice will be sent to your home. Nevertheless, we should not forget that drivers have a so-called duty of cooperation. That is, as drivers, we are obliged not only to have the correctly set axle number but also to make sure that the toll device is active and not switched off or similar. Federal Motorway Toll Act With the Federal Motorway Toll Act, short BFStrMG , the entire last change is now related. Well, there is also a so-called Way Cost Report , which has contributed to the fact that new toll rates will soon be introduced. New duties of cooperation also apply to us drivers, such as the correct setting of the weight class. The legislator has kept the introduction of new weight classes open after the aforementioned way cost report. That means, a more precise differentiation may still take place. Here, Toll Collect has made it possible to set the weight classes in steps of 1.5 tons. Toll Terminals, Pillars and the App © TollCollect The old toll terminals are no longer active, and the new ones have been installed. The Toll Collect app is a sensible alternative to the terminal. The search for a terminal becomes unnecessary, as it can be used anywhere, provided you have a stable internet connection. The setup of the control pillars is in full swing. By 01.07.2018, about 600 units will be installed nationwide. The blue pillars are also part of the control system, just like the control bridges on the motorways. Although there are misleading \u0026ldquo;reports\u0026rdquo; on social media, these pillars are not speed cameras! Is anything else happening until the start on 01.07.2018? The new toll system is ready for operation. The main task of Toll Collect is now to continue informing about the toll expansion. This happens both at information events, as well as at the chambers and guilds of crafts, as this clientele has not yet had to deal with the toll. Here, Toll Collect sees a need for enlightenment, as most businesses have not been subject to the toll obligation so far. But also for new toll users, there is a video: https://youtu.be/Ie1kriJ1NPs . Information is also being provided on social media channels. Here, I can recommend you the \u0026ldquo;Toll Magazin\u0026rdquo; from Toll Collect. Especially in issues 8 and 9, the weight classes are discussed. You can also ask questions or simply get informed at the Toll Collect stand at the Truck Gran Prix. There, Toll Collect has a large stand with an autograph hour, prize draws, explanations on how to set up the toll devices, as well as smartphones and tablets to demonstrate and explain the app. I hope to meet one or more of you there, I will also be present. More about this topic? Expansion of toll to all federal highways Toll booking via app Lorry toll on all federal highways TollCollect is ready (This article) 4 weeks of toll on our federal highways","date":"2018-06-13","permalink":"/en/post/bkf/tollcollect/tollcollect4/","section":"post","title":"TollCollect is ready"},{"content":"The Death of a Person is Sad and Painful for the Left Behind It is even more painful and sad when you learn of the death of a person as a direct relative through the village\u0026rsquo;s rumor mill. My mother died on Saturday. She had been fighting with bowel cancer for years, and as her son, I saw it as my duty to be there for her. That often meant being with her in the hospital in the middle of the night when she had seizures, cooking for her, washing, cleaning. This was taken away from me by my uncle, who cut off my rights with the help of his \u0026ldquo;mates in uniform,\u0026rdquo; which even went so far as to threaten me with a compulsory enforcement measure and throw me out of my parents\u0026rsquo; house. Well, I just bought a new house. Although the last four years were anything but easy, especially regarding my mother, whom I couldn\u0026rsquo;t see for two years due to an order, I still find it sickening that neither of my mother\u0026rsquo;s brothers had the guts to tell me personally that she had died. Well, lying is just modern. Of course, there were rumors about her health condition, how she was doing, but for me, they were just rumors. I wasn\u0026rsquo;t allowed to visit, call, etc. After the first condolences came in via WhatsApp on Sunday evening, I called the nursing home on Tuesday morning, where she was supposed to go on the advice of her brother (I would have continued to care for her at home, as all other deceased family members also did), to confirm her death. Whether she left this world peacefully or not, I don\u0026rsquo;t know. However, I assume I won\u0026rsquo;t be given the opportunity for a final farewell, as I won\u0026rsquo;t find out where and when my mother will be buried. All I can think is: No guts. I\u0026rsquo;ll keep the rest to myself. Despite everything that happened: Rest in peace. UPDATE I need to correct my statement above regarding the funeral. Thanks to my cousin, I now know when and where the funeral is. As expected, I\u0026rsquo;m not happy about it. Well, the family of my mother also didn\u0026rsquo;t want to inform me. Thank you for the information.","date":"2018-05-23","permalink":"/en/post/allgemein/dertod/","section":"post","title":"The death of a person"},{"content":"This post contains advertising © Berthold Litjes / TollCollect July 1st, 2018 is the deadline for the expansion of the toll network to all federal highways The mandatory toll network for vehicles with a permissible total mass of over 7.5 tons will include an additional 38,000 km as of the aforementioned date. This will increase the network to 52,000 km. Truck toll on all federal highways - high requirements Currently, 15,000 kilometers of motorways (approx. 12,500) and selected federal highways (approx. 2,500) are subject to toll. These will be expanded by approximately 38,000 km as of July 1st, 2018. This means that the remaining federal highways will also be subject to toll for vehicles with a permissible total mass of over 7.5 tons. Due to the expansion of the toll network, the system of Toll Collect has been technically further developed. Since changes on federal highways often occur more frequently than on motorways (construction sites, road closures, driving bans, etc.), the data for toll collection also changes more frequently than before. First Contact Approximately 30,000 companies will come into contact with the toll for the first time as of July 1st. It is now necessary to sensitize these companies to the topic of toll. The goal should also be to equip the estimated additional 140,000 vehicles with an OBU. An On-Board Unit is still the simplest solution for the toll process. The Choice of the Entrepreneur Entrepreneurs have the choice between automatic and manual toll registration by the driver. Toll Collect has further developed the toll system in consideration of the requirements and legal regulations. This now offers the possibility to book the toll via a smartphone app. Since February 2018 , an app also facilitates the registration on smartphone and/or tablet. Here, you can also view the current daily toll in advance. Companies that are already participating in the automatic registration process are already at an advantage, as they are well prepared for the expansion. All companies, for which the toll obligation also applies from July onwards, should decide early on how they want to pay the toll in the future. Toll Collect\u0026rsquo;s recommendation is clear: an On-Board Unit, which is provided free of charge. The cost for installation must be borne by the company at a Toll Collect service partner. Before installation, you must register as a customer in the Customer Portal . The On-Board Unit, the simplest and most comfortable way to pay the toll From autumn 2017 until April of this year, all already installed OBU’s were converted and no longer display the current toll amount. This will not be changed anymore. For many, the switch to central toll collection is also accompanied by changes. The daily toll data can no longer be read from the toll device, however, these data can be found in the customer portal under the section \u0026ldquo;Unbilled Trips.\u0026rdquo; Here, there is a detailed list of the driven route including the incurred toll. What else is available in the customer portal New customers register directly in the customer portal, while existing customers registered with Toll Collect can request their action code via Customer Service. Current customer and vehicle data are always accessible to the customer and can be changed if necessary. Contract and payment details can also be modified. Current billing documents can be viewed and downloaded. As a customer, you can view trips that have not yet been billed and open billing documents. More about this topic? Expansion of toll to all federal highways Toll booking via app Lorry toll on all federal highways (this article) TollCollect is ready 4 weeks of toll on our federal highways","date":"2018-04-27","permalink":"/en/post/bkf/tollcollect/tollcollect3/","section":"post","title":"Toll on all roads for trucks"},{"content":"As a driver, you get some ailments along the way during your career. Whether it\u0026rsquo;s a herniated disc or, as in my case, wear and tear on individual joints. This is then called arthritis. Currently, I have arthritis in my right wrist and both knee joints. The latter is also due to my overweight and the previous constant jumping off the truck or from the truck. Now I have this drama. Knee arthritis as occupational disease Arthritis in both knee joints can be recognized as an occupational disease by the BG under certain circumstances. But for this to be the case, certain things must be present: The arthritis must have first occurred after September 30, 2002 Very important: It must have occurred simultaneously in both knee joints. If the arthritis occurred only in one knee before the cutoff date and then in the other joint after the cutoff date, you already have poor chances. 📝 What is arthritis? Arthritis is joint pain that arises from damage to the cartilage layer between the bones, usually due to wear and tear. For certain activities with high knee load, arthritis in the knee (so-called gonarthrosis) was recognized as a possible occupational disease in 2009, for example for activities that require frequent kneeling or squatting. However, the new regulation applies only to new cases after September 30, 2002. Ruling of the Bundessozialgericht The Bundessozialgericht in Kassel had a case where the plaintiff wanted to challenge the cutoff date regulation. Unfortunately, without success. He was employed as a mason for years and thus exposed to frequent knee loads. In September 2002, which is before the cutoff date, arthritis was diagnosed in the left knee. Later, wear-related pain and restricted mobility developed in the right knee. In 2003, the man received an artificial knee joint on the right side. In 2009, knee arthritis was added to the catalog of occupational diseases. In 2010, the aforementioned mason sued for the recognition of his knee arthritis as an occupational disease. The BG Bauwirtschaft rejected the claim. The Bundessozialgericht in Kassel gave the BG the right and decided in its ruling that wear-related arthritis of the knee joints is an \u0026ldquo;unified course of illness.\u0026rdquo; That is, both knee joints must be affected by wear and at the same time. Further, it states: 📝 Quote: This is also supported by the fact that the wear and the resulting complaints \u0026ldquo;arise from the same cause, that is, can be traced back to one and the same activity.\u0026rdquo; Since arthritis in the left knee was already diagnosed in September 2002, which is before the cutoff date, recognition as an occupational disease is excluded, ruled the BSG on March 20, 2018 (Az.: B 2 U5/16 R). Source: VDK Other articles on the topic Participation in the labor market benefits (LTA) RV Fit – Health program","date":"2018-04-13","permalink":"/en/post/bkf/kniearthrose/","section":"post","title":"Kneecap arthritis as a occupational disease: Conditions, ruling \u0026 chances for BKF"},{"content":"What warehouse staff at many discounters have yet to realize: kindness pays off. Today was another such occasion. I had to go to a central warehouse of a discounter again. Sure, it\u0026rsquo;s not that hard—you drive there, unload, and drive back. Wrong idea. Not today, apparently. Time of day? A foreign word Normally, things go like this: You arrive somewhere in the morning, say a friendly \u0026ldquo;good morning,\u0026rdquo; and the other person does too. At this one—and yes, at many other central warehouses—it\u0026rsquo;s no different; people don\u0026rsquo;t know how to use a friendly word. Instead, they immediately start shouting, treating you like third-class human beings, telling you in an unfriendly tone what you, as a driver, are supposed to do. Well, every truck driver knows this, and many will now nod in agreement. That such treatment is frustrating goes without saying, especially when so many warehouse \u0026ldquo;kids,\u0026rdquo; who probably don\u0026rsquo;t count for much at home either, think they can order drivers around and even threaten them with refusal of goods acceptance if they object. The following words are directed precisely at these people: You\u0026rsquo;re just a number Exactly. Correctly understood: you too are just a number in some personnel department file. And as it is with numbers, so it is with people. Numbers can be deleted and replaced. In your case, that means firing and replacing you with someone else. Your threatening gestures are nothing more than hot air. Just like the employee at the discounter where I delivered today, who was convinced he didn\u0026rsquo;t have to talk to me, and if he did, only in an unfriendly tone. To be perfectly honest? It doesn\u0026rsquo;t interest me a bit if you tell me: You\u0026rsquo;re not allowed to come here anymore. Then it\u0026rsquo;s over for you\u0026hellip; Hey Wayne, interested? I drive overseas containers; I don\u0026rsquo;t depend on you. And the best part is, there\u0026rsquo;s a driver shortage. That hasn\u0026rsquo;t reached you yet, but just so you know: As a result, freight elsewhere remains open and cannot be transported. Feel free to send away unwanted drivers again. Keep repeating your standard phrase: \u0026ldquo;Then just get another one.