COMMISSION STAFF WORKING DOCUMENT Accompanying the document REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT AND THE COUNCIL on the implementation in 2013-2014 of Regulation (EC) No 561/2006 on the harmonisation of certain social legislation relating to road transport and of Directive 2002/15/EC on the organisation of the working time of persons performing mobile road transport activities (28th report from the Commission on the implementation of the social legislation relating to road transport)
Date: 2017-03-07
Institutions: Directorate-General for Mobility and Transport, European Commission
Subjects: EU Member State, application of EU law, arrangement of working time, drivers, driving period, rest period, road safety, road transport, social legislation, transport statistics

EUROPEAN 
COMMISSION 

Brussels, 7.3.2017  
SWD(2017) 100 final 

COMMISSION STAFF WORKING DOCUMENT 
Accompanying the document 

REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT AND 
THE COUNCIL  

on the implementation in 2013-2014 of Regulation (EC) No 561/2006 on the 
harmonisation of certain social legislation relating to road transport and of Directive 
2002/15/EC on the organisation of the working time of persons performing mobile road 
transport activities 

(28th report from the Commission on the implementation of the social legislation 
relating to road transport) 

{COM(2017) 117 final} 

EN 

   EN 

 
 
 
 
  
 
 
TABLE OF CONTENTS 

PAGE 

1.  Social legislation in road transport – objectives and key provisions   

2.  Data submission  

3.  Checks  

4.  Checks compared to the number of enforcement officers and equipment to analyse 

tachographs 

5.  Roadside checks 

6.  Roadside checks – type of tachograph  

7.  Checks at premises  

8.  Offences – detection rates  

9.  Offences detected at roadside – detection rates  

10. Offences detected at premises – detection rates  

11. Categories of infringements detected at roadside 

12. Categories of infringements detected at premises  

13. Relations and cooperation between Member States   

14. Penalties 

15. Exceptions granted by Member States 

16. Comments and proposals 

17. Interpretation of Regulation (EC) No 561/2006 and Directive 2002/15/EC   

17.1 Judgment of the Court of Justice of 19 October 2016 in case C-501/14 

17.2 Judgment of the Court of Justice of 18 February 2016 in case C‑325/15   

17.3 Judgment of the Court of Justice of 9 June 2016 in case C-287/14 

17.4 Requests for a preliminary ruling 

18. Monitoring and control arrangements of Directive 2002/15/EC in Member States   

19. Issues in relation to enforcement of Directive 2002/15/EC 

20. Statistics on checks 

2 

4 

5 

5 

7 

8 

9 

11 

11 

12 

13 

14 

15 

15 

23 

23 

28 

29 

29 

29 

30 

30 

31 

31 

32 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
    
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
21. Statistics on infringements 

22. Stakeholders' views on implementation of Directive 2002/15/EC in Member States 

23. Statistics on minimum checks to be carried out 

24. Statistics on number of working days checked at roadside 

32 

33 

34 

35 

25. Statistics on checks at roadside by the number of drivers checked at roadside by country of 

registration and type of carriage 

26.  Statistics on checks at roadside by the number of vehicles stopped at roadside check by  

country of registration and type of tachograph 

36 

37 

27. Statistics on checks at premises by the number of drivers, undertakings and working days  

checked at premises 

28. Table of number of undertakings, drivers checked and offences detected by size of the  

fleet of all Member States  

29. Statistics on types of offences at roadside 

30. Statistics on types of offences at premises  

38 

39 

45 

46 

3 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
1. Social legislation in road transport – objectives and key provisions 

Social  rules  in  road  transport  are  established by  four  interrelated  acts  :  Regulation  (EC)  No 
561/2006,  which  establishes  rules  on  driving  times,  breaks  and  rest  periods  for  professional 
drivers;  Regulation  (EEC)  No  3821/85  on  recording  equipment  in  road  transport,  Directive 
2002/15/EC,  which  sets  out  complementary  provisions  on  the  organisation  of  the  working 
time of persons performing mobile road transport activities and Directive 2006/22/EC, which 
determines minimum requirements for enforcement of these rules. 

Regulation (EC) No 561/2006 applies to employed and self-employed drivers engaged in the 
carriage by road of goods where the maximum permissible mass of the vehicle exceeds 3.5 
tonnes and of passengers by vehicles carrying more than 9 persons including the driver. The 
maximum weekly driving time of a driver should not exceed 56 hours (provided that no more 
than 90 hours are driven in any two consecutive weeks). The total daily driving time should 
not exceed 9 hours, although twice a week it can be extended to 10 hours. Breaks should last 
for at least 45 minutes (which may be separated  into a break of  15 minutes followed by  30 
minutes) and should be taken not later than 4.5 hours of driving period. The daily rest period 
is determined at the level of minimum 11 hours, which can be reduced three times a week to 9 
hours. The Commission is currently evaluating the Regulation and intends to table a proposal 
for a targeted revision in 2017 as part of the Road Initiative.  

Council Regulation (EEC) No 3821/85 on recording equipment in road transport provides the 
basis for the tachograph, which is a device that records driving time, breaks, rest periods and 
other  work.  Its  purpose  is  to  monitor  compliance  of  professional  drivers  with  driving  time 
provisions of Regulation (EC) No 561/2006. The tachograph must be installed in vehicles to 
which Regulation (EC) No 561/2006 applies. Since the 1st of May 2006 there is an obligation 
to install a digital tachograph in all new registered vehicles in the EU. There is no mandatory 
retrofit for vehicles already registered before that date and fitted with an analogue tachograph.  
Council Regulation (EEC) No 3821/85 was repealed by Regulation (EU) No 165/2014, which 
sets out obligations and requirements in relation to the construction, installation, use, testing 
and control of tachographs used in road transport, in order to verify compliance with control 
with Regulation (EC) No 561/2006, Directive 2002/15/EC and Council Directive 92/6/EEC. It 
also  aims  at  reducing  administrative  burden  and  making  fraud  to  the  tachograph  more 
difficult.   

Directive  2002/15/EC  (Working  Time  Directive)  applies  to  mobile  workers  such  as  drivers, 
crew  and  other  travelling  staff,  both  with  the  employment  or  self-employment  status.  The 
Directive complements Regulation  (EC) No 561/2006 by putting in place limitations on the 
overall  daily  and  weekly  working  time  of  workers  in  the  road  transport  sector  as  well  as 
minimum  daily/weekly  periods  of  rest  and  adequate  breaks.  Working  time  is  defined  in  the 
Directive  as  time  devoted  to  all  road  transport  activities,  including  driving,  loading  and 
unloading,  assisting  passengers  boarding  and  disembarking  from  the  vehicle,  cleaning  and 
technical maintenance and all other work intended to ensure the safety of transport operation. 
Specific  time  limits  are  set  out  in  relation  to  weekly  working  time  (excluding  breaks  and 

4 

 
 
periods of availability) which amounts to  maximum 48  hours  a week or 60 hours, provided 
that over four months, an average of 48 hours a week is maintained. Moreover, a limitation to 
10 hours on daily working time is introduced in case of night work. Each mobile worker is 
obliged to take a break after working consecutively for 6 hours, which should be at least 30 
minutes, if working hours range from 6  to 9 hours and at least 45 minutes, if working time 
equals to more than 9 hours.  

Directive 2006/22/EC also called the "Enforcement Directive" aims at verifying compliance 
and  ensuring  application  of  the  driver's  hours  rules  established  by  Regulation  (EC)  No 
561/2006. The Directive promotes harmonised interpretation of social rules in road transport 
by  means  of  minimum  requirements  for  the  uniform  and  effective  checking  by  Member 
States.  The  minimum  threshold  of  checks  of  the  total  number  of  days  worked  by  drivers 
falling under the scope of Regulation (EC) No 561/2006 and Regulation (EEC) No 3821/851 
is set at 3% from 2010. In addition, the total number of working days actually checked should 
be  carried  out  in  proportional  manner  for  checks  at  roadside  and  at  premises  of  transport 
undertakings;  30  %  and  50  %  respectively.  In  order  to  encourage  cooperation  between 
Member States, an obligation of minimum 6 concerted roadside checks per year undertaken 
by two or more enforcement authorities was introduced.  

2. Data submission 

Data has been submitted by all Member States in most of the cases in a timely manner. The 
quality  and  consistency  of  national  reports  improved  constituting  a  coherent  base  for  this 
biennial report. All Member States provided data by means of the standard reporting form. 

Some  of  the  inconsistent  or  missing  data  was  due  to  technical  constraints  during  data 
collection  process  in  some  Member  States.  Furthermore,  there  were  some  Member  States 
which  still  reported  that  data  was  collected  in  not  disaggregated  manner  or  in  the  wrong 
format which did not allow for their inclusion in the national reports. These issues should be 
addressed in view of the next biennial report for the years 2015-2016 in order to assure more 
reliable and better quality overview at the European level.  

3. Checks  

Looking  closely  at  the  number  of  working  days  effectively  checked  in  relation  to  the 
minimum number of working days to be checked, it is noticeable that the majority of Member 
States  performed  more  checks  than  required  by  Directive  2006/22/EC.  For  the  purpose  of 

1 repealed by Regulation (EU) No 165/2014 of the European Parliament and of the Council of 4 February 2014 
on tachographs in road transport,  repealing Council Regulation (EEC) No 3821/85 on recording equipment in 
road transport and amending Regulation (EC) No 561/2006 of the European Parliament and of the Council on 
the harmonisation of certain social legislation relating to road transport (OJ L 60, 28.2.2014, p. 1) 

5 

 
 
 
 
                                                            
 
better  illustration  of  the  results,  100%  signifies  meeting  the  minimum  threshold  of  3%  of 
checks.  

The  collected  data  shows  that  all  Member  States  reached  this  threshold,  except  for  Greece 
(16%),  the  Netherlands  (80%),  Croatia  (82%)  and  Lithuania  (96%).  Even  though,  Greece 
increased the number of working days checked compared with the previous period, levels of 
controls remain significantly below the threshold, already for the 4th time in a row.  

The Netherlands increased the number of the controls from 64% in 2011-2012 to 80% in this 
reporting  period.  Nevertheless,  it  should  be  taken  into  consideration  that  agreements  with 
various  freight  and  passenger  transport  operators  were  concluded  in  the  Netherlands. 
According  to  this  national  arrangement,  transport  undertakings  report  back  to  the  national 
authority on the results of their own monitoring of working and driving times and rest periods. 
It indirectly provides for an additional one million and a half of driver working days checked, 
which when added to traditional checks would allow meeting the minimum checks threshold.  

