EN Official Journal of the European Union CE 33/123

(2004/C 33 E/123)

WRITTEN QUESTION E-1473/03

by Stavros Xarchakos (PPE-DE) to the Commission

(30 April 2003)

Subject: Multiple-fatality accidents on roads in Greece

There is a very high frequency of road accidents in Greece, which puts the country in the unenviable position of top of the EU league table'. A typical example was the multiple-fatality accident which occurred on 13 April 2003 at Tembi, while a similar accident happened a month ago when a bus careered off a bridge. In those two accidents alone, the death toll was almost 40, with many more injured. In Greece, HGVs are banned from the roads at weekends, but only between June and September.

Do exactly the same rules apply in the other Member States or are HGVs totally banned from the roads at weekends throughout the year? In which Member States are HGVs allowed on the roads at weekends? Does the Commission have any information concerning the illegal removal of speed limiters from HGVs and buses in Greece and the specific penalties imposed by the Greek authorities? Do the Greek authorities carry out serious checks and have penalties been imposed on the basis of data provided by tachographs fixed to HGVs and buses? What data have the Greek authorities provided concerning the penalties which they have imposed on drivers and owners of HGVs who overload their vehicles or carry dangerous loads? What measures has the Commission taken to increase the awareness of the Greek authorities in relation to the above matters and how have they responded?

Answer given by Ms de Palacio on behalf of the Commission

(20 June 2003)

Regarding the circulation of heavy goods vehicles on Saturdays and Sundays, eight Member States (Greece, Spain, France, Italy, Luxembourg, Austria and Portugal) have chosen to impose restrictions on such traffic on their territory. In general, these rules have been established in isolation and therefore they vary considerably from one country to another.

At present there are no rules harmonising these restrictions at Community level. The Member States may therefore impose them, subject to compliance with the principles of Community law (proportionality of measures, non-discrimination, compatibility with the principles of free movement of goods and the freedom to provide services).

To put an end to the problems caused by the lack of harmonisation, in March 1998 the Commission sent Parliament and the Council a proposal for a Directive on a transparent system of harmonised rules for driving restrictions on heavy goods vehicles involved in international transport on designated roads (1). The harmonisation of driving restrictions on the main international routes would facilitate the transport of goods by road in the Community, make the rules laying down derogations more transparent and improve the functioning of the internal market and the working conditions of drivers involved in international transport operations. The proposal has not yet been adopted.

Regarding the checking of speed limitation devices and the penalties imposed where such devices are absent or not functioning properly, Directive 2000/30/EC (2) of Parliament and of the Council of 6 June 2000 lays down certain rules. The Directive has been applicable since 1 January 2003. It does not impose a minimum frequency of inspections, nor penalties, which are the responsibility of the Member States. It stipulates that the Member States must transmit to the Commission by 31 March 2005 at the latest the data on the number of vehicles checked and that this information must be forwarded to Parliament. The Commission has statistics on the malfunctioning of speed limitation devices in certain countries, which it transmitted to Parliament and the Council in 2001 (3). However, it does not have any data for Greece, which is not one of the countries mentioned in the report.

Regarding the checking of chronotachographs and the application of legislation on working time and rest periods, the Commission is having trouble obtaining data from the Greek authorities in a format which would allow it to draw up its biennial rapport on the implementation of this legislation. It has initiated infringement proceedings against Greece. Unlike the other Member States, Greece has not provided details of the penalties applied when the legislation is infringed.

As things stand at present, inspections to check overloading or the application of legislation on the transport of dangerous substances are the responsibility of the Member States.

As indicated in its White Paper on transport policy (4), the Commission believes that a major effort should be made to improve road safety and that to achieve this, priority must be given to the application of rules on working conditions, road safety rules and transport legislation. It intends to propose measures shortly to tighten up roadside inspections.

(1) COM(98) 115 final; OJ C 198, 24.6.1998; amended by COM(2000) 759 final; OJ C 120 E, 24.4.2001.

(2) Directive 2000/30/EC on the technical roadside inspection of the roadworthiness of commercial vehicles circulating in the Community; OJ L 203, 10.8.2000.

(3) Report to Parliament and to the Council on the implementation of Directive 92/6/EEC of 10 February 1992 on the installation and use of speed limitation devices for certain categories of motor vehicles in the Community.

(4) European transport policy for 2010: time to decide, COM(2001) 370 final.