\u0026rdquo; Yes, that may be true, but eventually, no one will come anymore. Why? Driver shortage\u0026hellip; What does that mean? Over 45,000 drivers are missing. Even your employers are having trouble finding new drivers. It\u0026rsquo;s already almost eight years since I wrote a similar post on this topic. Many organizations and trucking associations, yes even the BAG (German Transport Workers\u0026rsquo; Union), have tried to improve the situation at the docks in recent years. Unfortunately, they didn\u0026rsquo;t bring the discounters on board. Because it\u0026rsquo;s precisely them that this affects. But the most important thing you\u0026rsquo;ve never understood: Don\u0026rsquo;t bite the hand that feeds you! No? Has nothing to do with us drivers? Oh, yes. We drivers aren\u0026rsquo;t just the ones delivering for you. No, we also shop at the discounters\u0026rsquo; stores. So we finance your salaries! Customer friendliness is certainly more appropriate than constant complaining. If possible: Think about that. And the best part is, there are central warehouses of your employer where kindness works. It\u0026rsquo;s not hard, and it doesn\u0026rsquo;t hurt anyone. Small note If a driver tells you again that some warehouse \u0026ldquo;kid,\u0026rdquo; who hung on his mother\u0026rsquo;s breast too long, will call your boss, give him your number. If he then also acts as stupidly as my patient from yesterday and calls in front of an assembled audience of drivers after trying to talk down to you, and you answer with a smiling \u0026ldquo;Hello?\u0026rdquo; on your phone, well, the laughter is on your side. 🙂","date":"2018-03-14","permalink":"/en/post/bkf/lagerpersonal/","section":"post","title":"Warehouse staff at discounters"},{"content":"This post contains advertising TollCollect is constantly expanding its service, offering more ways and places to book tolls This is for everyone who doesn\u0026rsquo;t want to install an OBU For you, there are different options to book the toll. Recently, it\u0026rsquo;s also possible via a smartphone app. This app is free for Android and iPhone. What types of manual toll booking are available? The toll can be booked manually in different ways. Especially if you\u0026rsquo;re not often traveling on toll roads, manual toll booking is probably the best option in my opinion. Although Toll Collect provides the OBU for free, installation is unfortunately not free. Here, the 1100 new toll terminals and now also the smartphone app offer a great alternative. The latter makes toll booking possible anytime and anywhere in a timely manner. The Smartphone App The app is available in German, English, French, or Polish. The functionality is the same as with the terminals. Before starting the journey, you also enter the required data (truck details, start time, start location, and destination) here, and the app calculates the required route including the applicable toll and the non-toll sections. Unfortunately, the toll can only be booked up to 24 hours in advance. Since images speak louder than words, let the images speak for themselves. In any case, the app\u0026rsquo;s interface is very simple and almost self-explanatory. My Own Experiences with the App Since our vehicles are generally equipped with an OBU, I can\u0026rsquo;t say much about toll booking via the app. However, according to the information I have available, a lot can be done with the app. It is also possible to cancel the toll that was booked online via the app or at any terminal. For those who claim that the toll can no longer be traced due to the change, it is possible to do so via the app. The app is available both in the Apple Store and the Google Play Store. More about this topic? Expansion of toll to all federal highways Toll booking via app (This article) Truck toll on all federal highways TollCollect is ready 4 weeks of toll on our federal highways","date":"2018-02-24","permalink":"/en/post/bkf/tollcollect/tollcollect2/","section":"post","title":"TollCollect with the smartphone"},{"content":"This post contains advertising © Berthold Litjes / TollCollect Starting from July of this year, the truck toll will be extended to all federal highways Thus, the toll-mandatory route network will then extend to 52,000 km. Estimates show that about 140,000 additional domestic and foreign trucks and vehicle combinations weighing over 7.5 tons will have to pay toll from about 30,000 companies. What does this mean? The extension of the toll to all federal highways affects not only the logistics industry. Other companies that are active regionally are also affected. Therefore, anyone who owns vehicles or vehicle combinations that weigh over 7.5 tons of permissible total weight should inform themselves in time whether a toll obligation applies. Do I have to look for a terminal every time? No, you don\u0026rsquo;t have to. In many heavy trucks, so-called OBU’s (On-Board Units) have been installed for years, which automatically turn on when the vehicle starts and send a signal at regular intervals to the Toll Collect central unit for toll calculation. The toll is calculated centrally there, and you receive a monthly toll statement. © Berthold Litjes 💡 The information about the incurred toll amount can be viewed in the customer portal under the section \"Unbilled Trips\" after 48 hours – usually earlier. How to get an OBU An On-Board Unit (OBU) is the most convenient solution for paying toll. In order to now install an OBU in your vehicles, you first need to register online in the Toll Collect customer portal. Once registered, you can register your vehicles yourself or deregister them, update address data or the data for contact persons, and also request a new payment method if needed. All registered companies can download the toll statement via the customer portal and also view any unbilled trips. As a new customer, you will receive your login details directly upon online registration. Once companies and vehicles are registered, the appropriate OBU’s can be installed by a service partner. Certified workshops that can be found on the Toll Collect Homepage are considered service partners. The On-Board Unit is provided free of charge by Toll Collect, and the cost for installation is borne by the company itself. Further information on the topic of toll can be found on the Toll Collect Homepage . More about this topic? Expansion of the toll to all federal highways (this article) Toll booking via app Truck toll on all federal highways TollCollect is ready 4 weeks of toll on our federal highways","date":"2018-01-11","permalink":"/en/post/bkf/tollcollect/tollcollect1/","section":"post","title":"Expansion of truck toll on all federal highways"},{"content":"Overnighting in the cab is now being concretized Unlike in many other online media, I do not need a sensational headline here. One could read headlines such as \u0026ldquo;EU wants to ban overnighting in cabs,\u0026rdquo; \u0026ldquo;Drivers are no longer allowed to sleep,\u0026rdquo; and so on. I refrain from using such headlines because there are enough people who only read these headlines and then form their opinion based on them. That is always wrong. Because a headline alone does not provide the background knowledge needed to form an opinion. I want to change that here, even though it will again only reach people who just read the headline. What is this all about? Many have learned that many are dedicating themselves to the fight against social dumping. I count myself among them, although my work in this area is limited to raising awareness. Social dumping? What is that? I think a short description here is enough with the definition from Wikipedia : Social dumping is a political catchphrase used to express critically that suppliers from countries where labor and social law standards do not apply as they do in one\u0026rsquo;s own country offer economic goods more cheaply and therefore constitute illegitimate competition. In return, it is claimed that behind the moral claim and demands for trade sanctions due to social dumping lies a new form of protectionism. Less developed countries would benefit from increased trade with rising prosperity, which would allow an expansion of their social policy. There is also no reason why the same standards should apply in all countries. However, we see it every weekend at rest stops, highway service areas, etc. Eastern European trucks are lined up there to spend the weekend. Now some will say: \u0026ldquo;They chose that for themselves.\u0026rdquo; That may be true, but I also know from other foreign drivers that young people are lured into this by being allowed to bring their girlfriend along. The main thing is just driving. The fact that many do not return home even in family emergencies, such as funerals of relatives, etc., has already been reported multiple times in the media. Various Comments One should better not read about this topic. Many feel deceived by the new regulation because one is no longer allowed to stay outside, and it would be no problem if one stayed outside for a few weeks. But quite honestly? What those who must stay outside want compared to others plays no role here. Sorry folks, but this is not about you. The effects of being away from home for a few weeks versus those who only return after months are hardly noticeable to you. How often could one read in the past years that one or another Eastern European truck driver drove drunk with his truck through the city. Except for one case known to me, there were only property damages involved. In that one case, a 28-year-old cyclist was run over by a 25-year-old Romanian. That is technically not feasible at all Is it really so? If I consider that in the mid-1990s (the time when I started driving), we still transported bulk goods from A to B and C across Germany in one night, we did not think it possible that this could not be changed. And what is today? Encountering traffic is the magic word. And why should this not work in international long-haul transport as well? But hey, surprise. It is already being done. Trailers or swap bodies onto a train and sent to where they are needed in Europe, or at least close by. It is called intermodal or multimodal transport . As you can see: it is possible. And there is still a small compromise. You may sleep in the truck for 14 days in a row\u0026hellip; Oh, wait\u0026hellip; I just remembered something In the related online article by DVZ, one can read quite funny things in the comments. So a certain Peter Körner holds the following opinion\u0026hellip; I quote him\u0026hellip; Then the whole thing would also have to be explained to our foreign drivers who are supposed to leave their vehicle and leave the cargo unattended. Total nonsense, but we are used to nothing else. Now Mr. Körner, even if they are foreign drivers. Just because these or German drivers are near the truck, we are driving personnel who transport goods from A to B. If they need personnel to guard the cargo, there is specially trained personnel for that! To me as a driver, no cargo is important enough for me to risk my life for the paltry pay! And by the way, if we sleep in the cab, the cargo is also unattended. Even while driving\u0026hellip;","date":"2017-03-04","permalink":"/en/post/bkf/neue-regelung-der-wochenruhezeit/","section":"post","title":"New Regulation on Weekly Rest Periods"},{"content":"Unfall im Lkw: Wer ersetzt persönliche Gegenstände des Fahrers? Stand: 8. Oktober 2026 Smartphone, Brille, Kleidung oder Tablet liegen während der Tour oft in der Fahrerkabine. Werden solche privaten Gegenstände bei einem Verkehrsunfall beschädigt, ist die Frage nach Ersatz nicht automatisch beantwortet. Ein Urteil des Landgerichts Dessau-Roßlau zeigt aber: Persönliche Sachen eines Fahrers können unter bestimmten Voraussetzungen vom Haftungsausschluss für beförderte Sachen ausgenommen sein. Was das Landgericht entschieden hat Im Fall des Landgerichts Dessau-Roßlau (Urteil vom 7. August 2014, Az. 5 S 201/13) waren persönliche Gegenstände des Fahrers in der Kabine eines Lkw zurückgeblieben. Der Fahrer durfte sie dort mit Einverständnis des Arbeitgebers aus praktischen Gründen aufbewahren. Nach einem Unfall wurde der Lkw zerstört. Das Gericht sprach dem Fahrer Schadenersatz gegen den Haftpflichtversicherer des für den Unfall verantwortlichen Lkw-Halters zu. Nach der vom Gericht vorgenommenen Auslegung waren die Sachen nicht im Sinne des § 8 Nr. 3 StVG „durch“ den Lkw befördert worden. Sie befanden sich nicht im Fahrzeug, weil sie als Transportgut gezielt an einen anderen Ort gebracht werden sollten, sondern aus Gründen der Bequemlichkeit des Fahrers. Das Gericht stützte die Haftung auf § 7 StVG und schätzte den ersatzfähigen Schaden im konkreten Fall auf 1.000 Euro. Das bedeutet nicht, dass die Versicherung des Arbeitgebers immer zahlen muss. Es handelte sich um eine Einzelfallentscheidung eines Landgerichts. Ausschlaggebend waren die konkreten Umstände, darunter die Erlaubnis, die Gegenstände in der Kabine zu lassen, und der fehlende Transportzweck. Was die Gesetze dazu sagen Grundsätzlich haftet der Halter nach § 7 Abs. 1 StVG für Schäden, die beim Betrieb seines Kraftfahrzeugs entstehen. § 8 Nr. 3 StVG nimmt davon Schäden an Sachen aus, die durch das Fahrzeug befördert wurden. Ob ein persönlicher Gegenstand als beförderte Sache gilt, hängt daher unter anderem davon ab, zu welchem Zweck er im Fahrzeug war. Für die Höhe eines möglichen Anspruchs sind außerdem die allgemeinen Regeln des § 249 BGB maßgeblich. Ersetzt wird grundsätzlich der erforderliche Wiederherstellungsaufwand; bei gebrauchten Sachen ist daher nicht automatisch der Neupreis geschuldet. Ein Mitverschulden kann den Anspruch nach § 254 BGB mindern. Die rechtliche Bewertung kann anders ausfallen, wenn die Gegenstände zum Beispiel als Fracht oder Arbeitsmittel mit einem konkreten Transportziel mitgeführt wurden, wenn der Fahrer den Unfall mitverursacht hat oder wenn sich Eigentum und Wert nicht belegen lassen. Was du nach dem Unfall tun kannst Beschädigte Gegenstände möglichst sofort fotografieren und eine Liste anlegen. Kaufbelege, Kontoauszüge, Seriennummern oder ältere Fotos sichern. Sie helfen, Eigentum, Alter und Wert nachzuweisen. Notieren, weshalb die Sachen in der Kabine waren und ob der Arbeitgeber damit einverstanden war. Unfallbericht, Kennzeichen, Versicherungsdaten und Kontaktdaten von Zeugen aufbewahren. Den Schaden schriftlich beim zuständigen Haftpflichtversicherer geltend machen und Belege beifügen. Welcher Versicherer zuständig ist, hängt davon ab, wer für den Unfall haftet. Verursachte der Arbeitgeber-Lkw den Unfall, kann dessen Kfz-Haftpflichtversicherung in Betracht kommen. War ein anderes Fahrzeug verantwortlich, ist grundsätzlich dessen Haftpflichtversicherung zu prüfen. Eine private Hausratversicherung oder eine betriebliche Versicherung kann je nach Vertrag zusätzlich relevant sein. Kurz gesagt Persönliche Gegenstände in der Lkw-Kabine sind nicht in jedem Fall von einer Entschädigung ausgeschlossen. Das Urteil des LG Dessau-Roßlau bietet dafür ein Beispiel, ist aber keine Garantie für andere Fälle. Entscheidend sind Unfallhaftung, Zweck des Mitführens, Mitverschulden und ein nachvollziehbarer Nachweis der beschädigten Sachen und ihres Werts. Bei einer Ablehnung, größeren Schäden oder Streit über die Haftung kann eine individuelle rechtliche Beratung sinnvoll sein. Dieser Beitrag bietet eine allgemeine Orientierung und ersetzt keine Rechtsberatung. Quellen § 7 StVG – Haftung des Halters § 8 StVG – Ausnahmen, darunter beförderte Sachen § 249 BGB – Art und Umfang des Schadensersatzes § 254 BGB – Mitversch, LG Dessau-Roßlau, Urteil vom 7. August 2014 – 5 S 201/13","date":"2016-10-23","permalink":"/en/post/bkf/haftpflichtversicherung/","section":"post","title":"Truck accident: Who replaces the driver's personal belongings?"