In  this  reporting  period  Denmark,  Italy  and  Latvia  showed  an  improvement  in  their 
enforcement performance and met the legitimate threshold of checks.  

There are several Member States that performed considerably more checks than required by 
the  legislation.  These  are  Austria,  Bulgaria,  France,  Germany  and  Romania.  Bulgaria 
performed the most of the working days checked compared to the required minimum checks, 
followed by France and Germany. These three Member States account for a half of the total 
working days checked in the European Union (75.6 million out of 151 million). 

Regarding the type of controls, there is a continuous upward trend in working days checked at 
premises of undertakings. When looking at the total number of working days checked across 
the  EU,  23%  of  them  were  controlled  at  premises  in  comparison  to  20%  in  2011-2012  and 
18%  in  2009-2010.  As  required  by  Article  2  of  Directive  2006/22/EC,  the  number  of  the 
working days checked at premises should amount to at least 50% of total number of working 
days  checked.  However,  only  the  following  seven  Member  States2  complied  with  the 
requirement  of  minimum  checks  at  premises  :  Ireland  (82%),  Croatia  (70%),  Latvia  (69%), 
Estonia  (62%),  Lithuania  (60%),  Slovakia  (59%)  and  Malta  (51%).  Member  States  which 
proportionally  had  the  fewest  checks  at  premises  in  terms  of  their  overall  working  days 
checked  are  Germany  (12%)3,  France  (13%),  Romania  (14%),  Austria  (15%)  and  Hungary 
(16%). It is worth noting that Sweden improved the share of checks at premises from 1% in 
the previous reporting period to 25% in the current one. 

2 Due to the very low level of checks performed by Greece, the rate of checks at premises amounting to 70% 
cannot be treated as representative.   

3  Germany  indicated  in  its  report  that  50%  of  the  minimum  checks'  threshold  was  performed  at  the 
undertakings' premises. However, due to being a transit country the considerable number of checks at roadside 
was performed to ensure road safety by deferring fatigued drivers driving long routes in Germany.   

6 

 
 
                                                            
4. Checks compared to the number of enforcement officers and equipment to analyse 
tachographs 

In  comparison  with  the  previous  reporting  period  the  number  of  enforcement  officers 
involved  in  checks  in  all  Member  States  decreased  by  16%  from  73  thousand  to 
approximately 61 thousand. The drop was proportionally the most noticeable in four Member 
States4  and  outweighed  the  significant  increases  in  other  Member  States5.  However,  the 
increase was noted in the number of control officers trained to analyse the digital tachograph 
by  almost  two  thousand.  There  was  as  well  a  slight  decrease  of  8%  in  the  number  of 
equipment to analyse the tachographs in comparison with the previous reporting period. 

Table 1 – National Enforcement  

National Enforcement  

Member 
States 

number of control 
officers involved 
in checks 

number of 
control officers 
trained to 
analyse the 
digital 
tachograph 

number of units 
of equipment 
provided to 
control officers 
to analyse the 
tachograph 

AT 
BE 
BG 
HR 
CY 
CZ 
DK 
EE 
FI 
FR 
DE 

950 
3,727 
256 
230 
11 
707 
110 
227 
460 
6,000 
15,423 

950 
3,563 
256 
230 
11 
707 
110 
203 
560 
6,000 
4,400 

485  
128  
220  
130  
4  
143  
90  
18  
133  
3,500  
2,742  

4 Hungary, Italy, Luxembourg, Romania 

5 Belgium, Denmark, Finland, Portugal 

7 

 
 
 
                                                            
EL 
HU 
IE6 
IT 
LV 
LT 
LU 
MT 
NL 
PL 
PT 
RO 
SK 
SL 
ES 
SE 
UK 
TOTAL 

3,279 
135 
12 
10,5697 
18 
657 
27 
3 
200 
1,265 
14,898 
318 
40 
341 
500 
231 
617 

61,211 

328 
135 
12 
3,496 
18 
79 
27 
2 
300 
1,222 
1,155 
318 
41 
230 
310 
204 
282 

25,148 

148  
70  
12  
661  
12  
79  
17  
1  
85  
786  
41  
318  
41  
42  
430  
202  
282  
10,820  

5. Roadside checks  

The  percentage  of  non-national  vehicles  checked  at  roadside  amounted  to  67%  in 
Luxembourg, 66% in Malta, 64% in Belgium, 62% in Slovenia, 61% in Austria and 58% in 
France  and  corresponded  with  the  predominance  of  non-national  drivers  controlled  at 
roadside. In the case of these Member States a factor of geographical location or a volume of 
transit operations8 should also be taken into account.  

Nevertheless,  on  the  basis  of  the  collected  data  from  the  current  and  previous  reporting 
periods, four of the above mentioned Member States9 did not restore the balance of controls 
for  the  third  time  in  a  row  and  Austria  for  the  second  time  despite  the  reminder  on  non-
discriminatory manner with regard to the nationality of the vehicles/drivers in which controls 

6 The figures refer to the Road Safety Authority personnel only.  

7  The  significant  drop  for  the  figure  for  staff  involved  in  checks  from  the  level  of  35  363  in  the  previous 
reporting period to 10 569 in the current biennial period is due to the change of the calculation method by the 
national and local police. Now only trained officers involved in inspections were counted, not the total number 
of officers engaged in carrying out these services.  

8  Austria  indicated  that  the  proportion  of  working  days  checked  is  higher  for  non-nationals  due  to  the 
significant volume of transit.   

9 Belgium, Luxembourg, Malta and Slovenia 

8 

 
 
 
 
 
                                                            
should  be  performed10  that  was  included  in  the  previous  Commission  report  on  the 
implementation  of  the  social  legislation  relating  to  road  transport.  As  regards  this  group  of 
Member  States,  to  which  the  reminder  was  addressed,  only  Lithuania  limited  the  checks  of 
non-national  vehicles  from  55%  in  the  period  2011-2012  to  47%  in  the  current  period. 
Moreover,  in  the  current  reporting  period  there  was  a  shift  in  France  to  control  more  non-
national vehicles (from 51% to 58%) and drivers (from 51% to 60%). 

6. Roadside checks – type of tachograph 

An important issue in roadside checks seems to link to the type of tachograph the vehicles are 
equipped  with.  The  digital  tachograph  was  introduced  in  2006  and  aims  at  facilitating  the 
enforcement of the social legislation by providing more secure and accurate data, while at the 
same time simplifying the control procedures.  

However,  Slovenia  indicated  that  despite  the  growing  share  of  digital  tachographs,  the 
complexity and length of control procedures remain problematic. The issue of keeping various 
forms  of  data  records  as  well as  checking  drivers  performing  activities  for  several  transport 
operators was brought to light. Austria indicated that in order to follow the uniform procedure 
and  allow  the  hybrid  (analogue/digital)  analysis  of  data  records  the  automated  analysis 
systems were introduced. Moreover, Italy reported that the use of digital tachographs and the 
associated  system  of  computerised  checks  have  improved  the  quality  of  checks,  but  require 
extensive training and technical equipment for inspectors as well as more financial resources 
for that activity.  

According to Article 2 of Directive 2006/22/EC, the threshold of minimum checks of number 
of days worked by drivers of vehicles will be raised to 4% once the 90% of vehicles checked 
are  equipped with  a  digital  tachograph.  In  the  current  reporting period the share of vehicles 
checked at the roadside that were equipped with the digital tachograph  increased to 64% in 
comparison to 56% in the previous two consecutive biennial periods 2009-2010 2011-2012, 
and  32%  in  the  period  2007-2008.  Nevertheless,  significant  fluctuations  were  observed  at 
national level, with the biggest increases by at least 15 percentage points in Malta, Hungary, 
Austria, Bulgaria, Czech Republic, Slovakia and the United Kingdom.  

Taking  into  account  the  overall  average  of  vehicles  equipped  with  digital  tachographs  that 
were controlled at the level of the European Union, there is no base for raising the minimum 
checks of days worked by drivers of vehicles to 4% in the near future.  

The number of vehicles equipped with a digital tachograph might serve as an indicator of the 
fleet composition in Member States because of the obligation of fitting digital tachograph in 
new vehicles put into service as from May 2006.  

10 Pursuant to Article 4 of Directive 2006/22/EC 

9 

 
 
 
                                                            
It  stems  from  the  data  collected  that  the  highest  rate  of  vehicles  equipped  with  the  digital 
tachograph that were controlled at the roadside was noted in Austria, France and Luxembourg 
and amounted to 83%. In contrast, in some Member States (Cyprus, Croatia and Greece) these 
vehicles did not reach the level of 30%. Detailed numbers and percentages of analogue and 
digital  tachographs  installed  in  vehicles  checked  at  the  roadside  in  each  Member  States  are 
presented below. 

Table 2 - analogue and digital tachographs installed in vehicles checked at the roadside 

Analogue 
tachograph 
48,539 
20,915 
148,468  
4,580 
7,334 
67,541 

Member 
States 
Austria 
Belgium 
Bulgaria 
Croatia 
Cyprus 
Czech 
Republic 
Denmark 
Estonia 
3,396 
Finland 
2,098 
France 
160,110  
414,969  
Germany 
Greece 
18,092 
Hungary 
53,075 
Ireland 
17,718 
357,683  
Italy 
Latvia 
9,573 
Lithuania 
43,778 
Luxembourg  1,250 
Malta 
Netherlands 
Poland 
Portugal 
Romania 
Slovakia 
Slovenia 
Spain 
Sweden 
United 
Kingdom 
TOTAL 

14  
16,368 
328,659  
31,617 
285,045  
3,815 
11,873 
196,929  
18,338 
92,116 

 2,363,893    

17% 
34% 
37% 
79% 
95% 
43% 

56% 
54% 
17% 
26% 
73% 
53% 
49% 
55% 
56% 
58% 
17% 
40% 
43% 
57% 
63% 
39% 
28% 
56% 
37% 
27% 
53% 

36% 

% analogue 

Digital 
tachograph
241,085 
40,170 
247,558 
1,233 
387 
88,689 

in % 
digital 
83%
66%
63%
21%
5%
57%

no data reported 
2,720 
1,802 
798,791  
1,164,538 
6,828 
47,997 
18,244 
286,906 
7,449 
31,654 
5,991 
21 
21,623 
252,870 
18,383 
439,831 
10,055 
9,410 
339,951  
50,100 
81,810 

44%
46%
83% 
74%
27%
47%
51%
45%
44%
42%
83%
60%
57%
43%
37%
61%
72%
44%
63% 
73%
47%

 4,216,096   

64%

10 

 
 
7. Checks at premises 

An  increase  of  drivers  checked  at  premises  was  noted  and  amounted  to  9.4%  from 
approximately 691thousand drivers in the previous reporting period to almost 756 thousand in 
the period 2013-2014.  

