Dutch Driving Theory Book In English + Pdf Free Download
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Although driving lessons are not compulsory, it is almost impossible to clear the practical test without taking a couple of lessons. As a result, most driving instructors recommend at least 20-35 lessons for people with limited to no experience driving. On average (2021), students need 43 lessons before they could take the practical exam.
Dutch driving tests are challenging compared to most other countries. Only around 51% of men and 48% of women pass the practical one on the first attempt. This discrepancy seems to be caused by gender discrimination of examiners.
Those with a driving permit from a country outside the EU/EFTA region must exchange it for a Dutch one within 185 days of relocating to the Netherlands. If you were already a resident of the Netherlands when your foreign permit was issued, then you cannot use it and must exchange it for a Dutch driving permit.
If your original driving licence was issued by a country that is not part of the European Union (EU) and you then exchanged it for a Dutch driving licence, you may not always be able to exchange your Dutch driving licence in another EU country. The Direccin General de Trfico can tell you whether you can exchange your Dutch driving licence for a Spanish licence in this case. If this is not possible you will need to take your driving test again.
Have you lost your driving licence? Then you will need a certificate of authenticity (echtheidsverklaring) from the Netherlands Vehicle Authority (RDW) if you wish to apply for a Spanish driving licence. The certificate shows whether your driving licence is listed in the Central Driving Licences Register. Visit the website of the RDW for information on how to apply for a certificate of authenticity. There is a fee for this service. Once you have paid you will receive the certificate of authenticity by post at your address. The certificate is in English. You do not need to have it translated into Spanish.
Did you know that you can get the cheapest driver's license in India, and the most expensive in Norway. The Dutch driving license is not among the cheapest driving licenses, but is accepted in most countries worldwide by our thorough driving courses.
In the Netherlands, obtaining a driving license costs on average 3,207 euros (prices in 2022), also according to research by the CBR - The Dutch Central Office of Driving Certification - among exam candidates 2021. This is including one practical exam, one mockup exam, theory lessons and a theory exam.
There are no ready-to-use standards for obtaining a driving license. Both the level of difficulty and the costs can vary considerably from country to country. In the countries with a good education, about a working week of teaching hours and training is required. You can also look at it like this: where can you get a complete professional training for a well-recognized and potentially dangerous profession in only 40 hours - one working week? Well, actually nowhere! Moreover, theoretical theories in the Netherlands are given by professionals: see also Theory College Netherlands.
Just like in the US, Canadians have to do a number of tests before they can get a driving license. For example, they have to test their eyesight, do a knowledge test and take two road exams. This process can take up to 24 months. Canadians can go for a driving license from the age of sixteen.
The Russian Tsar empire was one of the first countries to introduce a driving license. The first driving licenses were issued in 1900. In order to obtain a driving license, Russians must follow 130 hours of training and take 56 hours of driving lessons.
Only after the Motor Vehicles Act of 1988 were drivers of cars in India required to have a driving license for driving in the public space. The driver must be at least 16 years old for a student driving license and 18 years for a permanent driving license.
In France there are only a limited number of driving exams per year. These exams are filled by driving schools, which select strictly on admission. Getting a driving license in France is difficult and can take up to two years.
Germany is one of the most difficult countries in the world to go for a driving license. One of the requirements is, for example, an eight-hour first aid course. For all 30 multiple choice questions on the theory exam, in contrast to the Netherlands, several answers may be correct. There are technical questions about car mechanics and questions about traffic rules.
In Australia a driving license only costs about 160 euros. Beginning car drivers in Australia have to go through three phases to get a permanent driving license, but this can vary between states (like the costs). In New South Wales, the learning process is spread out over four years to promote safe driving.
The price for a Swedish driving license depends on the number of lessons that a prospective driver needs and the price of the driving school. The costs are higher in cities than in the countryside. But that is obvious.
The costs for a Norwegian driving license are particularly high. Not because of the driving license itself, but because of the intensive compulsory training. That is why Norway is one of the most expensive countries in the world to get a driver's license.
A driver's license only in Saudi Arabia costs around 65 euros. Until 24 June 2018 women were not allowed to drive in Saudi Arabia. Now women have to pay more for a driving license than men. Women pay about 4 to 8 times more than men.