},{"content":"📌 Post contains advertising As I already announced, there was a new test. This time it involves headsets for making phone calls. Thanks to the company VXI, I have now had the opportunity to try out boom microphones, which are usually known from computer gamers, in the mobile communications sector. Perhaps one or another person can also be convinced to use a headset. Talking on the phone with the device at your ear or in your hand while driving is expensive. 60 EUR and 1 point in Flensburg send greetings. And since the driver\u0026rsquo;s license is gone at 8 points\u0026hellip; I know that many drivers have an aversion to headsets. Either they are unpleasant to wear, look \u0026ldquo;crap\u0026rdquo;, or simply don\u0026rsquo;t work. The excuses for not using one are varied. In that case, one prefers to pay 60 € and accept a point in Flensburg. Since the driver\u0026rsquo;s license is now gone at 8 points, one should think about this carefully. I hope that with this article I can take away the \u0026ldquo;fear\u0026rdquo; of headsets from one or another person. 🙂 Specifications Unfortunately, only 2 of the 3 devices are recognizable in the post image. However, the third headset is the successor to the B250-XTS, the B350-XT. The two devices differ only in design, a conversation duration that is 4 hours longer, and also a programmable button that can be assigned, for example, with a speed dial function. The second headset is the BlueParrot Reveal, so-called InEar headset, as most of us know it. However, the Reveal is a device that serves the company VXI as an \u0026ldquo;entry-level device\u0026rdquo; in the mini headset sector; therefore, I was able to test it, but it will not be part of this report. Just in case it is of interest, there is already an improved successor for this headset. However, the focus of VXI lies on trucker headsets such as the B250-XT and the B350-XT. The devices themselves Those of you who know Bluetooth headsets also know the annoying ambient noises. The VXI devices are very helpful here. A so-called boom microphone headset. Some are convinced that it is not \u0026ldquo;stylish\u0026rdquo; enough to walk around with such a headset, but let\u0026rsquo;s be honest? Are we at a fashion show or do we want to arrive safely without points/fines? Personally, I am not bothered by it. So now to the device itself: Ambient noises are suppressed up to 95% Conversation duration approx. 20 hours Standby approx. 500 hours Price: $119.99 (approx. 106.71 Euro) I must say, my heart was already beating faster here. 🙂 The ambient noises were really largely suppressed, so I could permanently leave the window open without it being disturbed; the voice quality was as if you were standing next to your conversation partner (I gave it to my work colleague for the night and he was also thrilled\u0026hellip;) Regarding wearing comfort, it is quite light. 193 g is what the manufacturer states. Because it does not sit in the ear, this weight does not feel much either. Well, the boom itself still needs to be adjusted, but that is the lesser evil. All in all a headset that I can recommend, even though the price is quite high. However, anyone who talks as much as I do should pay attention to quality. As mentioned before, just the noise cancellation alone is worth it.","date":"2016-09-30","permalink":"/en/post/test/blueparrotb250/","section":"post","title":"BlueParrott Headset Test"},{"content":"Turbo-Retarder Clutch: When Starting and Braking Converge in One System A technical solution for heavy loads, slow maneuvering, and challenging downhill grades In heavy-duty and construction site traffic, situations that are already demanding for a normal truck have become part of everyday life. Vehicles must start with high total weights, maneuver millimeter-precisely on difficult terrain, and safely brake heavy loads even at low speeds. The Turbo-Retarder Clutch was developed specifically for these requirements. At Mercedes-Benz Trucks, the so-called Turbo-Retarder Clutch (TRK) is primarily associated with the heavy-duty variants of the Arocs and Actros SLT. However, a small chronological correction is necessary here: Contrary to the common association with the year 2018, the TÜV Nutzfahrzeug-Report states that the Turbo-Retarder Clutch was introduced for Arocs and Actros SLT in 2016. In 2018, however, the technology was already part of the Mercedes-Benz program and was demonstrated in detail at various events and vehicle presentations. Two Functions in One Unit The basic principle of the TRK is remarkable: it combines a hydrodynamic starting clutch with a primary retarder in a single assembly. When starting conventionally via a dry friction clutch, the clutch must allow slip when transmitting torque. This slip generates heat and leads to long-term wear. In contrast, with the Turbo-Retarder Clutch, the force during starting is transmitted hydrodynamically via a fluid circuit. Voith describes the system as a fill-controlled hydrodynamic torque converter. During starting, engine power is transferred from the pump wheel to the turbine wheel and then to the transmission input shaft. A conventional friction clutch is arranged in parallel as an auxiliary clutch and takes over mechanical power transmission during normal driving operation. This creates an effect that is crucial for heavy vehicles: Starting and maneuvering can be performed without the clutch wear associated with a conventional friction clutch. This is particularly relevant when a vehicle needs to maneuver or move under high load for extended periods or at very low speeds. Precise Starting Under High Load One of the special characteristics of the TRK does not necessarily lie in the fact that a truck can start with it at all—other drive concepts can also achieve this. The crucial point is rather the controllability at very low speeds and high loads. Mercedes-Benz describes the Turbo-Retarder Clutch as a solution for precise starting and maneuvering even at the lowest speeds. For heavy-duty applications, this is particularly interesting when high tractive forces are required while the vehicle must move only very slowly. Voith specifies an input torque of over 3,000 Nm for the system and describes the ability to convert engine torque up to the traction limit. According to the manufacturer, the technology is designed for loads or total tow weights of up to 250 tonnes. This represents a significant difference from normal road operations, especially in heavy-duty transport. There, it may be necessary to start with high tractive force while simultaneously maintaining a very low speed precisely. The Second Task: Braking The uniqueness of the Turbo-Retarder Clutch is already evident in its name. The system is not just a starting clutch. During braking, the hydrodynamic circuit is switched accordingly. The turbine wheel is locked, causing the unit to operate as a primary retarder. Thus, the braking effect is also generated hydrodynamically. Mercedes-Benz specifies a continuous braking power of 350 kW or 476 hp for the TRK. This braking power is available independently of the actual service brake. In combination with the powerful engine brake, very high wear-free braking performance can be achieved in the corresponding heavy-duty vehicles. For example, on the 500th Mercedes-Benz Actros SLT, the 350 kW from the TRK were combined with up to 475 kW of engine braking power. Mercedes-Benz calculated the resulting total wear-free braking performance at 720 kW or 980 hp. This is particularly important on long downhill grades with high tow weights. The service brake does not have to perform all the braking work alone. Why a Primary Retarder? A major advantage of the design lies in the fact that the retarder function is already integrated into the drivetrain. Voith points out that the primary retarder function enables high braking performance even at low vehicle speeds. Furthermore, according to the manufacturer, the retarder function is also available in reverse gear. For a normal long-haul truck, this feature might initially seem unremarkable. The situation looks different in heavy-duty and construction site traffic. There, a vehicle with very high mass can still generate considerable forces even at walking speed. The combination of low speed, high load, and controllable braking effect is therefore precisely the area where the design aims to demonstrate its strengths. Wear-Free Starting – What Does That Actually Mean? The term \u0026ldquo;wear-free\u0026rdquo; should, however, be technically classified correctly. It does not mean that the entire transmission or the complete drivetrain operates without wear. Rather, torque transmission during starting and maneuvering occurs hydrodynamically, so that the friction clutch used for this purpose does not have to operate continuously with slip as a conventional clutch would. Voith therefore describes a significantly extended service life for the friction clutch and wear-free hydrodynamic torque transmission. In normal driving operation, however, the hydrodynamic transmission is bypassed. The mechanical friction clutch then takes over the power transmission. In this way, the system combines the characteristics of hydrodynamic starting with the efficiency of a mechanical drivetrain. Particularly interesting for heavy-duty and off-road applications The Turbo-Retarder Clutch is therefore not technology primarily developed for classic long-haul transport. Its field of application lies where high towing weights, low speeds, frequent shunting, and difficult terrain conditions converge. Mercedes-Benz used this technology, among others, on Arocs vehicles. For the Arocs, the TRK was described as a solution for demanding operations, while the SLT series is designed for heavy-duty and large-volume transport with total towing weights up to 250 tonnes. Even the practical tests from that time show why this technology is particularly interesting off-road. For example, a test of an Arocs equipped with a Turbo-Retarder Clutch described shunting and driving in extreme gradients as a key area of application for the system. A technical detail with great impact What is interesting here is that the Turbo-Retarder Clutch does not simply replace a classic torque converter. The system operates with a filling-regulated hydrodynamic clutch. By filling and emptying the hydrodynamic circuit, the characteristic of power transmission can be changed steplessly. During starting and shunting, the turbo-clutch operates; during normal driving, power is transmitted mechanically, and during braking, the system takes over the function of the primary retarder. In essence, three different operating states are thus integrated into a single technical solution: Starting and Shunting: hydrodynamic turbo-clutch Normal Driving: mechanical power transmission via the friction clutch Braking: hydrodynamic primary retarder It is precisely this combination that makes the technology interesting. Conclusion The Turbo-Retarder Clutch is an example that innovation in commercial vehicles does not always consist of making an engine more powerful or a vehicle faster. Here, something else is at stake: applying force to the road in a controlled manner and dissipating it equally controllably. During heavy starting, the hydrodynamic power transmission reduces wear on the friction clutch. During shunting, it enables sensitive power trans","date":"2016-08-15","permalink":"/en/post/bkf/turboretarder/","section":"post","title":"Turbo-Retarder Clutch: When Starting and Braking Come Together in One System"},{"content":"📌 Important This post contains advertising. The TomTom Trucker 500 was provided to me free of charge for the duration of this test. The following article reflects exclusively my personal opinion. 