The  share  of  drivers  checked  at  premises  of  all  drivers  controlled  both  at  roadside  and 
premises over 2013-2014 amounts to 9% in comparison to 7.3% in 2011-2012, and confirms a 
growing tendency in relation to 5% in the period 2009-2010.  

A group of four Member States, namely Bulgaria (21%), France (12%), Germany (13%) and 
Spain (15%) controlled almost 61% of all drivers checked at premises.  

8. Offences – detection rates 

It  is  worth  pointing  out  that  43.7%  of  the  total  number  of  offences  detected  in  Europe  was 
reported  in  Germany  and  together  with  Austria  (11.6%),  Poland  (8.5%)  and  Italy  (7.9%), 
these four Member States covered 71.7% of offences reported both at roadside and premises. 
A  significant  discrepancy  is  noted  between  France  and  Germany  in  terms  of  ratios  between 
working  days  checked,  respectively  20%  and  24%,  and  numbers  of  offences  detected, 
corresponding  to  5.4%  and  43.7%.  This  distinctiveness  is  comparable  with  the  previous 
reporting  period.  In  view  of  such  discrepancies,  the  enforcement  practices  across  Europe 
should  be  aligned  in  order  to  create  the  common  enforcement  area,  where  checks  in 
comparable circumstances lead to corresponding outcomes.  

There  is  a  big  disparity  between  Member  States  as  regards  the  detection  rate  ranging  from 
0.04 in Bulgaria, 0.39 in Romania, 0.52 in Hungary, 0.55 in Latvia and 0.58 in France to 7.24 
in  Austria,  5.31  in  Cyprus  and  4.64  in  Slovakia  of  offences  detected  per  100  working  days 
checked.  Moreover,  these  national  rates  noted  big  variations  seen  against  the  last  reporting 
period.  In  some  Member  States  there  were  significant  drops  like  in  Finland  from  6.75  to 
1.6811 and Hungary from 3.73 to 0.52, which might suggest either higher awareness of social 
legislation  among  drivers  and  undertakings  or  lower  effectiveness  of  controls.  In  contrast, 
some Member States increased rates of detected offences, namely Cyprus from 0.66 to 5.31 
and Austria from 4.5 to 7.24, which could indicate enhanced controls of compliance with the 
social legislation in these Member States. 

In quantitative terms, significant rises of offences detected were observed at national level, in 
the  following  Member  States  in  comparison  with  the  previous  reporting  period  :  Austria 
(87%),  Latvia  (71%),  Romania  (58%),  Spain  (46%),  Belgium  (38%),  and  Poland  (38%).  In 
addition Sweden detected 2 times as many offences as in the last period and Cyprus 7 times as 
many  offences.  On  the  other  side,  there  are  Member  States  with  large  declines  in  offences 

11 Detection rate of offences at premises is based solely on data for 2014.  

11 

 
 
 
                                                            
detected, as Hungary (72%), France (49%), Greece (49%), Slovenia (47%), Bulgaria12 (46%), 
Italy  (36%),  the  United  Kingdom  (31%)  and  Germany  (24.7%)  in  spite  of  increases  in 
numbers  of  working  days  checked  by  Member  States  such  as  Hungary  (101%),  Slovenia 
(18%) and Italy (5%). The national fluctuations between this and previous reporting period do 
not form a consistent pattern in comparison with the changes between period 2009-2010 and 
2011-2012.  Some  Member  States  which  noted  recently  drops  in  offences  detected  were  the 
ones with increases beforehand13 or the other way around the current increases were preceded 
by significant declines14.    

9. Offences detected at roadside – detection rates 

Looking closely at Member States, diverse fluctuations can be observed between the last two 
reporting  periods.  Some  Member  States  noted  very  high  growths  of  detection  rate;  such  as 
Cyprus15 by 94%, Austria16 by 60%, Sweden17 by 34% or Lithuania18 by 31%. In addition, the 
detection rate of Belgium19 in the last reporting period was 3.6 times as high as the detection 
rate in the period 2011-2012.  

Some  Member  States  had  lower  detection  rates  in  comparison  with  the  previous  period, 
namely Greece20 by 69%, Hungary21 by 67%, Bulgaria22 by 50%, Ireland23 by 36% as well as 
Luxembourg24 where the detection rate was lower by 32%.  

Despite  considerable  changes  at  national  level,  the  overall  detection  rate  of  offences  during 
roadside  checks  across  the  Union  noted  a  minor  increase.  Hence,  this  does  not  provide  a 
sufficient basis for drawing solid conclusions on the developments in effectiveness of controls 
in the Union.  

12 Bulgaria indicated that the higher level of penalties has had a deterrent effect and has led to a decrease in 
the number of infringements and an improvement in road safety. 
13 Greece, Hungary  
14 Poland 
15 With a 36% increase of working days checked at roadside  
16 With a 20% increase of working days checked at roadside 
17 With a 2% increase of working days checked at roadside 
18 With a 9% decrease of working days checked at roadside 
19 With a 8% increase of working days checked at roadside 
20 With a 66% increase of working days checked at roadside 
21 With a 120% increase of working days checked at roadside 
22 With a 17% decrease of working days checked at roadside 
23 With a 4% decrease of working days checked at roadside 
24 With a constant number of working days checked at roadside 

12 

 
 
 
 
 
 
                                                            
10. Offences detected at premises – detection rates  

It should be pointed out that Germany detected 51% of all offences at premises in the Union. 
Together with Italy (11%) and Poland (almost 16%) these three Member States cover around 
78% of all detected violations at premises. Decreases in the offences at premises in Germany 
and  Italy  were  compensated  by  the  growth  in  Poland,  which  resulted  in  the  same  share  of 
offences detected at premises by these three Member States as in the period 2011-2012. The 
number of offences detected in Germany corresponds with the highest frequency of offences 
detected per 100 working days checked (14.01), which even though it decreased by 37%, still 
was  almost    four  times  higher  than  the  European  average  of  3.54.  In  Italy  the  rate  declined 
from  8.98  to  5.10  in  the  period  2013-2014,  which  might  imply  greater  awareness  of  social 
legislation among undertakings. This  conclusion  might be supported  by  the  offence  rate  per 
undertaking, which decreased in Italy by 41% as compared to the last period.  

In quantitative terms, Italy informed of the yearly developments over the last three years when 
the number of offences detected at premises declined considerably from almost 126 thousand 
in  2012  to  89  thousand  in  2013  and  then  to  almost  47  thousand  in  2014.  It  stated  that  this 
figure  confirms  checks  being  an  encouraging  factor  for  businesses  to  operate  in  the  road 
transport sector in greater compliance with the rules.  

However, the reversed trend is noted in Poland, where the rate of offences detected per 100 
working days checked at premises grew from 3.45 to 5.42 and the offence rate at premises per 
undertaking increased from 24.01 in the previous reporting period to 37.32 in the present one.  

In Germany the offence rate per undertaking, after dropping between periods 2009-2010 and 
2011-2012 from 81 to 55, remained at the same level in the current period.  

Slovakia  indicated  that  checks  at  premises  revealed  a  general  improvement;  i.e.  increased 
awareness  of  transport-related  social  legislation  in  comparison  with  previous  period.  This 
seems to be confirmed by a drop of offences rate detected at premises in Slovakia from 6.64 
to 5.34.  

There are vast disparities in offence detection rates at premises per 100 working days checked 
between Member States. Member States like Germany, Cyprus and the Netherlands have at 
least  7  offences  reported  per  100  working  days  checked,  whereas  Bulgaria  (0.02),  Greece 
(0.09),  Latvia  (0.03),  Portugal  (0.03),  Romania  (0.23),  France  (0.54),  the  United  Kingdom 
(0.48) and Spain (0.63) have exceptionally low offence rate.  

The  ratio  of  offences  detected  at  premises  to  the  number  of  drivers  checked  confirms  this 
disparity.  In  some  Member  States  multiple  offences  are  detected  per  driver,  namely  Cyprus 
(approximately  9  offences  per  driver),  Germany  (approximately  7  offences  per  driver)  and 
Malta (approximately 12 offences per driver). On the other end of the scale, there are Member 
States  with  very  few  offences  detected  per  driver,  such  as  Bulgaria  (1  offence  detected  per 
183 drivers checked), Denmark (1 offence per 11 drivers), Greece (1 offence per 54 drivers), 

13 

 
 
Latvia (1 offence per 15 drivers), Portugal (1 offence per 93 drivers), Romania (1 offence per 
15 drivers).  

However,  this  cannot  be  seen  as  a  sole  indicator  of  the  compliance  level  with  the  rules  in 
Member States. As additional factors such as number of drivers checked, scope and level of 
detail of checks, national enforcement practices, use of risk rating systems, etc. would need to 
be considered. Hence, in order to create a level playing field in the transport sector, there 
is  a  need  to  improve  and  align  the  enforcement  of  transport-related  social  legislation 
across the EU.  

11. Categories of infringements detected at roadside  

The  proportions  of  roadside  violations  remained  at  relatively  similar  levels  as  in  previous 
years. For two categories, namely driving time (18%) and breaks (17%) substantial decreases 
were noted : respectively 4 and 3 percentage points. The infringements of rules on rest periods 
remained at the same level of 25%. Whereas for violations of rules on availability of records 
for  28  days  an  increase  was  observed  from  16%  to  17%,  from  12%  to  13%  for  recording 
equipment and from 5% to 9% for lack of records for other work. 

When looking closely at the offences for recording equipment (13%), the distinction between 
the incorrect functioning and the misuse or manipulation of the recording equipment can be 
made.  The  latter  stands  at  11%,  significantly  up  from  5%  in  the  previous  reporting  period. 
This  is  in  line  with  signals  from  enforcement  authorities  from  Member  States  such  as  the 
Netherlands  and  Finland,  which  indicated  the  noticeable  increase  in  the  number  of  cases 
involving  manipulation  of  tachograph.  However,  the  quantification  of  this  trend  should  be 
treated  with  caution  due  to  the  significant  amount  of  data  missing  in  the  previous  reporting 
period. 