In Thailand, a driver's license only does not cost much, about 29 euros. Prospective drivers must be at least 18 years old in Thailand. A Thai driving license is valid in the ten countries of ASEAN, a joint venture of Southeast Asian countries, including Vietnam, Singapore and Malaysia.
You see that the costs of a driving license are very different from each other in the world. However, a good driving course pays for itself in safer driving and fewer damage during your driving career. After all, nobody, even your fellow road users, is waiting for accidents.
So why are cyclists so hated? Blame social-identity theory. Cyclists can be dismissed as a sub-subculture, one far removed from an American mainstream defined by cars and drivers. To a driver, a cyclist is an unpredictable outsider, someone implicitly less worthy of respect--or for that matter, of space on the road. And if one biker blows a red light, that's evidence that all these outsiders are careless, whereas a lawbreaking driver isn't held up as proof that all drivers are thoughtless. (It doesn't help that the very act of driving can blunt your patience with and sympathy for those outside the climate-controlled bubble of your car.)
I now turn from theory to practice. The following three sections deal with actual PoI interferences in traffic law: presumptions of guilt, vicarious liability of car owners and coercing non-suspects into proving their sobriety. Retributivists tend to castigate such procedures. I argue, however, that they might be justified on retributivist grounds. In a fallible world, the PoI is not even safe in the hands of retributivists.
(2) Criminal law. Since 2008, public prosecutors (and others) are authorized to issue punishment orders for offences carrying a six-year maximum prison term. This criminal procedure aims to deal with simple cases. The punishment order entails both an act of prosecution and of punishment. Punishment orders may only be issued when guilt has been established. Permissible sanctions are: a fine, a six-month driving disqualification and 180 hours of community service. However, imprisonment is not permitted. The accused can object to a punishment order. If he objects, the regular criminal court procedure applies (including appeal and cassation). The fact that prosecutors establish guilt and impose punishment may be shocking to common-law lawyers. It should be borne in mind, however, that Dutch prosecutors fulfil a magistrate-like role: they are trusted to act impartially and justly.
In the Netherlands, the use of investigative powers generally requires a suspicion of a crime. In some cases, the lower threshold of indications of a terrorist crime applies. The most far-reaching powers, however, are found in traffic law. Designated officers may stop vehicles and order drivers to cooperate with a preliminary breath test. The aim of this power is to control observance of drink-driving laws. The power is not curtailed by a suspicion threshold. Intentional non-cooperation is a felony.
The preliminary test may lead to a suspicion of drink-driving. Suspects are obliged to cooperate with an official alcohol test. Refusal to cooperate with the official test is a distinct felony. It carries the same penalties as the felony of drink-driving: a three-month maximum prison term and five-year maximum driving disqualification. The results of the official test may be used as evidence of drink-driving.
With regard to retributivism, there are three difficult questions. First, does drink-driving merit criminal condemnation? Second, is forcing cooperation on pain of punishment justifiable? Third, is testing without suspicion justifiable?
Is forcing cooperation on pain of punishment justifiable? The possibility of driving disqualification for non-cooperation with the official test suggests punishment is still aimed at censuring drink-driving.51xThe state shows little effort, however, to discover the truth. Forcefully taking blood from suspects for testing would advance truth-finding, but the intrusive nature is morally problematic. A rebuttable presumption of intoxication is another option. Sanction-based cooperation may be compatible with the DDE. Cooperators are only punished if the test shows them to be guilty of drink-driving. Punishment for refusers is harder to justify. Most refusers are probably guilty of two wrongs: drink-driving and non-cooperation.52xThe wrongness of non-cooperation is contentious. Determining just deserts for presumed drink-driving is difficult due to unknown BAC. Still, punishment for refusers might be justified. Non-cooperating drink-drivers receive a more or less proportionate punishment. Non-cooperating sober drivers receive a disproportionate punishment: they should only be punished for non-cooperation. However, the disproportionate part is never inflicted deliberately or knowingly. If the expected good effect (punishment of drink-drivers) is deemed to outweigh the expected bad effect (disproportionate punishment of some non-cooperating sober drivers), this procedure is compatible with the DDE. 5376163bf9
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