📝 Note Historical Post This review was originally published in July 2016 and has been technically and linguistically revised for ChristiansBlog. All statements refer to the state of technology at that time. TomTom Again Under Test After I had the opportunity to test the TomTom Trucker 6000 last year, TomTom provided me with the new Trucker 500 this time around. At first glance, the two devices differ mainly in their display size. However, further differences become apparent in everyday use – particularly regarding the connection to live services. While the Trucker 6000 relied entirely on an integrated SIM card, the Trucker 500 takes a different approach. For current traffic information, a Bluetooth connection to a smartphone is required. Additionally, the device accesses the smartphone\u0026rsquo;s internet connection via this link. For classic traffic messages, TMC remains available via the charging cable. In the following practical test, I describe my personal impressions from professional daily life. As always: praise and criticism are based exclusively on my own experiences during the test period. Differences from the Trucker 6000 The biggest difference between the two devices lies in how traffic information is received. The Trucker 500 does not have an integrated SIM card. Instead, the connection to the internet is established via a paired smartphone. According to TomTom, the monthly data consumption is a maximum of seven megabytes. Software and map updates are still installed via MyDrive Connect on your home computer. In everyday use, the Bluetooth connection worked reliably. However, I would have additionally liked a WLAN function. This way, for example, the company mobile phone could be used as a hotspot without relying permanently on Bluetooth. On the positive side, TomTom has returned to TMC with the Trucker 500. The TMC module is located directly in the charging cable and delivers classic traffic messages even without an internet connection. Features The features include, among others: Lifetime truck maps Navigation specifically for trucks Special destinations from the community Click-\u0026amp;-Go magnetic mount TomTom Traffic (3 months free) Radar camera service (3 months free) After the expiration of the free trial period, the live services could be extended for a fee. Price At the time of my test, the recommended retail price was around 299 euros. Depending on the retailer, the sales price ranged between approximately 290 and 317 euros. Thus, the Trucker 500 positioned itself below the larger Trucker 6000 and appealed primarily to drivers who could do without some comfort functions. Practical Test I tested the TomTom Trucker 500 exclusively in distribution traffic. Therefore, I cannot assess how the device performs on longer long-haul tours. As with previous tests, I initially installed the POI data of our fuel card provider. This worked without any problems. With its 5-inch display, the device is noticeably more compact than the Trucker 6000. For use in a passenger car, this size is certainly sufficient. However, in the large cab of a Mercedes Actros, the display seemed somewhat small to me. Before every navigation session, the device asks for important vehicle data such as height, width, length, permissible speed, and if applicable, hazardous materials. Those who travel daily with the same vehicle will probably consider this query superfluous. In distribution traffic or when frequently changing vehicles, it is quite sensible. Map Material Already during my first test with the TomTom Trucker 6000, I had criticized the map material. Unfortunately, I found that very little had changed with the Trucker 500 either. On the first day of testing, I stood in front of a bridge twice under which I could not drive through with the truck. The reason was quickly found: The relevant railway bridge was not included in the TomTom map material. Fortunately, I still had my Becker navigation device in the vehicle, although I originally intended to conduct the test without a reference device. This allowed me to re-plan the route at short notice and reach my destination anyway. Another small but noticeable error concerned place names. The navigation device simply changed Fröndenberg to \u0026ldquo;Frödenberg\u0026rdquo; – not only on the display, but even in the voice output. Such errors can of course occur. However, with a navigation device in this price class, I would have expected more up-to-date and carefully maintained map material. Voice Output Compared to the Trucker 6000, TomTom has significantly improved the voice output. Street names are now announced, and the information about which side the destination is on is no longer missing. However, there are also points of criticism here. Even at maximum volume, the voice was often too quiet in the driver\u0026rsquo;s cab. With the window open, the radio on, or a radio device running, the announcements quickly got lost. In addition, TomTom sometimes reads out significantly more information than necessary. Especially when changing highways, not only the actual direction of travel is announced, but also all highway and European route numbers. For me, less would have been more here. In professional daily life, the direction is primarily of interest, not every single European route number. In contrast, the announcements sounded noticeably smoother than with the Trucker 6000, although they still occasionally left a slightly computerized impression in certain places. Route Planning For trip planning, the TomTom Trucker 500 offers several options. A route can be created directly on the device, planned via the smartphone app, or prepared on your home computer using a web browser. Especially convenient is the synchronization. As soon as the navigation device is connected to the smartphone again, planned destinations are automatically transferred. However, there is a limitation: Multiple intermediate stops can only be comfortably planned via the web browser. Neither the device itself nor the smartphone app offered the possibility of creating complete multi-stop tours at that time. This function would have been extremely helpful, especially in distribution traffic. TomTom Traffic I also thoroughly tested the traffic service TomTom Traffic in everyday use. On motorways, the service worked reliably. Construction sites and traffic jams were detected early and taken into account during route planning. However, the situation was different on federal and state roads. Information about long-term construction sites or complete road closures was frequently missing. During my test, for example, the B7 between Meschede and Brilon as well as the L686 were closed due to construction work. Both closures were unknown to the navigation device. :contentReference[oaicite:0]{index=0} Especially in freight transport, where diversions on country roads are often poorly signed, I consider up-to-date traffic information to be particularly important. My Conclusion Compared to the Trucker 6000, I liked the TomTom Trucker 500 overall better. Many criticism points of the predecessor had already been improved. The operation feels more mature, the voice output is clearer, and the ability to synchronize trips between smartphone, browser, and navigation device is quite practical in everyday life. Nevertheless, this device was not free from weaknesses either. The map material could have been more up-to-date in some places. The missing height restrictions led to unnecessary detours multiple times during my test. Also, the volume of the voice announcements should probably be a bit higher, especially in trucks. I also see room for improvement in route planning for distribution traffic. Multi-leg routes should be creatable directly on the device or at least via the smartphone app.","date":"2016-07-17","permalink":"/en/post/test/tomtom500/","section":"post","title":"Field Test: TomTom Trucker 500 – Proven Concept with Minor Weaknesses"},{"content":"The German Bundestag sees no point in making systems similar to the RSAB legally mandatory, partly due to differing weather conditions across Europe. Those of you who have been following my blog for some time will remember that I launched an online petition in February 2015 calling for systems that prevent ice sheet formation to become legally mandatory. Today, I received correspondence from the German Bundestag. In a four-page letter, I was informed that the Petitions Committee had given the Bundestag the opportunity to review my request. The committee confirmed to the Bundestag that, in addition to conventional methods, there are already systems available that use an air hose to lift the tarpaulin roof of a trailer structure, allowing water masses to drain off so that no ice can form on the roof of a trailer. It is understandable why the German Bundestag attributes this issue to the EU. In the letter, the committee points out that at the EU level, there are currently no considerations to introduce corresponding technical equipment regulations for removing ice from truck and trailer tarpaulins. Furthermore, it is stated that the wide variety of different truck and trailer structures would make technical specifications difficult to implement; in addition, weather conditions vary significantly among EU member states. This is also logical, since cross-border traffic does not exist. Regarding the variety of different structures, I was informed by the manufacturer of the RSAB\u0026rsquo;s that this system can be used on swap bodies and cargo boxes as well. Thus, for me, a technical specification is not difficult to implement. And as for differing weather\u0026hellip; Well, with these systems, one can not only prevent ice sheets from forming; even water masses such as those from rain do not form. In that sense, the system is essentially always applicable—not just in winter!","date":"2016-06-22","permalink":"/en/post/bkf/eisplatten/petition2/","section":"post","title":"Roof Safety Airbag (RSAB) not mandatory – Bundestag rejects ice sheet solution"},{"content":"Many people are still unsure until when a private trip with a truck is considered such. For example, if you want to drive your truck to a wedding, or privately rent the company\u0026rsquo;s 12-tonner for a move. For vehicles up to 7.5 tonnes maximum permissible total weight (MPTW), there are no problems whatsoever regarding private trips. However, for vehicles over 7.5 tonnes MPTW, one must take certain things into account. The Driving and Rest Time Regulation states in Article 3, letter h, that all vehicle combinations up to 7.5 tonnes MPTW used for non-commercial goods transport are exempt from social regulations on the road. This means that for vehicles up to 7.5 tonnes, one can set the digital tachograph to \u0026ldquo;Out of Scope\u0026rdquo;. Examples where the exception applies: Private moves, weekly household shopping, private purchases of large household items (furniture, washing machine, etc.), transports by charitable associations or organizations carried out within the scope of charitable purposes without intent to make a profit. Source: KomNet For vehicle combinations over 7.5 tonnes MPTW, one is thus still subject to the Driving and Rest Time Regulation. Theoretically, one could therefore drive to a wedding with an SZM (semi-trailer combination) or a articulated lorry, or help out during a move, provided one does not violate driving and rest times. If checked on a weekend, there may be further difficulties. Since the legislator has excluded private trips with heavy trucks, one could be required to provide proof of insurance, transport order, invoice, etc., after the fact in case of a move (in the event of a prior inspection). As mentioned before, it is not necessary, but it could happen. Update Occasionally, one should also update an old article to its current status. This time it took longer, because this essential change passed me by, even though I occasionally use the exceptions in § 30 StVO myself and was also caught by them. For that, I apologize. Regarding private trips with trucks \u0026gt; 7.5 tonnes, there was a change last October. The Sunday and holiday driving ban, as we know it, now applies only to commercial goods transport. In other words, I can now make a private move with my truck and trailer/trailer combination. Since October 19, 2017, a new version of § 30 StVO has been in effect. In paragraph 3, sentence 1, it now clearly states: On Sundays and public holidays, between 0:00 and 22:00 hours, heavy goods vehicles with a permissible maximum mass exceeding 7.5 t as well as trailers behind heavy goods vehicles may not be driven for commercial or paid transport of goods, including empty trips associated therewith. What is important here is that it concerns the commercial or paid transport of goods. This does not mean that Farmer Karl can attach his trailer to your truck on Sunday morning between the fair and the early evening gathering so that you pull him from A to B and get paid for it. Or that your boss gets paid for it. But it also does not mean that one can now drive with one\u0026rsquo;s consolidated cargo from A to B in the afternoon on a Sunday just to be there earlier. These are trips of economic interest, and such (consolidated) transports lack public interest. If it were up to the companies, that would also be overturned. Further Exceptions Further exceptions to the Sunday and holiday driving ban are provided in paragraph 3, numbers 1–5. The ban does not apply to combined rail-road freight transport from the sender to the nearest suitable loading station or from the nearest suitable unloading station to the recipient, but only up to a distance of 200 km, combined sea-road freight transport between a loading or unloading point and a port located within a radius of at most 150 kilometers (loading or unloading), the transport of fresh milk and fresh dairy products, fresh meat and fresh meat products, fresh fish, live fish, and fresh fishery products, perishable fruit and vegetables, the transport of Category 1 material under Article 8 and Category 2 material under Article 9, letter f, point i of Regulation (EC) No 1069/2009 of the European Parliament and of the Council of October 21, 2009 on hygiene rules for animal by-products not intended for human consumption and repealing Regulation (EC) No 1774/2002 (Regulation on animal by-products) (OJ L 300 of November 14, 2009, p. 1; L 348 of December 4, 2014, p. 31), the use of recovery, towing, and breakdown assistance vehicles in the event of an accident or other emergency, the transport of live bees For those interested in why and why there are individual exceptions, here is some information I obtained from the linked page: In number 3, it concerns material under Category 1 and 2, which means nothing other than animals affected by diseases, or sick or dead animals. The aim of introducing this is that, in an unavoidable case, a rapid removal of such carcasses is possible, or that the collection and transport of animal by-products for the protection of the environment and humanity is also possible on Sundays and public holidays. Neither the transport of slurry nor regular live animal transport is permitted under this provision. For the aforementioned case, no special permit is required anymore. Then we have the tow trucks. These also make a significant contribution