The  proportion  of  offences  involving  the  manipulation  of  the  recording  equipment  was 
particularly high in some Member States, namely 45% in the United Kingdom, 25% in Poland 
and  the  Netherlands,  21%  in  Ireland  and  18%  in  Belgium  and  Germany.  This  represents  a 
significant increase in comparison with the previous reporting period when the rate stood at 
32% in the United Kingdom, 21% in the Netherlands, 17% in Poland, 15% in the Ireland and 
6% in Belgium. Germany did not provide this data for the period 2011-2012.  

This  development  shows  a  stronger  emphasis  being  put  on  verifying  the  recording 
equipment  on  vehicles  and/or  an  increased  number  of  recording  equipment  being 
manipulated.  Therefore,  the  appropriate  enforcement  techniques,  equipment,  training 
of  control  officers,  etc.  enabling  targeted  controls  and  detecting  manipulation  devices 
and fraud became more needed than ever.  

Greater dynamics in types of offences detected at roadside were witnessed in certain Member 
States.  In  reference  to  driving  time  violations,  in  Belgium  and  Spain,  the  proportion  almost 
doubled  in  comparison  with  the  previous  reporting  period  and  in  Sweden  and  Austria  it 

14 

 
 
 
increased significantly by 34% and by 20%, respectively. On the other end, there are France 
and  Germany,  where  driving  time  offences  represented  13%  and  20%  of  all  offences  at 
roadside against 23% and 24% during years 2011-2012.  

Concerning offences committed against rules on 28 days record, they remained almost equal 
to around half of all detected at roadside offences in Bulgaria (47%), Italy (44%) and Latvia 
(42%).  

Despite the fact that offences related to breaks, driving time, rest periods declined from 67% 
in 2011-2012 reporting period to 60% in the current period, the corresponding increase in the 
number  of  offences  linked  with  records  keeping  and  tachograph  use  indicates  the  shift 
towards concealing the infringements of rules on driving times, breaks and rest periods.  

12. Categories of infringements detected at premises  

As  in  the  previous  period,  the  most  detected  types  of  offences  were  violations  of  rules  on 
breaks  (33%, down  by  1  percentage  point), rest periods (increased by 1 percentage point to 
amount to 24%), driving time (decrease by 2 percentage points and equalled to 14%) as well 
as driving time records (growth by 2 percentage points to 19%). The number of offences in 
relation  to  recording  equipment  and  lack  or  availability  of  records  for  other  work  remained 
steady and stood at 4% and 6%, respectively.  

13. Cooperation between Member States 

According to Directive 2006/22/EC, Member States are obliged to undertake not less than six 
concerted roadside checks per year with at least one other Member State. Six Members States 
did  not  provide  information  on  concerted  checks,  which  is  interpreted  as  non-fulfilment  of 
this  requirement.  In  this  context,  only  half  of  Member  States  reached  the  threshold  of  the 
minimum  number  of  concerted  checks,  which  shows  deterioration  in  comparison  with  the 
previous  period  not  only  in  terms  of  reporting  quality  but  as  well  in  the  amount  of 
international  initiatives  undertaken.  Cooperation  between  Member  States  remains  mostly 
between neighbouring Member States. Furthermore, almost half of Member States indicated 
that  the  collaboration;  in  terms  of  concerted  checks  and/or  exchanges  of  experience,  data, 
staff,  takes  place  within  the  framework  of  Euro  Contrôle  Route  (ECR).  Moreover,  it  was 
noted  by  several  Member  States  that  ECR  has  proved  useful  in  exchanging  information 
regarding best enforcement practice, new technologies and data exchange.  

The cooperation between Member States based on concerted checks, joint training initiatives 
or exchanges of experience and information plays a crucial role in achieving the objectives of 
the social legislation in the road transport sector; i.e. improved level playing field, road safety 
and  harmonisation  of  working  conditions.  Therefore,  the  European  Commission  will  put 
forward solutions to promote and reinforce the cooperation between Member States by means 

15 

 
 
 
 
of  not  only  strengthened  enforcement  of  rules  in  place  but  as  well  a  possible  proposal  of 
complementary measures enabling achievement of this objective.  

Table 3 – Overview of concerted checks undertaken by each Member State 

Austria 

Concerted checks:  

•  6 concerted checks per year with ECR/TISPOL Member States. 

Exchange of experience, data, staff  

•  4 bilateral and 2 multilateral initiatives (involving 26 persons in 

bilateral initiatives and 8 in multilateral).  

•  Subject  of  exchange:  driving  time  checks,  manipulation  of 
recording equipment, technical checks and securing of loads.  

•  Member States involved: ECR/TISPOL Member States.  

Belgium 

No data provided.  

Bulgaria 

In 2013:  

•  6  joint  checks  with  the  Romanian  Control  Authority  (ARR) 

carried out in Romania and Bulgaria.  

In 2014: 

•  Joint checks with the Romanian Control Authority (ARR) carried 

out in Romania and Bulgaria: 8 checks 

Exchange  of  information  on  detected  infringements  committed  by 
Bulgarian  drivers  in  Germany,  Hungary,  Austria,  Spain,  Great  Britain, 
Italy, Latvia, Romania, Slovenia. 

Croatia 

No data provided.  

Cyprus 

Czech 
Republic 

In  2014  an  officer  of  the  Department  for  Labour  Inspection  attended  a 
conference  concerning  the  new  Regulation  (EU)  No  165/2014  in  Ispra, 
Italy.  

In 2013:  
• 

Inspectors  were  involved  in  3  multilateral  concerted  checks 
organized by ECR, 1 trilateral organized also by ECR, 5 bilateral 
concerted  checks  with  Germany,  2  with  Slovakia,  1  with 
Hungary and 1 with Poland.  
Inspectors  attended  3  ECR  workshops  and  2  meetings  of  expert 
groups. 

• 

In 2014:  
• 

Inspectors  were  involved  in  2  multilateral  concerted  checks 
organized by ECR, 1 trilateral organized also by ECR, 5 bilateral 
concerted  checks  with  Germany,  1  with  Slovakia  and  1  with 
Hungary.  

16 

 
 
• 

Inspectors  attended  3  ECR  workshops  and  3  meetings  of  expert 
groups. 

Denmark 

The  National  Police  participated  in  concerted  checks  organised  by 
TISPOL – frequency not indicated. 

Estonia 

In 2013:  

Finland 

France 

Germany 

•  2  concerted  roadside  checks  with  the  Latvian  Police  and  2 

concerted roadside checks with the Finnish Police.  

In 2014:  

•  2  concerted  roadside  checks  with  the  Latvian  Police  and  1  with 

the Finnish Police.  

•  2  multilateral  concerted  checks  with  Finland,  Latvia  and 

Lithuania.  

Sweden  and  Norway  regularly  send  reports  to  Finland  concerning 
Finnish  drivers  and  undertakings  that  have  committed  offences  against 
regulations  on  driving  and  rest  times  in  the  territory  of  the  States 
concerned.  The data is supplied to the Occupational Safety and Health 
Inspectorate carrying out checks in undertakings. 

Participation  in  8  ECR  concerted  checks  in  2013  and  8  in  2014  on  the 
subject  of  cabotage,  ADR,  tachograph  fraud,  technical  checks  and 
securing of loads.  

In  2013  and  2014  France  organised  cooperation  sessions  on  bilateral 
exchange  with  Germany  (gathering  16  to  18  participants  from  both 
Member  States)  and  multilateral  cooperation  sessions  (gathering 
controllers from ECR Member States).   

France participated in multilateral exchanges organised by ECR Member 
States; i.e. in 2014 in the Netherlands, the United Kingdom and Poland).  

Attendance  at  TISPOL/ECR  Master  Class  on  tachograph  fraud  at  least 
once a year by 2 controllers.  
5-6 ECR coordinated checks each year with the inspecting officers from 
France,  Austria,  the  Netherlands,  the  Czech  Republic  and  Poland 
(duration 1 week), focus on social legislation in the road transport sector, 
technical roadside inspections and load restraints.  

10-15 exchanges of experience under ECR, TISPOL per year, in which 
2-10 inspectors participate. 

Greece 

No information provided. 

Hungary 

In 2013:  

17 

 
 
 
 
•  Multilateral  controls  (Slovakia,  Poland  and  Germany)  in  the 
framework of Hungary-Czech Republic cooperation in Pardubice 
and Zlin, Czech Republic.  

•  Participation in ECR exchanges in Leiden, Metz. 
•  Attendance  at  the  TISPOL/ECR  Master  Class  on  tachograph 

manipulation in Osnabrück.  

•  3rd  Central  European  regional  roadside  check  action  in  Zala 
County in June with the participation of Austria, Czech Republic, 
Croatia, Romania, Slovenia and Slovakia.  

•  2 bilateral controls with Slovenia and 1 with Austria. 
•  ECR  exchange  programme  in  Budapest  with  participation  of  23 
experts from Austria, Slovakia and Romania in September.    

In 2014:  

•  Multilateral  controls  (Slovakia,  Germany,  Poland) 

the 
framework  of  Hungary-Czech  Republic  cooperation  (May  in 
Mala Lucivna, Slovakia). 

in 

•  3 bilateral controls undertaken with Slovenia and 1 with Romania 
•  2 regional roadside check events with the participation of several 
Member States (Poland, Slovakia, Romania in April and Poland, 
Czech Republic, Slovenia, Croatia, Germany in June). 

•  Participation  in  ECR  exchanges  (Pula,  Wroclaw,  Metz  and 

Bedford). 

•  Attendance  on  two  occasions  at  the  TISPOL/ECR  Master  Class 

on tachograph manipulation in Osnabrück.   

Ireland 

•  9 concerted checks in 2013 and 2 concerted checks in 2014 with 

Northern Ireland and the United Kingdom.  

•  Attendance  at  exchange  programmes  organised  by  the  Dutch, 

French, and Hungarian Authorities (6 officers attended).   