to eliminating \u0026ldquo;disturbances\u0026rdquo; in road traffic, which serves safety. Since not only the clearing of accident sites but also the removal of breakdown vehicles represents immense public interest, tow trucks fall under the exception regulation. New and used vehicles may likewise not be transported, as there is a lack of public interest here. Those who are specifically interested can read about the Implementation in the StVO . Transport of Bees … Bees are not only important for my beloved mead but also generally for nature and for us humans. And this is not just because of honey. The transport of bees was therefore permitted to protect them from weather-related conditions (hail, heavy rain) and before the use of pesticides. This is intended to be a contribution to counteracting bee decline in Germany. Motorhomes over 7.5 Tons Before I go into this, I would like to quote an excerpt from the BAG\u0026rsquo;s guidelines on legal regulations: Motorhomes are not used for goods transport and usually have fewer than eight passenger seats. Therefore, they are not subject to social regulations in road traffic. Motorhomes with a permissible maximum mass of 7.5 t must use a tachograph (§ 57a StVZO). This somewhat puzzled me, because if a tachograph is installed, it must also be used. However, if motorhomes do not fall under driving and rest time regulations, why then the tachograph? Therefore, I asked the BAG why this is the case. I was informed that this regulation no longer applies to vehicles that were first put into traffic after 01.01.2013. This is regulated in §72 Abs. 2 Nr.6e StVZO . Furthermore, they wrote to me: With §72 Abs. 2 Nr.6e StVZO , initially only vehicles with a first registration date from 01.01.2013 should be exempted from the tachograph or control device obligation. In the meantime, no tachograph or control device must be installed in motorhomes registered before 01.01.2013; i.e., for these motorhomes, the tachograph (control device) can be removed or rendered non-functional. It generally applies that motorhomes are not used for goods transport and usually have fewer than eight passenger seats. Therefore, they are not subject to social regulations in road traffic. Thus, a tachograph or control device would only be required in such motorhomes that are not used as motorhomes but as goods or passenger transport vehicles for more than 8 persons, required. Excerpt from a written inquiry to the Federal Office for Road Transport (BAG / BALM) As you can read in the email now, there is no longer an obligation for motorhomes over 7.5 tons permissible total weight to have a tachograph installed! Unfortunately, I could not find any","date":"2016-05-22","permalink":"/en/post/bkf/privatfahrten/","section":"post","title":"Private trips with the truck"},{"content":"📝 Note This post is one of the older imported articles from Christiansblog.eu. I have revised and expanded this article on 11.04.26 again. Today I was informed via email that a moderator of a forum for truck drivers is stealing my posts and publishing them as his own. Currently, this involves three full articles and one article that was later modified from my blog. Especially since these are posts that require a certain level of background knowledge to be able to answer any potential questions about them. As shown by the reactions of this forum moderator, this background knowledge was missing. Dear moderator of this forum. If you read this, I have already created screenshots of the stolen posts, including those you later modified after it became apparent, and also sent an email to the forum administrator informing him about the situation. I think he will contact you. Because now he is also aware of the situation, he is also involved in the case if he does not respond. It should therefore be in your interest to follow my suggestion, as mentioned, that you stole from me is documented. Therefore, you do not need to change or delete the stolen posts as you did before. As you know, this has already been noticed. You should have taken the trouble to check my imprint, where under the section Copyright, you would have noticed that the publication and also the modification of my written articles require my written consent. This consent has so far been given by only one person, and you are not that person! As for my suggestion, I will write it again here so that everyone knows what I want: You publicly apologize on the main page of your portal to me, Each post you stole from me contains a link to the corresponding original post here in my blog, even for those where you were inspired by my publications. Unlike others, I do not call my lawyer immediately. I give someone at least a chance to make up for their mistake. If not, well, copyright violations are a delicate matter for the person who committed them. Especially at the EU level\u0026hellip; 📝 Note I have no problem in general with someone sharing my posts, republishing them, or even modifying and republishing them. BUT, this sentence does not change the fact that I have to give my written consent beforehand! Why it is no light matter Many still see it as a casual thing: \u0026ldquo;It\u0026rsquo;s just a text from the internet.\u0026rdquo; No. Because the internet is not a law-free zone. Every post someone writes is automatically protected by copyright. No copyright symbol and no special registration are needed. This means specifically: Texts may not be copied without permission Contents may not be altered and republished and certainly not under someone else\u0026rsquo;s name And exactly this has happened multiple times here. What can happen in the worst case Taking over someone else\u0026rsquo;s content can lead to more than just trouble. Possible consequences include: Cease and desist letters Injunctions Claims for damages And this can quickly become expensive. Especially in a commercial context or with larger platforms, it can become really unpleasant. Why it is more than just \u0026ldquo;copying\u0026rdquo; The problem is not just the text itself. It also involves: the time someone invested the knowledge behind it and the responsibility for the content Someone who steals posts is not only taking over someone else\u0026rsquo;s work but also acts as if it were their own. And that is exactly the point that makes it so problematic. How it should be done correctly Actually, it is quite simple: Link instead of copying Mark quotes or just ask In most cases, no one objects if you do it properly. Conclusion at this point Stealing posts is no small matter. It remains a copyright infringement. And anyone who thinks it won\u0026rsquo;t be noticed is mistaken. It will eventually come out. And especially on the internet, you are identifiable.","date":"2016-01-09","permalink":"/en/post/allgemein/geklaut/","section":"post","title":"Stealing posts is a mess – explaining copyright in the internet"},{"content":"📌 Important This post contains advertising. The TomTom Trucker 6000 was provided to me free of charge for the duration of this test. The following article reflects exclusively my personal and independent opinion. 📝 Note Historical Post This review was originally published in 2015 and has been technically and linguistically revised for ChristiansBlog. The described functions correspond to the state of technology at that time. Four Weeks of Practical Testing After I had already had the opportunity to thoroughly test the Becker transit.6 LMU, I was given the chance shortly thereafter to also test the new TomTom Trucker 6000 in my professional daily routine. As with all product tests on ChristiansBlog, the manufacturer had no influence on the content of this article here either. All impressions are based exclusively on my personal experiences during the test period. The TomTom Trucker 6000 was specifically developed for professional drivers and is intended to facilitate daily work with current traffic information, navigation tailored specifically for trucks, and various comfort functions. In contrast to the previous comparison test with two devices, I consciously decided this time not to drive permanently with a reference device. After all, hardly anyone uses two navigation devices simultaneously in everyday life. Instead, the TomTom Trucker 6000 had to prove itself solely in daily use. First Impression Even upon unpacking, the TomTom Trucker 6000 makes a high-quality impression. The housing feels solidly built, and the large display is easy to read even from inside the cab. The initial setup is straightforward. Vehicle data such as height, width, length, total weight, or axle loads can be entered quickly, so that navigation is aligned with your own vehicle from the start. I was particularly impressed by how clearly the menu structure was designed. Many functions are accessible with just a few finger taps and do not require a long learning curve. The mount also left a solid impression. The device could be easily attached to the windshield and sat securely in its place throughout the entire test period. Following the setup, there was first a map update and software update. After that, the device was ready for everyday use. Route Calculation and Navigation Throughout the entire test period, I consciously refrained from using a second navigation device for comparison. After all, hardly anyone drives permanently with two navs around in everyday life. Therefore, the TomTom Trucker 6000 had to prove itself exclusively in practical application. With its 6-inch display, the device is barely noticeable on the windshield. Compared to the Becker transit.6 LMU, the display is only 0.2 inches smaller – a difference that practically doesn\u0026rsquo;t matter in everyday use. What quickly stands out, however: TomTom follows a different philosophy than many competitors. While other truck navigation devices display numerous additional information such as height restrictions, overtaking bans, or access prohibitions directly on the map, TomTom opts for a much cleaner presentation. Personally, I missed this information. Especially in trucks, hints about bridge heights or access prohibitions can be valuable additional orientation aids. In terms of price, the TomTom Trucker 6000 was at a similar level to the Becker transit.6 LMU at that time. The recommended retail price was around 399 euros, but online it was already available for about 349 euros in some cases. Contents The contents of the package made a good impression overall. Alongside the navigation device, all necessary cables and the mount were included in the box. Only a plastic plate for mounting on the dashboard was missing from my test unit. Since it was already a circulating test unit, I assume that this was lost by one of the previous testers. TomTom Traffic Instead of TMC TomTom takes a completely different approach to traffic information. The TomTom Trucker 6000 completely dispenses with a classic TMC receiver. Instead, the manufacturer relies on TomTom Traffic. Current traffic data is received via a SIM card integrated in the device. This eliminates the need for a connection to a smartphone or a Wi-Fi hotspot. This worked reliably and comfortably during my test. However, there is a catch. The service was free only for one year. After that – at least according to the standards at that time – annual costs of around 50 to 60 euros per device would apply. Especially for freight companies with multiple vehicles, this can result in significant follow-up costs. Vehicle Profiles On the other hand, I liked very much the option to quickly adjust vehicle data before every trip. Weight, hazardous materials, or other vehicle-relevant details can be changed easily. Especially the actual total weight can vary in everyday life. This allows routes to be used that are only open for vehicles under a certain weight limit. While the Becker also offers a comparable function, it must be accessed via the menu there. With the TomTom, you are asked about this directly before every new navigation. I found this solution to be significantly more practical. Alternative Routes During navigation, the TomTom Trucker 6000 regularly searches for faster alternative routes and suggests them automatically. In principle, this function is sensible. However, I would have wished that the device weighed a bit more carefully when a new route actually brings an advantage. Not infrequently, I received suggestions that promised merely two or three minutes of time savings. In my opinion, it would have been more sensible to offer alternative routes only when they saved at least ten or fifteen minutes. Even more critical was the fact that some of these alternative routes were simply unsuitable for a 40-tonner truck. More than once, the navigation device tried to lead me through narrow residential areas where even larger vans would have had difficulty maneuvering. Drivers unfamiliar with an area often rely heavily on their navigation device. Therefore, suggested alternative routes should not only be faster but also genuinely suitable for the selected vehicle profile. Company Entrances and Geocoordinates One point I had already highlighted positively about Becker was the ability to comfortably enter geocoordinates. Especially in freight transport, the delivery address and the actual truck entrance often do not match. The delivery is frequently located on the rear side of a business premises or in another street. I would have also wished for a simpler solution with TomTom here. While it is possible to cancel an active route and enter a new destination, the path to get there feels unnecessarily cumbersome. Missing Additional Information It became apparent right at the beginning of the test that TomTom deliberately omits many additional pieces of information. While truck restrictions are taken into account during route calculation, corresponding indications are missing on the actual map view. These include, for example: Driving bans Overtaking prohibitions Height restrictions Other traffic-relevant notices Such information can provide useful support, especially when traffic signs are hard to read. As an example, during the test I noticed that the Leverkusener Bridge, which was closed to trucks at the time, was taken into account in the route calculation. However, on the map itself, only a speed camera symbol could be seen; there was no