•  Biannual  meetings  between  senior  management  personnel  from 
VOSA and RSA and a project group on maximising the benefits 
of  coordinated  enforcement  agreed  terms  of  reference  between 
Republic  of  Ireland,  Northern  Ireland  and  the  United  Kingdom 
was  set  up  reviewing  compliance  and  other  matters  relating  to 
road  safety.  The  group  produced  a  recommendations  document 
which is currently being implemented.  

•  Participation  in  ECR  working  group  meetings  in  relation  to 

training and enforcement practice.   

Italy 

During  2014,  the  Traffic  Police,  as  part  of  the  activities  organised  by 
TISPOL took part in joint European checking and safety campaigns on 
the  carriage  of  goods  and  passengers  aimed  at  reducing  the  number  of 
victims  of  road  accidents  as  part  of  the  European  Action  Plan  2011-

18 

 
 
2020.  These  joint  international  operations  to  combat  offences  and 
conduct 'thematic' campaigns last a week. 

Moreover, during 2014, the Traffic Police Service, during the six-month 
Presidency  of  the  Council  of  the  European  Union,  proposed  and 
coordinated a joint operation named TENT-IT, from 28 November to 5 
December  2014,  with  the  aim  of  carrying  out  checks  on  Europe's  road 
networks,  paying  particular  attention  to  trans-European  corridors,  to 
ensure safety by means of a wide-ranging campaign at both national and 
European  level  targeting  professional  road  haulage,  particularly  of 
dangerous goods, and passenger transport. 

During the TENT-IT operation, 8 217 heavy vehicles (HGVs and buses) 
were  checked,  1  249  of  which  were  registered  abroad;  1  575  offences 
against  national  and  EU  legislation  specific  to  road  transport  were 
detected, along with 1 425 violations of the Highway Code. In addition, 
31 criminal offences were detected in the course of the operation.  

Latvia 

•  10 concerted roadside checks with Lithuania in 2013 as well as 8 
concerted  roadside  checks  with  Lithuania  and  3  checks  with 
Estonia in 2014. 

•  Participation in CORTE Enforcement working group.  

Lithuania 

In 2013:  

•  18 joint vehicle-checking exercises with officials from the Polish 
and  Latvian  inspectorates.  Joint  checks  were  carried  out  with 
Polish  officials  in  the  Kalvarija  (LT)  –  Budzisko  (PL)  border 
zone, and with officials from the Latvian inspection body in the 
Saločiai (LT) – Grenctāle (LV), Smėlynė (LT) – Medumi (LV), 
Obeliai  (LT)  –  Subate  (LV),  Būtingė  (LT)  –  Rucava  (LV)  and 
Kalviai (LT) – Meitene (LV) border zones. 

•  4  joint  inspections  with  ECR  Member  States  of  freight  and 

passenger vehicle.  

In 2014:  

•  18 joint vehicle-checking exercises with officials from the Polish 
and  Latvian  inspectorates.  Joint  checks  were  carried  out  with 
Polish  officials  on  the  Kalvarija  (LT)  –  Budzisko  (PL)  border 
section,  and  with  officials  from  the  Latvian  inspection  body  on 
the  Saločiai  (LT)  –  Grenctāle  (LV),  Smėlynė  (LT)  –  Medumi 
(LV), Obeliai (LT) – Subate (LV), Būtingė (LT) – Rucava (LV) 
and Kalviai (LT) – Meitene (LV) border sections.  

•  8 joint checks with ECR Member States of freight and passenger 

vehicles. 

19 

 
 
Luxembourg 

In 2013:  

•  The  Customs  and  Excise  Administration  undertook:  19  checks 
with  various  ECR  Member  States  à  Dudelange-  -Zoufftgen,  5 
checks  Benelux  in  Sterpenich  (LU-BE-NL),  3  checks  LU-DE 
near Trèves (Markusberg, DE), 1  exercise Interregio (LU-DE), 3 
exercises  BENEFRALUX 
(LU-BE-NL-FR),  2  operations 
Hazeldonk  (LU-BE-NL),  1  operation  BFL  Grande  Région  (LU-
BE-FR).  

In 2014:  

•  The  Grand-Ducal  Police  undertook  6  concerted  checks  in 

Saarland (DE), Wittlich (DE) and Wasserbillig (LUX).   

•  The  Customs  and  Excise  Administration  undertook:  7  checks 
with  various  ECR  Member  States  in  Dudelange-Zoufftgen,  3 
checks  LU-DE  near  Trèves  (Markusberg,  DE),  1  exercise 
Interregio  (LU-DE),  2  exercises  BENEFRALUX  (LU-BE-NL-
FR),  2  operations  Hazeldonk  (LU-BE-NL),  1  operation  BFL 
Grande Région (LU-BE-FR), 1 operation GrenzAG II (LU-DE).  
The  cooperation  (checks,  training,  etc.)  with  other  Member  States 
usually  takes  place  within  the  framework  of  ECR,  TISPOL  or  bilateral 
and  trilateral  relations.  The  concerted  checks  were  performed  the  most 
often with France, Belgium, Germany and the Netherlands.  

•  4 multilateral exchanges and 3 workshops in 2013 and attendance 
at the TISPOL/ECR Master Class on tachograph manipulation in 
Osnabrück,  

Malta 

No concerted checks undertaken.  

Netherlands 

No data provided.  

Poland 

In 2013:  

•  Participation  in  8  ECR  coordinated  control  weeks  (focus  on 
transport  of  dangerous  goods,  tempering  with  tachograph, 
technical checks, carriage of passengers and goods). During these 
concerted  checks  26064  vehicles  were  controlled,  resulting  in 
9348 infringements.  

•  Attendance  at  two  TISPOL/ECR  Master  Classes  on  tachograph 

manipulation in Osnabrück.  

•  Participation  in  5  trainings  and  inspectors  exchanges  with 
Member  States  such  as  the  Czech  Republic,  Germany  and 
Estonia.  

In 2014:  

•  Participation  in  8  ECR  coordinated  control  weeks  (focus  on 

20 

 
 
cabotage,  securing  of  loads,  transport  of  dangerous  goods, 
technical  checks,  recording  equipment).  During  these  concerted 
checks  18914  vehicles  were  controlled,  resulting  in  6360 
infringements.  

•  Attendance  at  two  TISPOL/ECR  Master  Classes  on  tachograph 

manipulation in Osnabrück.  

•  Participation  in  13  trainings  and  inspectors  exchanges  with 
Member States such as Hungary, Romania, Germany, the Czech 
Republic, Estonia, Slovakia and Slovenia.  

Portugal 

No information provided.  

Romania 

In 2013:  

•  7  concerted  checks  organised  by  ECR,  with  the  Netherlands, 
France,  Spain,  Belgium,  Austria,  Poland,  Hungary,  the  United 
Kingdom, Bulgaria, Ireland, Lithuania, Latvia, Czech, Slovenia.  
•  4  multilateral  exchanges  of  experience  organised  in  France, 
(Metz),  Hungary  (Budapest  and  Miskolc)  and  the  Netherlands 
(Leiden) under the aegis of ECR. 

•  3  ECR  workshops  organised  in  Germany  (Koln)  and  twice  in 

Belgium, (Brussels).  

•  1 master class organised by ECR in Germany (Osnabruck).  
•  1 regional roadside check organised in Hungary (Zaa). 
In 2014:  
•  8  concerted  checks  organised  by  ECR,  with  the  Netherlands, 
France,  Spain,  Belgium,  Austria,  Poland,  Hungary,  the  United 
Kingdom, Bulgaria, Ireland, Lithuania, Latvia, Czech, Slovenia.  
•  2  multilateral  exchanges  of  experience  organised  in    Croatia 

(Pula) and Hungary (Miskolc) under the aegis of ECR.  

•  4 workshops organised in Germany (Koln), Belgium (Brussels), 
and  Serbia  (Belgrade)  under  the  aegis  of  ECR  and  European 
workshop on cargo securing and technical roadside inspections in 
the 
Hungary  (Szeged)  and  assisted  by  representatives  of 
European Commission. 

•  1 bilateral exchange Romania-Hungary organised by Romania at 

Nagylac border.  

Slovakia 

In  2013  and  2014  concerted  checks  were  carried  out  with  the  Czech 
Republic (7 times), Hungary (4 times) and Poland (1 time). Checks with 
the Czech and Polish partners focused on monitoring of social legislation 
in road transport and with Hungary on detecting any tampering with the 
recording equipment. 

21 

 
 
 
The  National  Labour  Inspectorate  organised  in  2014  the  multilateral 
checks of social legislation in the transport sector with the participation 
of Slovakia, the Czech Republic, Hungary and Poland. The multilateral 
inspection was attended by 30 participants, carrying out controls at three 
checkpoints. 

3  concerted  checks  with  Hungary  in  2013  and  2  in  2014,  3  concerted 
checks  each  year  with  Croatia.  Active  observer  in  ECR.  In  years  2013 
and 2014 inspectors participated in organised concerted checks in other 
Member States such as Hungary, the Netherlands, Spain and Germany.  

11  ECR  coordinated  controls  (5  in  2013  and  6  in  2014  on  driving  and 
resting  times,  tachograph,  dangerous  goods,  overloading,  bus  transport 
and cabotage.  

Slovenia 

Spain 

Sweden  

No information provided.  

United 
Kingdom 

•  7  concerted  checks  in  2013  and  8  in  2014  held  in  conjunction 
with  ECR  members  including  Austria,  Belgium,  Bulgaria,  the 
Czech Republic, France, Hungary, Lithuania. 

•  Exchange  visits  during  2013/14  -  3  in  the  Netherlands,  France 

and Poland.  

•  Exchange  workshops  on  various  subjects  including  ADR,  Load 

Security (Brussels and Sveged).  

•  Attendance  at  2  TISPOL/ECR  Master  Class  on  tachograph 
manipulation in Osnabrück and 2 on cabotage as well as a further 
workshop on Regulation 3821/85.    

•  Hosting  a  multi-lateral  exchange  at  Cardington  for  15  delegates 
from across Europe, this also included three for UK examiners in 
order to share experiences and working practices. 

22 

 
 
14. Penalties 

Article 19 of Regulation (EC) No 561/2006 sets out that Member States shall lay down rules 
on  penalties  that  are  to  be  effective,  proportionate,  dissuasive  and  non-discriminatory. 
Member States shall notify the Commission of these measures and the rules on penalties. For 
the current report, the Commission has been notified of the following: 

In  2014  Belgium  and  France  introduced  into  their  national  legislation25  a  prohibition  of 
spending  the  regular  weekly  rest  periods  on  board  a  vehicle  and  established  sanctions  for 
violation of these provisions. In France the penalty of up to one years' imprisonment and the 
fine of up to €30 000 might be imposed on the transport undertaking for organisation of work 
of  its  employees  in  such  a  way  that  the  regular  weekly  rest  period  is  not  taken  outside  the 
vehicle. Belgium introduced an administrative fine for taking the regular weekly rest period 
aboard  the  vehicle,  which  amounts  to  €1  800.  In  Belgium,  the  infringement  can  only  be 
deduced  from  practical  circumstances  in  the  moment  the  infringement  is  being  committed. 
There is no retroactive proof required for previous rest periods.  

Other  changes  of  national  penalty  systems  include  implementation  of  the  guarantee  money 
system in Latvia. On the basis of the information submitted, the system requires that in case 
of  road  transport  infringements,  a  foreign  driver  pays  the  guarantee  money  in  a  maximum 
amount of foreseen fine on the spot. In the contrary case, the vehicle might be immobilised 
and  the  driver  stopped.  When  the  decision  on  the  amount  of  fine  is  taken  then  the  Latvian 
authorities would repay the money. It is as well possible to pay a fine on the spot. 

the  precautionary  measure  of 
Italy  established  new  procedures  for 
administrative confiscation and the accessory penalty of immobilising a vehicle. Luxembourg 
introduced the obligation to pay fines (from €145 to €250) on the spot for the infringements 
classified as minor and serious by the EU legislation.  

implementing 

In  addition,  following  Regulation  (EU)  No  181/2011  concerning  the  rights  of  passengers  in 
bus and coach transport entailed the introduction of new penalties in Bulgaria.  

15. Exceptions granted by Member States 

According  to  Article  13  of  Regulation  (EC)  No  561/2006,  Member  States  may  grant 
exceptions  from  the  application  of  provisions  on  driving  times,  breaks  and  rest  periods, 
provided  that  certain  specific  conditions  are  met  and  that  the  overall  objectives  of  the 
Regulation  are  not  prejudiced.  Member  States  are  obliged  to  inform  the  Commission  of  the 
exceptions granted.  

Following the update in May 2016, the list of exceptions has been completed by information 
provided from Bulgaria, Luxembourg, Romania and Slovenia. The majority of updates were 

25 The national measures introduced in Belgium and France prohibiting the weekly rest period in the vehicle is 
currently being assessed by the Commission. The Commission will also address this issue of the weekly rest in 
the on-going work of the revision of Regulation (EC) No 561/2006. 

23 

 
 
                                                            
due to the update regarding the extension of the distance travelled from 50 km to 100 km in 
Article  13  (1)  (d),  (f),  (g),  which  is  the  result  of  the  modification  through  the  tachograph 
Regulation.   The same up-to-date information is also available on the Commission's website.  

https://ec.europa.eu/transport/sites/transport/files/modes/road/social_provisions/driving_time/
doc/national_exceptions_regulation_2006_561.pdf.    

24 

 
 
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13.1 a: non-competing 
public authorities1 
13.1 b: agricultural etc. 
own activity < 100 km2 
13.1 c:agricultural/forestry 
tractors <100 km3 
13.1 d: <7,5 tons universal 
services <100 km4 
13.1 e: operating on islands 
<2300 square km5 
13.1 f: <7,5 t <100 km gas/ 
electricity6 
13.1 g: instruction/ 
examination driving 
licence/CPC7 
13.1 h: sewerage/flood 
protection/water etc8 
13.1 i: non-comm. 
passenger transp. between 
10-17 seats9 
13.1 j: circus/funfair10 

13.1 k: mobile projects for 
education 
13.1 l: milk/animal feed 
from/to farms11 
13.1 m: transporting 
money/ valuables12 
13.1 n: animal waste or 
carcasses13 
13.1 o: hub facilities14 

13.1 p: live animals farms -
> markets and vice 
versa<100km15 

* This Member State failed to provide updated information. 

 
 
    
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
1.  The following Member State introduced additional restrictions:  

a.  The United Kingdom: a vehicle does not fall within the description specified unless the vehicle:  

(a) is being used for the provision of ambulance services- (i) by a relevant National Health Service (NHS) body, or (ii) in pursuance of arrangements made by or at the request of 
a relevant NHS body, or made with the Secretary of State or with the Welsh or Scottish Ministers; 
(b) is being used for the transport of organs, blood, equipment, medical supplies or personnel - (i) by a relevant NHS body, or (ii) in pursuance of arrangements of the kind 
mentioned in paragraph (a)(ii)  
(c) is being used by a local authority to provide, in exercise of social services functions - (i) services for elderly people, or (ii) services for persons to whom section 29 of the 
National Assistance Act 1948 (welfare arrangement for physically and mentally handicapped persons) applies;    
(d) is being used by Her Majesty's Coastguard, a general lighthouse authority or a local lighthouse authority;  
(e) is being used for the purpose of maintaining railways by the British Railways Board, any holder of a network licence (within the meaning of Part 1 of the Railways Act 1993) 
which is a company wholly owned by the Crown (within the meaning of that Act), Transport for London, any wholly owned subsidiary of Transport for London, a Passenger 
Transport Executive or a local authority  
(f) is being used by the British Waterways Board for the purpose of maintaining navigable waterways  

2.  The following Member States introduced additional restrictions:  

a.  Estonia - within a radius of 50 km of the place where the vehicle is usually based, including towns within this area 
b.  France - only vehicles or combinations of vehicles up to 7,5 tonnes and only within a radius of 50 km 
c.  Slovenia – within a radius of up to 50 km 
d.  Spain – agriculture etc. own activity within a range < 50 km  
e.  The United Kingdom - a vehicle which is being used by a fishery undertaking does not fall within the description specified unless the vehicle is being used: 

(a) to carry live fish, or 
(b) to carry a catch of fish from the place of landing to a place where it is to be processed 

3.  The following Member States introduced additional restrictions: 

a.  Slovenia - within a radius of up to 50 km 

4.  The following Member States introduced additional restrictions: 

a.  Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Finland, France, Hungary, Italy, Latvia, Lithuania, Luxembourg, the Netherlands, Poland, Portugal, Slovakia, Spain – 

within a radius < 50km 

b.  The United Kingdom – vehicles between 3.5 - 7.5 tonnes used by universal service providers within a 50 km radius of the base of the undertaking require a tachograph 

5.  The following Member States introduced additional restrictions: 
a.  France - operating on islands <400 square km 
b.  Spain – operating on islands < 250 square km 
6.  The following Member States introduced additional restrictions: 

a.  Croatia, Cyprus, Czech Republic, Estonia, Finland, France, Hungary, Lithuania, Poland, Portugal, Slovakia, Spain – within a radius < 50km 

7.  The following Member States introduced additional restrictions: 

Italy - it refers only to the obligation of equipping and using tachograph 

a. 
b.  Luxembourg - exception only for the (learning) driver, instructor must respect Regulation (EC) No 561/20006 

8.  The following Member States introduced additional restrictions: 

a.  Austria: 

(a) vehicles used by the regional authorities’ road construction offices and driven by employees of the provinces or municipalities are entirely exempted 
(b) vehicles used in connection with sewerage, flood protection, water, gas and electricity supply, telegraph and telephone services, radio and television broadcasting, and the 
detection of radio or television transmitters or receivers are entirely exempted where driving of vehicles does not constitute the driver’s main activity 
(c) vehicles used by household refuse collection authorities are exempted only from the rules on breaks under Article 7 of Regulation (EC) No 561/2006 

 
 
 
 
 
 
 
 
 
 
 
(d) vehicles used in winter by road construction offices, where not covered by the exemption under point 9 a.(a), are exempted only from the rules on breaks under Article 7 of 
Regulation (EC) No 561/2006  

b.  France - for door-to-door household refuse collection and disposal, only within a radius of 100 km 

9.  The following Member States introduced additional restrictions: 

a.  Estonia - owner/authorised user of a vehicle with 10-17 seats who is a parent of 4/more children, respective entry made on a registration certificate of the vehicle and the vehicle 

is used for non-commercial passenger transport 

b.  France -  not for the transport of children 

10.  The following Member State introduced additional restrictions: 

a.  Spain - only when own activity 

11.  The following Member States introduced additional restrictions: 

a.  Austria - vehicles used to collect raw milk from farms exempted only from the rules on breaks under Article 7 of Regulation (EC) No 561/2006 
b.  Estonia, Latvia and Lithuania, as of 1/01/2008, mutually apply the exception from Articles 5 to 9 to vehicles used for milk collection from farms,...etc.,  only in cases where the 

service radius does not exceed 100 km 

c.  France - within a radius of up to 150 km of the base of the undertaking 
d.  Germany – within a radius of 100km 
e.  Spain – milk/animal feed from /to farms within a range < 100 km 

12.  The following Member States introduced additional restrictions: 

a.  Austria – exception only from the rules on breaks under Article 7 of Regulation (EC) No 561/2006 
b. 

Ireland - vehicles specially designed for mobile banking, exchange and saving transactions 

13.  The following Member State introduced additional restrictions: 

a.  Germany - within a radius of up to 250 km of the base of the undertaking 

14.  The following Member State introduced additional restrictions: 

a.  The Netherlands – on or between hub facilities within a range of 5 km 

15.  The following Member State introduced additional restrictions: 

a.  Belgium, Croatia, Cyprus, Czech Republic, Estonia, Finland, France, Hungary, Latvia, Lithuania, the Netherlands, Poland, Portugal, Slovakia, Spain, Sweden – within a radius < 

50km 

 
 
 
16. Comments and proposals  

Finland  reiterated  that  it  would  be  better  to  target  inspections  at  high-risk  undertakings  rather  than 
perform checks on the basis of extensive representative sample aiming at achievement of quantitative 
objectives. In the same context, Ireland indicated that conducting inspections at premises is a priority 
due  to  their  better  effectiveness  for  ensuring  compliance.  The  enforcement  practice  is  to  prosecute 
operators for offences committed by drivers. Lithuania drew attention to recurrent problems linked to 
Commission Decision 2009/959/EU26 as economic operators use the form attesting to periods of driver 
activity  to  conceal  actual  drivers'  activities.  Drivers  arriving  to  Lithuania  from  other  Member  States 
often submit a form stating they were on leave or resting. These practices render verification whether a 
driver  residing  in  another  country  has  submitted  a  form  attesting  to  actual  driver  activity  very 
complicated.  