clear indication of the closure. Lifetime Map Updates Like many manufacturers, TomTom also advertised lifetime map updates. Upon closer inspection, however, it becomes clear that \u0026ldquo;lifetime\u0026rdquo; does not necessarily mean that map updates are available indefinitely. TomTom defines the lifespan rather as the period during which the respective device is still officially supported. As soon as this support is discontinued, the free map updates also end. This approach is understandable and is handled similarly by many manufacturers; h","date":"2015-10-31","permalink":"/en/post/test/tomtom6000/","section":"post","title":"Practical Test: TomTom Trucker 6000 – Four Weeks in Professional Daily Life"},{"content":"Note: This test report was originally created in 2015 and revised and republished for ChristiansBlog in 2026. The described functions and map statuses correspond to the state of technology at that time. Four Weeks of Practical Testing For four weeks, I had the opportunity to test the Becker transit.6 LMU in my professional daily routine. The comparison device was the Snooper Truckmate Pro S8000. Both devices are specifically designed for professional drivers – yet significant differences became apparent during daily use. One thing upfront: Both devices could navigate without any problems. The Test Devices The Becker transit.6 LMU features a high-quality real glass display and includes an integrated WLAN function. This allows not only comfortable downloading of map updates but also utilizing current traffic information from the internet. In contrast, the Snooper Truckmate Pro S8000 offers additional multimedia functions such as DVB-T and radio. However, WLAN must be foregone in this case. There were also price differences: Becker transit.6 LMU: 399 € (RRP) Snooper Truckmate Pro S8000: 579 € (RRP) Navigation in Everyday Use Although both devices were configured with identical vehicle data, it became apparent after a short time that the Becker frequently calculated more sensible routes. On multiple occasions, the Becker displayed routes up to 20 kilometers shorter than those of the reference device. A major reason for this was likely the use of current internet traffic data. Traffic Jam Avoidance The traffic jam assistant was particularly positive. With the Becker, it is possible to set a delay threshold from which an alternative route should automatically be suggested. During the test, 15 minutes were set. Especially in professional daily life, this function proved significantly more flexible than the pure TMC evaluation of the comparison device. Parking Assistant For long-haul drivers, the integrated parking assistant is particularly interesting. Upon reaching the destination, the device suggests suitable parking options in the vicinity. These can be displayed both on the map and in list form. The original images can be inserted here again. Bluetooth Hands-free Functionality I was also pleasantly surprised by the voice quality of the integrated Bluetooth hands-free function. While I frequently experienced communication problems with other navigation devices, the voice quality with the Becker was clear and distinct. Geocoordinates Like many Becker devices, the transit.6 LMU also supports the entry of geocoordinates. This function is extremely helpful, especially at company entrances where the postal address does not lead exactly to the delivery location. Criticism Points Of course, the test did not proceed without criticism. Unnecessary Exits at Motorway Interchanges At some motorway interchanges – for example Dortmund/Unna – the device regularly wanted to lead me off the motorway only to immediately get back onto the same motorway again. This is not only unnecessary but can be problematic, especially during high traffic volumes. WLAN Updates on the Move The automatic update function works reliably – however, also when the device is connected to the internet via a smartphone hotspot. During the test, my mobile data volume increased from about one gigabyte to nearly three gigabytes per month as a result. I would have wished for an option to distinguish between home WLAN and mobile data connection here. Known Route Closures The Becker transit.6 LMU also did not reliably recognize some known truck route closures. For example, the Leverkusen Bridge was still included in the route planning. Voice Control Although the device has voice control, it did not work reliably during the test. Since I prefer to enter destinations manually anyway, this point played only a subordinate role for me. Conclusion Although I personally rarely need navigation devices, the Becker transit.6 LMU convinced me in everyday use. Especially the internet support, intelligent traffic jam avoidance, and practical additional functions make the device a good companion for professional drivers. Of course, even the best navigation device does not replace common sense. Nevertheless, it was shown multiple times during the test that current online traffic data offer real added value compared to pure TMC navigation. From the perspective of that time, the Becker transit.6 LMU was therefore a recommended truck navigation device with a convincing price-performance ratio.","date":"2015-10-04","permalink":"/en/post/test/beckertransitlmu6/","section":"post","title":"Practical Test: Becker transit.6 LMU – Truck Navigation in Everyday Use"},{"content":"📌 Important This post contains advertising. The Becker transit.6 LMU was provided to me free of charge for the duration of this test. The subsequent review reflects exclusively my personal and independent opinion. A few weeks ago, I received an email asking whether I would like to try out the Becker transit.6 LMU during a four-week practical test and then report on it. Since I prefer to test new technology where it will later be used – in professional daily life – I gladly accepted the request. Today, the test device has arrived with me. Over the coming four weeks, the Becker transit.6 LMU will accompany me on my routes. As a reference device, the Snooper Truckmate Pro S8000 is used, which at the time was among the most popular truck navigation devices for many professional drivers. This allows both devices to be compared directly under identical conditions. To ensure fair conditions, I first updated both navigation devices to the latest software and map versions. For the Becker, the POI data from my fuel card provider was also loaded. Thanks to the Becker Content Manager, this was done quickly. After completing the practical test, I will publish a detailed experience report with my personal impressions.","date":"2015-08-28","permalink":"/en/post/test/beckertranist/","section":"post","title":"Becker transit.6 LMU – Test announced"},{"content":"On March 27, 2015, https://www.et-radio.de , Udo Skoppeck , Truckonline , Danika’s Blog and my Wenigkeit jointly reported that from today, April 1, 2015, there would be an important change regarding the requirement to wear high-visibility vests. Well, some recognized it correctly, because the report was a fake. How else could it be, since it\u0026rsquo;s April 1st and people usually play jokes on that day. Although this one has a long-term effect. What didn\u0026rsquo;t surprise us was that many reacted quickly to this report, getting to 180. It even went so far that some wanted to do something to Merkel. What also didn\u0026rsquo;t surprise us was that the post appeared on the website of the Professional Truckers’ “Magazine” (\u0026lt;\u0026ndash; Note: The site no longer exists, hence linked to web.archiv.org.) without any source attribution. Because the operator of this rather less serious site is well known for stealing articles from elsewhere and publishing them on his site in a manner that constitutes copyright infringement. In this case, it wasn\u0026rsquo;t the first false report he had published. 😀 Thank you for that, Herr Radüge. We were surprised, however, that there were people who took the matter so seriously that even Mimikama was consulted to see whether the matter was really worth taking seriously. Was gab es einen Grund? Yes, there was a reason for this April Fool\u0026rsquo;s joke. Early in March, I noticed a post on Facebook claiming that there was a new law according to which you would be fined for driving longer than 5 minutes at 85 km/h on the motorway. Although this law is not new, as it has been the case for years that the maximum speed for trucks on motorways is 80 km/h, the reactions to this post made me smile and also made me think about how to top it even further. The solution came two days later, when I saw some drivers again, sitting in trucks with high-visibility vests or jackets, driving around the country. So I quickly discussed this with Udo Skoppeck regarding the implementation. It had to be done, because a single blog post alone wouldn\u0026rsquo;t create credibility for such a \u0026ldquo;report.\u0026rdquo; Thus, I also involved Maik Erdmann from TruckOnline and Daniela Kampschulte from Danika’s Blog. As a final touch, the idea came to include the whole thing in a radio broadcast. So André Sahorn from ET-Radio was also quickly infected with the idea. The result of this \u0026ldquo;brainstorming\u0026rdquo; can be read since March 27, 2015 . Although some other sites, like the Trucker Job Board, also spread this article, it is still nothing more than an April Fool\u0026rsquo;s joke. So once again: The whole story is an April Fool\u0026rsquo;s joke, and unfortunately, many of you fell for it. Don\u0026rsquo;t be angry, it\u0026rsquo;s just the first of April, and that\u0026rsquo;s just what people do. And since it was my idea, I don\u0026rsquo;t take any responsibility for it 😀. Update on September 18, 2025 Since this and also the other article on this topic are now over 10 years old, I have updated both. Not only regarding spelling, but also updated the links or removed them because the respective sites no longer exist.","date":"2015-04-01","permalink":"/en/post/bkf/warnwestenpflicht/","section":"post","title":"Change in the high-visibility vest requirement? But not really…"},{"content":"Since June 5, 2013, there has been a requirement to carry a high-visibility vest in cars, trucks, etc. Here, at least one high-visibility vest must be available per vehicle occupant. Those who want to know more in detail can look up the 48th Ordinance on the amendment of road traffic regulations ( Bundesrat 445/13 ) to find out more. 💡 IMPORTANT: After reading this text, it is essential to read another article as well! This article is an April Fools' joke! Read more about it here. \u0026ldquo;Unfortunately, this did not lead to the required improvement, as timely and noticeable as possible. Because many colleagues still store their high-visibility vests in difficult-to-reach places (e.g., under various \u0026ldquo;junk\u0026rdquo; in the storage compartment, under a seat, in corners of the truck) or, which damages the brightness of the vest, hang them over the backrest of the passenger seat. 30% of the brightness is lost solely through this \u0026ldquo;storage\u0026rdquo; and thus optimal visibility in dangerous situations is no longer given. Therefore, all vests would have to be replaced every two years. Also, considering the wear time (they will never be clean again!).\u0026rdquo; But that is not all that Herr Strohmann has to report: \u0026ldquo;As long as no adequate solution is found for the problem, the transitional regulation 445/13/1 now applies.\u0026rdquo; This means – at least for goods vehicles over 2.8 tons gross weight – the wearing of the high-visibility vest is now mandatory during working hours behind the wheel. This not only saves the constant putting on and taking off for many customers, but also, in the case of breakdowns, every driver is \u0026ldquo;now automatically better protected,\u0026rdquo; Strohmann continues. Whether one can counteract the fading of the color through new production methods is currently still being examined. \u0026ldquo;They were not prepared for this before. It was common to store everything that was not used daily in the dark trunk.\u0026rdquo;\u0026quot; And what does this mean in plain language? Effective from April 1, 2015 Applies to all drivers and passengers for vehicles over 2.8 t gross weight (also in the passenger transport sector) High-visibility vests in fluorescent colors. Color tones yellow, orange, or orange-red. 60° visibility through completely continuous reflective strips (front, back, and sides), at least 5 cm wide. Must be worn continuously during working hours by both the driver and the passenger. Furthermore, due to the constant wearing and the significantly higher fading risk of the vest, it is recommended to replace them every two years with a new one. It remains to be hoped that the industry can soon produce more durable high-visibility vests, then one can at least wear a vest for a longer time. Ah, and since this whole thing cannot happen without a fine, the fine for a violation is about 30 € on the first offense. In the case of a repeat offense, the fine is already 75 € and a point in Flensburg. Source: ET-Radio.de Until then, good travels and don\u0026rsquo;t forget to inform your colleagues. 