In  addition,  Italy  reported  that  during  checks,  inspectors  frequently  encounter  a  situation  when  an 
operator  fails  to  present  the  discs  of  tachographs,  thereby  preventing  the  detection  of  infringements 
against the rules on driving time and rest periods.  

In  the  light  of  the  possible  revision  of  the  social  legislation  in  road  transport,  Slovakia  put  forward 
amendments  to  the  provisions  of  Regulation  (EC)  No  561/2006,  which  are  considered  the  most 
problematic; namely regular weekly rest period, the total accumulated driving time during consecutive 
weeks and taking a new daily rest period within a period of 24 hours after the end of the previous rest 
period.  These  proposals  will  be  duly  evaluated  by  the  Commission  services  in  the  framework  of  the 
impact  assessment  phase,  which  aims  at  definition  of  potential  solutions  and  assessments  of  their 
impacts.  

26 Commission Decision of 14 December 2009 amending Decision 2007/230/EC on a form concerning social legislation 
relating to road transport activities (OJ L 330, 16/12/2009, p. 80) 

28 

 
 
 
 
                                                            
17. Interpretation of Regulation (EC) No 561/2006 and Directive 2002/15/EC 

In the recent years the Court of Justice of the European Union shed light on interpretation of Regulation 
(EC) No 561/2006 by means of the following preliminary rulings:  

17.1. Judgment of the Court of Justice of 19 October 2016 in case C-501/14  

The case concerns the immobilisation of a vehicle if the driver, and not the undertaking, has been found 
liable for the incident. Regulation (EC) No 561/2006 on the harmonisation of certain social legislation 
relating  to  road  transport  states  that  both  transport  undertakings  and  drivers  are  subject  to  specific 
obligations and can thus be made liable for infringement of their respective obligations.  The question 
submitted  by  a  Hungarian  Court  was  whether  in  case  only  the  driver  was  found  liable  and  not  the 
transport  undertaking,  the  national  authority  can  still  immobilise  the  vehicle,  preventing  not  only  the 
driver in question but also all other potential drivers from using the vehicle. 

The ECJ stated that it is clear from Article 19 of the above Regulation that both transport undertakings 
and drivers are subject to specific obligations and can therefore both be held liable for infringements of 
their respective obligations.   

The Court furthermore underlined that Article 21 of the Regulation expressly refers to "immobilisation" 
as a possible measure, in case the infringement is serious and some time is needed to remove the cause 
of the infringement.  As regards the nature of the sanctions and measures to be taken by Member States, 
they have a wide discretion to take action which suits best the specific circumstances. The Regulation 
does not provide for any harmonisation in this respect. However, the ECJ underlined that Article 19 (1) 
of Regulation 561/2006 contains provisions resulting from general principles of law: penalties must be 
effective, proportionate, dissuasive and non-discriminatory. 

The  Court  went  on  applying  these  criteria  to  the  case  in  question.  It  concluded  that  the                    
immobilisation  of  the  vehicle  is  a  disproportionate  measure  where  only  the  driver,  and  not  the  road 
transport undertaking, was found liable for the offence committed. It justified this finding by the fact 
that alternative measures imposed on the driver in question – withdrawal, suspension or restriction of 
driver's license – would have been equally effective in order to ensure the payment of the fine. Such an 
alternative measure would prevent the driver from driving whilst would allow the vehicle in question to 
be used by other drivers. 

17.2. Order of the Court of Justice of 18 February 2016 in case C‑325/15    

Another  preliminary  question  was  raised  regarding  this  time  the  interpretation  of  Article  8(8)  of 
Regulation  (EC)  No  561/2006.  This  Article  provides  that,  if  a  driver  chooses  to  do  so,  the  daily  rest 
period  and  the  reduced  weekly  rest  periods  taken  away  from  base  may  be  taken  aboard  the  vehicle, 
provided  that  it  has  suitable  sleeping  facilities  for  each  driver  and  that  it  is  stationary.  The  referring 
court was seeking to find out whether this Article precludes national legislation which lays down the 
conditions under which the driver of a vehicle may claim the reimbursement of accommodation costs 
incurred in the course of his employment.  

The  Court  of  Justice  stated  that  the  Regulation  does  not  contain  any  provision  relating  to  allowances 
that such drivers may be entitled to in the course of their employment and the wording of the provision 
29 

 
 
concerns  only  the  organisation  of  certain  rest  periods  for  drivers  while  they  are  working,  not 
compensation for those rest periods. Therefore the question was answered in negative.  

17.3. Judgment of the Court of Justice of 9 June 2016 in case C-287/14 

The case concerns the principle of liability and in particular the driver’s liability for infringements of 
the obligation to use tachograph.  The  referring court asked whether Article 10(3) of Regulation (EC) 
No 561/2006 should be interpreted as precluding national legislation, which instead of or in addition to 
the  transport  undertaking  employing  the  driver,  holds  the  driver  liable  for  infringements  of  that 
Regulation which he himself committed. The Court stated that Member States are entitled to lay down a 
system of liability of drivers for infringements of the Regulation, and that they have a broad discretion 
as  regards  the  nature  of  the  applicable  penalties.  In  this  context,  Member  States  may  establish 
provisions allowing penalties to be imposed, exclusively of otherwise, on drivers.   

17.4. Pending requests for a preliminary ruling 

The request for a preliminary ruling was lodged by the Belgian court on 19 February 2016 (C-102/16) 
on the interpretation of Article 8(6) and (8) of Regulation (EC) No 561/2006. The question is whether 
the regular weekly rest period may or may not be taken by the driver inside the vehicle. If the answer to 
this  question  is  negative,  then  it  is  requested  to  establish  whether  Member  States  can  lay  down  a 
prohibition  in  their  national  law  on  the  drivers  spending  their  regular  weekly  rest  periods  inside  a 
vehicle.  

As  regards  Directive  2002/15/EC,  the  question  from  the  Spanish  court  was  referred  (C-97/16)  to  the 
European Court of Justice on definition of “mobile worker” and in particular whether persons providing 
a transport service by virtue of administrative authorisations of which they are the holders, carried out 
using  vehicles  of  which  ownership  of  direct  power  of  disposal  in  them  can  be  regarded  as  “mobile 
workers”.  Furthermore,  the  referring  court  seeks  to  establish  whether  Article  3(e)  of  the  Directive 
should be construed as meaning that, if none or only one of the criteria laid down for a person to be 
regarded as “self-employed driver” is fulfilled, the view must be taken that the person concerned is a 
“mobile worker”.  

30 

 
 
 
18. Monitoring and control arrangements of Directive 2002/15/EC in Member States 

The  majority  of  Member  States  restated  that  they  have  an  enforcement  system  in  place  that  enables 
them  to  carry  out  checks  on  compliance  with  working  time  provisions.  Various  national  bodies  are 
responsible  for  monitoring  working  time  rules  in  Member  States.  The  following  bodies  in  charge  of 
checks can be enumerated: labour protection inspectorates, police, health and safety offices, road safety 
authorities,  road  transport  administration  and  road  transport  departments  of  competent  ministries  in 
charge of transport or labour policies.  

Member States carry out their checks as part of routine controls at premises of undertakings, at roadside 
in collaboration typically with police force or targeted checks on the basis of obtained data indicating 
potential irregularities. The checks on working time seem to go hand in hand with checks on the social 
rules in most Member States. Sweden informed that the method used for monitoring compliance with 
the Directive is a "desk inspection" in which the records of hours worked is requested from employers 
and self-employed drivers. On the basis of information provided, a dialogue is being established with an 
employer or a self-employed driver to ensure the good understating of the rules and that the necessary 
measures  to  follow  them  are  taken.  In  case  the  communication  does  not  result  in  the  change  of  the 
behaviour, injunctions might be issued or bans imposed, possible in conjunction with fines to increase 
compliance with the rules.  

19. Issues in relation to enforcement of Directive 2002/15/EC 

Various problems were brought up in relation to performing controls of compliance with working time 
rules.  Recurrent  issues  of  complexity,  length  and  labour  intensity  of  control  procedures  were 
mentioned. Ireland reported that prosecuting a case relating to working time by Road Safety Authority 
is significantly more onerous and complex than for driver's hours and tachograph related infringements. 

United Kingdom noted that working time records are not checked at the roadside due to the fact that 17 
weeks of records are not required to be held in the vehicle. Moreover, Greece pointed out that certain 
provisions of this Directive overlap with those of Regulation (EC) No 561/2006, which is a source of 
problems for businesses and workers. 

Slovenia  and  Cyprus  referred  to  the  difficulty  of  enforcing  the  rules  in  cases  when  drivers  drove 
alternately vehicles with analogue tachograph, digital tachograph and vehicles exempted from the use 
of  recording  equipment.  Checks  should  be  carried  out  by  comparing  data  records  which  might  be  in 
forms of analogue tachograph record, digital data and other manual records or forms. The drivers who 
are employed in several undertakings present additional difficulty during checks.  

Some supervision problems occurred for passenger bus transport in Estonia when the length of the line 
between  its  start  and  end  point  is less  than  50  km  (almost  60%  of  all  rural  lines).  Due  to  the  lack  of 
obligation to use tachographs, the check of work and rest times on these lines; both on lines providing 
service under public service agreements and on commercial lines, is substantially difficult. In such case, 
the check is based on the work schedules, which might be easily manipulated. In addition, there is no 
possibility to identify exhausted drivers and exclude them from the road traffic. Therefore, it is planned 

31 

 
 
 
to introduce as of 1 January 2020 the requirement to use tachographs also on lines under 50 km for the 
vehicle registered after 1 May 2006.  

On  the  other  end,  Germany  and  Lithuania  informed  that  no  difficulties  were  encountered  when 
implementing the Directive.  