💡 IMPORTANT: After reading this text, it is essential to read another article as well! This article is an April Fools' joke! Read more about it here. Read more about this topic Update on September 18, 2025 Since this and also the other article on this topic are now over 10 years old, I have updated both. Not only regarding spelling, but also the links have been updated or removed because the respective pages no longer exist.","date":"2015-03-27","permalink":"/en/post/bkf/aenderungwarnwestenpflicht/","section":"post","title":"Change in the high-visibility vest requirement"},{"content":"What does \u0026ldquo;correct usage\u0026rdquo; mean? To explain this with an example, imagine driving a truck to a parking lot to observe the daily rest period between 9 and 11 hours. It is cold; perhaps it is raining or even snowing. This is exactly when the RSAB comes into play. The Roof Safety Airbag is not activated in the morning but directly when the vehicle is parked. By inflating, the roof panel lifts slightly. This allows: Water to drain Snow not to accumulate A solid ice sheet to never form in the first place [!IMPORTANT] Important: The RSAB prevents the formation of ice – it does not remove existing ice sheets! What can the RSAB do – and what cannot it? The RSAB can: Prevent ice sheet formation Reduce snow accumulation Function independently of location (no scaffolding required) Use the vehicle\u0026rsquo;s existing compressed air It cannot: Remove already frozen ice sheets Provide a 100% guarantee in extreme weather conditions Replace the obligation to inspect before departure Why is the RSAB so often misused? A common mistake is: Drivers activate the system only in the morning before departure The problem: Ice is already solid → RSAB ineffective Expectation: \u0026ldquo;It will clear it up\u0026rdquo; → It does not The RSAB is for prevention, not a de-icing tool. Is the RSAB mandatory? No. Currently, there is no legal requirement for the use of such systems. Nevertheless, usage can be sensible because as a driver you remain obligated to: drive a roadworthy vehicle (no ice sheets!) Conclusion The RSAB is a sensible technical solution to prevent ice sheets on trucks – but only if used correctly. It does not replace responsibility, but it can significantly ease your daily life in winter.","date":"2015-02-20","permalink":"/en/post/bkf/eisplatten/rsab/","section":"post","title":"RSAB (Roof Safety Airbag) explained – function, benefits and limitations for trucks"},{"content":"Since today is Sunday and I had nothing else to do, I submitted an online petition to the German Bundestag. The goal of this petition is to make the Roof Safety Airbag legally mandatory. We drivers all know the problem. By law, we are obligated to remove ice plates before starting a journey. However, since one does not always have a scaffold or ladder available, it is quite difficult to remove the ice. Of course, with an empty cargo area, you can push under the tarpaulin with a board. But this doesn\u0026rsquo;t allow for complete removal of the ice either. With a loaded truck, this simply won\u0026rsquo;t work at all. That is why I submitted the aforementioned petition this morning, so that we can always comply with this obligation without any problems. Especially since the advantage of this system is that it can be used regardless of location and operates using onboard resources. Moreover, since you must perform your departure inspection before starting a journey anyway, you can simply press a button to activate the system. And yes, I know that there are scaffolds at some few rest areas / motorway service stations for removing ice plates. However, even here, the problem is that one first has to drive there, which is not allowed. If this petition is accepted as is, I will link it here so that you can also sign it. Otherwise, I need someone to help me draft this petition correctly. [Update] This morning I received notification that my petition, number 57250, has been forwarded to the Petitions Committee. Let\u0026rsquo;s wait and see how long they will take to process it. Here is what is contained in it, which is also in the petition I submitted: Petition-57250","date":"2015-02-01","permalink":"/en/post/bkf/eisplatten/petition1/","section":"post","title":"Petition for Truck Ice Sheet Solution – Roof Safety Airbag Mandatory?"},{"content":"As every year, this winter season has also brought about this \u0026ldquo;surprising\u0026rdquo; cold period again. We call it winter and usually recognize it by the fact that it gets cold, roads become slippery, and some strange white stuff falls from the sky. That is called snow. Unfortunately, it doesn\u0026rsquo;t stop there; ice (which mostly forms when water solidifies at a certain temperature) not only forms on roads and bodies of water, but also on the tarps of trucks and transporters. One should assume that other road users are aware of this and at least do during this season what they cannot manage all year round: maintain distance from the vehicle in front. However, I already know that this won\u0026rsquo;t work either. As every road user knows, one is obligated to ensure that the tarps on top are also cleared of ice. §23 StVO applies to passenger cars as well! Clearing a truck\u0026rsquo;s roof of ice can sometimes be difficult. A ladder is not always available in the right length, and the UVV (occupational health and safety regulation) prohibits climbing onto the roof of a trailer or semi-trailer. On the SVG-Hamburg homepage, there is a list of ice-clearing stations that truck drivers can visit to have their superstructures cleared of ice. It would be nice if more freight forwarders equipped their vehicles with a so-called Roof Safety AirBag . In this case, a hose-like device is placed under the tarp and inflated with air, thereby lifting the roof slightly and ensuring that water collected on the roof can drain off immediately. It should also be mentioned that through the De-minimis funding program , costs for such systems, as well as other things like training costs, can be reimbursed up to 90%. One just needs to register in time. The deadlines for this are listed on the De-minimis page of BAG. I wish all drivers and female drivers a good journey and a safe return home!","date":"2014-12-07","permalink":"/en/post/bkf/eisplatten/winterzeit/","section":"post","title":"Ice Patches on Trucks in Winter – Dangers, Regulations, and Solutions"},{"content":"Many employers still use this method, which is not always legal, when there is no work available: they send employees on vacation. However, this is not always lawful. Regarding vacation planning in the company, the employer or their representative must generally take into account the vacation wishes of each employee. This applies as long as operational considerations do not oppose them, such as large orders or other employees already being on vacation, etc. Can the employer send me on vacation if there is no work? Here is a clear yes. As I wrote above, the vacation wishes of the employee generally take precedence first. The employer may then send an employee on so-called \u0026ldquo;mandatory vacation\u0026rdquo; when the current calendar year is almost over and the employee still has remaining vacation time available. This is because vacation must be granted and taken within the current calendar year ( § 7 Abs. 3 Bundesurlaubsgesetz ). Urgent operational needs can also lead to the employer being allowed to send you on vacation, or even not granting any vacation at all. Such needs include a renovation or reconstruction of the business premises, which in our industry rarely leads to a loss of orders. In today\u0026rsquo;s digital age, it is no problem for the dispatcher to perform their work elsewhere. Other reasons may include: You share a workplace as a part-time employee with another employee. To ensure that this workplace does not remain completely unoccupied, you are not allowed to be on vacation at the same time. Your company has designated company holidays during the period from July 1st to July 31st. You cannot demand that your three-week annual vacation be granted in a different month. You are a harvest helper and request vacation during the main harvest season. In the first week of October, all employees are to be trained on the new computer program. You will rightly not receive any vacation. While this does not always apply in our industry, these are just additional examples. Otherwise, the employer is in a difficult position here. In such cases, § 615 BGB may also apply. This states plainly: The employee offers their labor, but the employer does not accept it. Thus, the employer falls into default of acceptance and consequently has the problem that they must continue to pay the employee even if the latter has not worked. The hours not performed do not need to be made up by the employee, and no vacation may be deducted. This is also referred to as business risk. And this risk is borne by the employer themselves, not the employee. However, if an overtime account exists, the employer may stipulate that such overtime be used up. In many employment contracts with an overtime account, there are provisions stating that until hour X, the employer has the right to dispose of these hours and thus can also issue instructions that they must be taken. Remaining vacation new case law from the ECJ ECJ judgment of 06.11.2018 – C-619/16; C-684/16 Previously, it was always the case that remaining vacation had to be taken by some companies until a certain deadline in the following year. Since November 2018, this has changed somewhat. Remaining vacation can still expire, but only if the employer can prove that the employee voluntarily waived this vacation, even though the opportunity to take it existed. Source: Click here","date":"2013-07-17","permalink":"/en/post/bkf/keine_arbeit/","section":"post","title":"No work, take leave."},{"content":"Was ist die Fahrerkarte? 💡 Kurzüberblick Die Fahrerkarte ist im gewerblichen Güter- und Personenverkehr Pflicht. Ohne gültige Fahrerkarte darf grundsätzlich nicht gefahren werden. Bei Verlust, Diebstahl oder Defekt gilt eine Ausnahme von maximal 15 Tagen. Eine Ersatzkarte muss innerhalb von 7 Kalendertagen beantragt werden. Die Fahrerkarte ist 5 Jahre gültig. Die Daten müssen spätestens alle 28 Tage ausgelesen werden. Seit dem 31.12.2024 müssen Nachweise über die letzten 56 Tage mitgeführt werden. Die Fahrerkarte ist eine personalisierte Chipkarte für den digitalen Fahrtenschreiber. Sie speichert: Lenkzeiten Ruhezeiten Arbeitszeiten Bereitschaftszeiten Sie ist Pflicht im gewerblichen Güter- und Personenverkehr. Darf man ohne Fahrerkarte fahren? Nein. Ohne gültige Fahrerkarte darf grundsätzlich nicht gefahren werden. Ausnahmen bestehen nur, wenn die Fahrerkarte: defekt ist verloren wurde gestohlen wurde In diesen Fällen darf maximal 15 Tage ohne Fahrerkarte gefahren werden. Eine Ersatzkarte muss spätestens nach 7 Kalendertagen beantragt sein! Jetzt ist es allerdings auch so, dass man nicht einfach morgens losfahren darf und das war es dann. Beim Fahren, ohne Karte gelten gewisse Dinge, die man zu beachten hat, denn schließlich unterliegt man immer noch der Dokumentationspflicht. Vor Fahrtbeginn einen Ausdruck machen Auf diesem Ausdruck, das Datum, die Uhrzeit, den Anfangskilometerstand, den Namen, die Nummer der Fahrerkarte ODER des Führerscheins sowie die vom Vortag geleisteten sonstigen Arbeitszeiten eintragen und das ganze noch durch die eigene Unterschrift bestätigen. Beim Feierabend müssen die im Tacho aufgezeichneten Lenkzeiten und deren Unterbrechungen / Ruhezeiten ausgedruckt und ggf. um die sonstigen Arbeits- und Bereitschaftszeiten (handschriftlich) ergänzt werden. Ebenfalls darf der Name und die Nummer der Fahrerkarte ODER des Führerscheins nicht fehlen. Die o.g. Dinge müssen auch bei einem Fahrzeugwechsel (zwischen analogem und digitalem Tacho) gemacht werden. Die Ausdrucke sind stets dem Arbeitgeber sowie ggf. dem zuständigen Kontrollbeamten auf Verlangen auszuhändigen. Auch hierbei besteht eine Mitführungspflicht von 28 Tagen! Dass die Fahrerkarte alle 28 Tage ausgelesen werden muss, versteht sich eigentlich von selbst. Der Tacho alle 90 Tage. Privatfahrten mit dem LKW Bei Privatfahrten mit dem LKW muss natürlich keine Fahrerkarte gesteckt sein. Allerdings ist hier das Gewicht entscheidend. Bei Fahrzeugen bis 7,5 Tonnen zulässiges Gesamtgewicht, brauche ich keine Fahrerkarte zu stecken. Bei Fahrzeugen ab 7,5 Tonnen unterliege ich jedoch wieder der Lenk- und Ruhezeiten und muss meine Fahrerkarte stecken. Somit wäre das theoretisch keine Privatfahrt, auch wenn ich bspw. sonntags mit meiner Zugmaschine zum Bäcker fahre. Für LKWs mit H-Kennzeichen gilt diese Regel nicht. Anders gesagt, wenn ich für Freunde einen Umzug machen will, mein LKW aber über 7,5 Tonnen liegt, muss ich den Umzug ggf. absagen, wenn ich für die Zeit keine Lenkzeit mehr habe oder meine Wochenruhezeit dadurch nicht einhalten kann! Defekte Fahrerkarten mit der Chipnummer E 216 Seit Februar 2011 ist bekannt, dass Fahrerkarten mit der Chipnummer E 216 einen Defekt aufweisen können. Hier löst sich in der Regel der auf der Karte aufgeklebte Chip. Die Herstellerfirma Zauner (ZA-ARC) geht zwar laut einer Pressemitteilung davon aus, dass es an der eingesetzten Software liegt, doch wenn kein Chip mehr auf der Karte ist, gibt es keine Software, die diese auslesen kann. Man wird gebeten, sich bei einem Defekt mit der Herstellerfirma in Verbindung zu setzen. Ansprechpartner ist Herr Kowalewski unter Telefon +49 (6104) 699174. Andere Tätigkeiten Für andere Tätigkeiten, die nicht der VO 561/2006/EG unterliegen, muss der Arbeitgeber eine Bescheinigung ausstellen, dass man kein Fahrzeug bewegt hat, welches der genannten Verordnung unterliegt. Hier ist aber auch ein Nachtrag (Arbeitszeit) im digitalen Tacho legitim. Der Krankheitsfall Was tun, wenn man nun längere Zeit krank war, so wie ich nach meinem Herzinfarkt? Krankheit lässt sich jedoch schlecht auf der Fahrerkarte nachtragen. Doch jetzt wird es etwas kompliziert. Wie ja einigen bekannt ist, wurde kürzlich erst die Fahrpersonalverordnung »überarbeitet«. Jetzt besagt hier der § 20 in Abs. 1 (1) Selbstfahrende Unternehmer und Fahrer, die die in dieser Verordnung, in Artikel 36 Absatz 2 der Verordnung (EU) Nr. 165/2014 oder in Kapitel III Artikel 12 Absatz 2 Satz 1 des Anhangs zum Europäischen Übereinkommen über die Arbeit des im internationalen Straßenverkehr beschäftigten Fahrpersonals (AETR) vorgeschriebenen Nachweise nicht oder nicht vollständig vorlegen können, weil sie an einem oder mehreren der vorausgegangenen 28 Kalendertage ein Fahrzeug gelenkt haben, für dessen Führen eine Nachweispflicht nicht besteht, erkrankt waren, sich im Urlaub befanden oder aus anderen Gründen kein Fahrzeug gelenkt haben, haben diese Zeiten durch manuelle Nachträge nach den Absätzen 2 oder 3 zu belegen. Der Unternehmer hat dafür zu sorgen, dass der Fahrer die manuellen Nachträge nach den Absätzen 2 oder 3 vornimmt. The question that is now arising for me is, illness I cannot report as such, so I would have to put on a break. But that would be just 6 weeks. The certificate visible on the image I am theoretically not allowed to present, as I have a digital tachograph and it is reasonable to require me to report this event. I have written to the BAG about this again. Let\u0026rsquo;s see what comes of it. As soon as the answer arrives, I will update this section and attach the answer as a download to this article. UPDATE I have received a response from the Federal Office for Goods Transport in the meantime. According to the statement of Mr. Arne Mantowsky, the illness case is recorded as a rest period. There is no other way. However, since I was sick for more than 5 days, I can also use a certificate of days free of consideration as proof of my absences, according to the email. If the driver\u0026rsquo;s card becomes invalid The driver\u0026rsquo;s card is valid for exactly 5 years, like the driver\u0026rsquo;s license. Therefore, it is important to apply for a so-called follow-up card before the driver\u0026rsquo;s card expires. In general, it takes 10 days until the new card arrives. Prices can vary depending on the driver\u0026rsquo;s license office / federal state. I paid 46 € in December 2015 here in the Hochsauerlandkreis. Just as a note. Modern tachographs show how many days the driver\u0026rsquo;s card becomes invalid, so it is always a good idea to check the tachograph when removing the card. What can the employer do with my card and what cannot? What the employer is allowed to do with my driver\u0026rsquo;s card and what is not, is quickly explained. Because he is only allowed to do one thing: read my driver\u0026rsquo;s card within the framework of the documentation obligation and nothing more! So that no further questions arise, he is not allowed to: keep the card, pass it on to third parties (another driver, for example, so that he can continue driving) prevent me from reading the data myself Thus, his actions with my card are limited to what I described above: He is only allowed to read it and nothing more! The card is issued in my name and is therefore my property! The read data must be archived and must be passed on to the authorities upon request. Data of the driver must not be disclosed to unauthorized third parties. From when do I need a driver\u0026rsquo;s card / tachograph? In general, one must first clarify from when a tachograph is required. Because here there are certain weight classes for which no tachographs are required. In the case of a commercial transport, tachographs are required if: The vehicle / vehicle combination, which currently weighs more than 3.5 tons. Buses with more than 8 passenger seats If the vehicle is operated privately, no driver\u0026rsquo;s card is needed, even if a tachograph is installed. Here, the weight plays no role. For vehicles between 2.5 tons and 3.","date":"2013-01-03","permalink":"/en/post/bkf/fahrerkarte/","section":"post","title":"Digital Driver's Card: Obligation, Usage and all Rules Simply Explained"},{"content":"Due to a small contribution from a professional colleague, I had to realize that even after years, nothing has changed at the central warehouses. Normally, I would say one shouldn\u0026rsquo;t judge all people by the same standard, but here there is no other way, as they are all the same. I am copying here, as Danny says, his little story 1:1, because I believe everyone should know this once. Hello to all who still want to shop at Aldi today\u0026hellip; I would like to tell you a little story and hope that you share it, so that perhaps something will change or customers of Aldi will finally learn what is going on in the central warehouses. I have been a truck driver for 16 years and am generally very satisfied with my job. I love chatting with customers a bit because I think that simply belongs to the job. But last week I was taught a better lesson, and such things make me personally reflect deeply\u0026hellip; Last week I drove my truck to Aldi\u0026rsquo;s central warehouse in Horst (Elmshorn) to unload 10 pallets of sausages and one pallet of denture cleaner. After handing over my documents, I was told which ramp I should report to. So I went in and greeted a friendly employee with \u0026ldquo;Good morning\u0026rdquo;. The first important WAREHOUSE MANAGER (blue coverall) did not react. After about 5 minutes, he then said: \u0026ldquo;Take your hands out of your pockets or haven\u0026rsquo;t you had sex for a long time?\u0026rdquo; Well, as I am, I took this remark in good humor and just thought my own thoughts. When I told him what I thought about it, he told me which ramp to drive to. After doing so, I went back in and was told how to position the pallets. (Oh yes, for all who don\u0026rsquo;t know yet: at customer sites, truck drivers unload themselves. That\u0026rsquo;s our break). At 11:50 AM, the second important person came and locked my gate. (I still had two pallets on the truck). When I asked what this was about, he told me: \u0026ldquo;Get lost out of my warehouse.\u0026rdquo; When I then asked him (because I was gradually getting angry) how he actually spoke to me, he just said to me: \u0026ldquo;Truck drivers are worth less than a bacterium.\u0026rdquo; At 12:45 PM I was allowed to unload my last two pallets. I then went back to the important person to get my documents back. I received them at 2:00 PM. I am used to much, but I have never experienced anything like this. And I only know one thing: Aldi has lost me as a customer. And if you go shopping there today and pack goods into your shopping cart, remember that it was delivered by bacteria. I hope you share my little story. Best regards, Danny\u0026hellip; I myself have not been at a central warehouse of a discount store for a long time, but such conditions existed before as well. Despite attempts by the BAG (Federal Office for Road Transport) and freight forwarders to improve things, drivers are rarely treated as human beings at such warehouses. An improvement thus seems not in sight.","date":"2012-10-26","permalink":"/en/post/bkf/aldiundco/","section":"post","title":"Aldi, Lidl and Co. Nothing has changed"},{"content":"📌 Important One thing upfront: I do not want to call on or encourage anyone here to request a driving time review, but rather simply show that there is an exception even for the exception. I experience it often enough that colleagues, out of ignorance (which is not uncommon due to \u0026ldquo;insufficient training\u0026rdquo;), simply park their vehicles here or there just to avoid punishment for exceeding driving times. As drivers in goods or passenger transport, the times at which breaks must be taken after a certain number of driving hours are precisely prescribed. Although not by clock time, but based on hours. So, one must take an interruption of at least 45 minutes after 4.5 hours of pure driving time, and after further 4.5 hours, actually 11 hours, or if shortened to a maximum of 9 hours. Unfortunately, due to the current parking situation, it often happens that no secure parking spot can be found. This is usually recognized by the fact that rest areas, parking lots, and truck stops are hopelessly overcrowded, with trucks sometimes standing partially on the roadway. Alert The following explanation is no longer valid. The parking situation in Germany is well-known, so one can no longer use Article 12 of Regulation (EC) No 561/2006 as an excuse! Here, the Driving and Rest Time Regulation ( VO561/2006/EG ) provides an exception rule. Article 12 states: 1 Sofern die Sicherheit im Straßenverkehr nicht gefährdet wird, kann der Fahrer von den Artikeln 6 bis 9 abweichen, um einen geeigneten Halteplatz zu erreichen, soweit dies erforderlich ist, um die Sicherheit von Personen, des Fahrzeugs oder seiner Ladung zu gewährleisten. Der Fahrer hat Art und Grund dieser Abweichung spätestens bei Erreichen des geeigneten Halteplatzes handschriftlich auf dem Schaublatt des Kontrollgerätes oder eienem Ausdruck aus dem Kontrollgerät oder im Arbeitsplan zu vermerken. So now one might think it is enough to write \u0026ldquo;no parking space found\u0026rdquo; at the back. Well, if everything were that simple\u0026hellip; The current issue of Truckers (Issue 9/2012) comes with a small booklet stating exactly how the handwritten entry for the BAG must look. People, I ask you: DO NOT EXAGGERATE this. Many still know how it went with the vacation certificates later. The credibility of these certificates was questioned. Some officials still do this today; especially on Fridays, one should consider whether it makes sense to refer to Article 12 just to drive a few hundred kilometers home. That would be more than conspicuous and a reason for doubt. Oh yes, for the In-France-It\u0026rsquo;s-Different Doubters: It is also like that in France. Regulation (EC) No 561/2006 is an EU regulation and, as such, stands above any national law. Even better here: EU regulations must be adopted into national law exactly as they are and may not be changed. That means Article 12 also applies in France. Alert The explanation is no longer valid. The parking situation in Germany is well-known, so one can no longer use Article 12 of Regulation (EC) No 561/2006 as an excuse!","date":"2012-09-28","permalink":"/en/post/bkf/ausnahme/","section":"post","title":"Driving Time Exception: Article 12 of Regulation (EC) No 561/2006 Explained Simply"},{"content":"It is a common misconception among many. Again and again, one can hear in internet forums or in conversations with colleagues: We are now EU Professional Truck Drivers. If one then asks more precisely what this profession actually is, many wrongly believe that they are now Professional Truck Drivers under § 4 Abs. 1 Satz 2 BkrFQG , because they either completed the accelerated basic qualification or completed the 35-hour further education. Especially since there are also driving school instructors who spread such rumors. However, one has to say unfortunately that the worker with a driver\u0026rsquo;s license here has only received a new designation: EU Professional Truck Driver. Even though one now has to take a small IHK exam. In fact, the above-mentioned paragraph clearly states that only the person who has completed an apprenticeship in the apprenticeship trades \u0026ldquo;Professional Truck Driver/Professional Truck Driveress\u0026rdquo; or \u0026ldquo;Specialist in the Driving Operation\u0026rdquo; or a state-recognized apprenticeship trade, in which comparable skills and knowledge for conducting trips with motor vehicles on public roads are taught, is considered a Professional Truck Driver. One must not assume that obtaining the accelerated basic qualification under § 4 Abs. 2 BKrFQG grants the status of a Professional Truck Driver / Professional Truck Driveress. It is true that with the introduction of the aforementioned law, the worker with a driver\u0026rsquo;s license no longer exists, but it is wrong to believe and claim that one is now a Professional Truck Driver. This is also claimed by many training institutions that offer the 3.5-hour further education. During one of my modules, I could hear the \u0026ldquo;trainer\u0026rdquo; say that he only sees Professional Truck Drivers in the room, since the worker with a driver\u0026rsquo;s license no longer exists. Such half-truths can quickly backfire for the involved parties, for example, when truck drivers and truck driveresses try to claim the same rights as a trained Professional Truck Driver through the trade unions. All those who only completed the accelerated basic qualification or also obtained the 35-hour further education due to their existing entitlement (Class C1, C1E, C, CE before 09.09.2010) are trained professionals with a driver\u0026rsquo;s license. A Professional Truck Driver is then the trained professional with a driver\u0026rsquo;s license.","date":"2011-12-05","permalink":"/en/post/bkf/eu_bkf/","section":"post","title":"We are EU professional truck drivers"},{"content":"Those who were aware of the situation witnessed a huge commotion surrounding the CGZP regarding tariff eligibility and similar issues. This was confirmed in Erfurt on December 14, 2010. Following this, there was a meeting at our company with the works council of the parent company, a representative from ver.di, and ourselves as employees of the internal staffing agency. It is hardly surprising that ver.di members waited in vain for two years for assistance. They were only sent new forms to sign, but nothing ever happened. Only the members of a trade union within the Christian Trade Union Federation received more money through a mere formal letter. Two pay grades higher, achieved simply by one letter! Please do not misunderstand me: I am not blaming ver.di. There too, only people work, and they have just as much or little desire to strive in their job as others. It should be clear that those below them also suffer, more or less. And consequently, the trade union itself gets a bad image. Anyway. Shortly after the announcement of the judgment, we received an employment contract with the parent company. Exactly what we had wanted for so long. But\u0026hellip; the contract was not as hoped. First, we did not receive the same pay as our \u0026ldquo;colleagues,\u0026rdquo; but significantly less, even though we performed the same or even more physically demanding work. Furthermore, the contract contained passages that were legally more than just questionable: for example, a notice period of only one week during the probation period by the employer, sick pay amounted to only 8 hours per day in case of illness, and continued worse working conditions than before. This led to the aforementioned meeting. The ver.di representative was convinced that this contract could be signed without hesitation, as he was apparently glad that our company would close and thus our jobs would disappear. It didn\u0026rsquo;t matter to him if all trucks were off the road; as long as one staffing agency disappeared. Furthermore, he claimed that if the company did not disappear in this manner, ver.di would have filed a lawsuit against this company. However, he provided no justification for this step. Well, as you can see, not everything that shines is gold. The membership fee of 1% of the monthly gross salary would have been better invested in good professional legal protection than in a DGB trade union with an incompetent trade union official. After all, it was he who let things come to this point. But it also shows again: It is not the trade union that is bad. It is the employees who turn the screw on quality\u0026hellip;","date":"2011-01-01","permalink":"/en/post/bkf/stark/","section":"post","title":"A serious matter"}]