20. Statistics on checks  

Checks in 
carriage of 
passengers  

Checks in 
carriage of goods 

1069 drivers 

8833 drivers 

399 working 
days checked 

28,665 working 
days checked 

Bulgaria  
Czech 
Republic  
France 

Greece  
Luxembourg 

Poland 

Spain  

TOTAL 

4,424 checks  
719 inspections 

9,902 drivers 
4,784 transport operators 
4,072 inspections 
29,064 of working days checked 

- 1,097 checks of weekly working 
time  (5,368 drivers checked) 
- 871 checks of break 
(4,496 drivers checked) 
- 1,109 checks of night work 
(5,322 drivers checked) 
1,794 interventions for working time  
365 interventions for overtime 

21. Statistics on infringements 

Austria  

Bulgaria  
Cyprus 

Offences in 
carriage of 
passengers 
176: 
- 21 weekly 
working time 
- 155 break 

Offences in 
carriage of 
goods 
3825: 
- 457 weekly 
working time 
- 3368 break 

TOTAL 

4,001 

1,607 infringements of working time  
8,252 infringements:  
-7,761 – break 

32 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
186 
infringements 

4130 
infringements

Czech 
Republic  

France 

Greece  

Ireland 
Poland  

Spain  

- 387 – night wok 
- 93 - maximum weekly working time  
- 11 – average weekly working time 
310 infringements:  
- 123 - breaks 
- 93 - rest periods between shifts  
- 94 - length of shifts 
4,316 infringements:  
- 2,124 - night work 
- 41 - weekly working time 
182 prosecutions  
638 fines  
1 initiated prosecution 
- 160 – weekly working time (357 drivers) 
- 135 break (239 drivers) 
- 664 night work (2,281 drivers)  
154 offences for working time 
32 offences for overtime 

Finland informed that statistical data will be submitted with the next report for the period 2015-2016.  

22. Stakeholders' views on implementation of Directive 2002/15/EC in Member States 

In Ireland, both employer and employee organisations were of an opinion that the Directive contributed 
to the health and safety protection of drivers. Nevertheless, Ireland pointed out difficulties with getting 
a broad scope of views as a vast majority or drivers and a bulk of operators are not represented by trade 
unions and trade associations respectively.   

There are two Member States, namely Ireland and Malta, where consulted parties considered that their 
geographic  specificities  should  have  been  taken  into  account  by  enforcement  authorities.  The  latter 
country  highlighted  the  risks  of  ambiguous  interpretation  in  relation  to  periods  of  availability  when 
drivers were waiting for loading and unloading. Operators feel that the definition should be reworded, 
due  to  the  fact  in  practical  terms  this  is  impossible  to  ascertain  since  the  period  regarded  as 
"availability" in most cases could not be determined beforehand.  

Consulted employers from Ireland and trade unions from Slovenia called for an effective and suitable 
enforcement of the Directive.  

33 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
23. Statistics on minimum checks to be carried out 

The table below illustrates the required minimum number of working days to be checked as well as the 
actual number of working days Member States have checked at the roadside and at premises. 

Member 
States 

Minimum 
checks (3%) 
for 2013-2014 

NUMBER OF WORKING DAYS CHECKED 

Total 

At roadside  At premises

% at 
roadside 

% at 
premises 

AT 
BE 
BG 
HR  
CY 
CZ 
DK 
EE 
FI 
FR 
DE 
EL 
HU 
IE 
IT 
LV 
LT 
LU 
MT 
NL 
PL 
PT 
RO 
SK 
SL 
ES 
SE 
UK 
TOTAL 

1,408,320 
1,449,798 
1,885,223.88 
652,968.00 
216,000 
1,491,608.85 
660,000 
204,600 
1,114,555 
6,734,194 
8,994,240 
2,239,703 
1,528,209 
1,042,300 
8,738,028 
409,141 
816,102.00 
159,071 
1,080 
1,711,394 
6,910,501 
816,437 
2,675,400 
504,076 
445,776 
5,398,758 
1,029,600 
5,291,779 
64,528,861 

5,256,081 
1,624,048 
9,199,207 
533,153 
227,720 
3,804,589 
714,935 
212,459 
1,444,096 
30,343,701 
36,043,663 
347,170 
3,363,655 
1,437,556 
9,601,942 
992,433 
785,028 
237,881 
2,245 
1,375,551 
10,374,510 
1,783,128 
10,640,973 
588,168 
579,605 
11,360,688 
1,633,893 
6,505,141 
151,013,219 

772,079 
479,287 
4,348,933 
371,444 
109,185 
871,793 
269,000 
131,277 
543,686 
3,822,619 
4,468,863 
118,088 
533,387 
1,184,180 
2,624,323 
681,972 
471,411 
92,974 
1,153 
273,812 
3,639,375 
602,491 
1,526,781 
344,912 
225,174 
3,262,843 
405,967 
2,254,698 
34,431,707 

85% 
70% 
53% 
30% 
52% 
77% 
62% 
38% 
62% 
87% 
88% 
66% 
84% 
18% 
73% 
31% 
40% 
61% 
49% 
80% 
65% 
66% 
86% 
41% 
61% 
71% 
75% 
65% 
77% 

15% 
30% 
47% 
70% 
48% 
23% 
38% 
62% 
38% 
13% 
12% 
34% 
16% 
82% 
27% 
69% 
60% 
39% 
51% 
20% 
35% 
34% 
14% 
59% 
39% 
29% 
25% 
35% 
23% 

4,484,002 
1,144,761 
4,850,274 
161,709 
118,535 
2,932,796 
445,935 
81,182 
900,410 
26,521,082 
31,574,800 
229,082 
2,830,268 
253,376 
6,977,619 
310,461 
313,617 
144,907 
1,092 
1,101,739 
6,735,135 
1,180,637 
9,114,192 
243,256 
354,431 
8,097,845 
1,227,926 
4,250,443 
116,581,512 

34 

 
 
 
24. Statistics on number of working days checked at roadside 

The  table  below  illustrates  the  number  of  working  days  checked  at  the  roadside  by  country  of 
registration of vehicles 

Member 
States 

AT 
BE 
BG 
HR 
CY 
CZ 
DK27 
EE 
FI 
FR 
DE 
EL 
HU 
IE 
IT 
LV 
LT 
LU 
MT 
NL 
PL 
PT 
RO 
SK 
SL 
ES 
SE 
UK 
TOTAL 

NUMBER OF WORKING DAYS CHECKED AT ROADSIDE  

National 
vehicles 
1,783,739 
329,131 
2,352,227 
87,461 
117,084 
1,679,082 
275,820 
69,740 
744,604 
10,244,725 
18,540,350 
200,654 
2,013,172 
245,800 
6,086,606 
201,832 
194,070 
43,913 
336 
628,923 
4,522,631 
1,146,105 
7,240,424 
117,733 
127,491 
6,979,488 
745,198 
2,144,853 
68,863,192 

Non-national 
vehicles 
2,626,524 
776,992 
1,202,722 
25,350 
1,451 
1,149,099 
170,115 
9,450 
77,000 
15,919,243 
11,636,523 
21,025 
679,728 
6,387 
799,837 
82,772 
54,147 
99,953 
756 
447,992 
1,329,894 
34,473 
1,390,488 
115,522 
49,335 
1,080,633 
463,445 
2,026,294 
42,277,150 

Third countries 
vehicles 
73,739 
38,638 
1,295,325 
48,898 
0  
104,615 
No data  
1,992 
78,806 
357,114 
1,397,927 
7,403 
137,368 
1,189 
91,176 
25,857 
65,400 
1,041 
0 
24,824 
882,610 
59 
483,280 
10,001 
177,605 
37,724 
19,283 
79,296 
5,441,170 

Total 

4,484,002 
1,144,761 
4,850,274 
161,709 
118,535 
2,932,796 
445,935 
81,182 
900,410 
26,521,082 
31,574,800 
229,082 
2,830,268 
253,376 
6,977,619 
310,461 
313,617 
144,907 
1,092 
1,101,739 
6,735,135 
1,180,637 
9,114,192 
243,256 
354,431 
8,097,845 
1,227,926 
4,250,443 
116,581,512

27 The figures given under "non-nationals" include third countries.  

35 

 
 
                                                            
25. Statistics on checks at roadside by the number of drivers checked at roadside by country of 
registration and type of carriage 

ROADSIDE CHECKS 

Membe
r States 

Number of drivers checked by country of 
registration 

Number of drivers checked by 
type of carriage 

Total 
drivers 

National
s 

Non-
nationals 
(EEA/CH
) 

Third 
countrie
s 

Carriage of 
passengers  

Carriage of goods 

AT 
BE 
BG 
HR 
CY 
CZ 
DK28 
EE 
FI 
FR 
DE 
EL 
HU 
IE 
IT 
LV 
LT 
LU 
MT 
NL 
PL 
PT 
RO 
SK 
SL 
ES 
SE 
UK 

289,624 
103,567 
396,026 
6,332 
7,721 
301,741 
29,729 
6,116 
68,527 
1,024,453 
1,937,601 
24,920 
101,081 
35,962 
644,798 
17,022 
77,548 
7,332 
39 
37,991 
724,366 
57,754 
621,746 
14,042 
21,450 
648,207 
43,608 
173,926 
TOTAL  7,423,229 

113,353 
44,378 
254,651 
3,435
7,400
170,342 
18,388 
5,321
54,901 
411,324 
1,156,38
20,948 
71,899 
32,381 
562,802 
11,805 
43,170 
2,409
12
21,687 
496,987 
55,999 
497,964 
6,947
8,227
583,538 
25,194 
95,463 
4,777,30

164,719
57,064 
68,086 
838 
321 
118,255
11,341 
629 
5,498 
597,259
689,441
2,523 
24,276 
3,540 
72,152 
3,986 
17,845 
4,858 
27 
15,448 
106,412
1,749 
86,848 
6,344 
2,372 
61,437 
17,628 
74,861 
2,215,757

11,552
2,125
73,289
2,059
0
13,144
no data
166
8,128
15,870
91,778
1,449
4,906
41
9,844
1,231
16,533
65
0
856
120,967
6
36,934
751
10,851
3,232
786
3,602
430,165

4,501
8,026
87,425
1,764
2,053
8,259
1,524
298
1,661
60,749
39,506
17,301
8,864
3,135
21,228
527
4,408
300
0
2,169
125,892
7,435
145,178
1,459
2,312
45,276
1,034
14,092
616,376

285,123 
95,541 
308,601 
4,568 
5,668 
293,482 
28,205 
5,818 
66,866 
963,704 
1,898,095 
7,619 
92,217 
32,827 
623,570 
16,495 
73,140 
7,032 
39 
35,822 
598,474 
50,319 
476,568 
12,583 
19,138 
602,931 
42,574 
159,834 
6,806,853 

28 The figures given under "non-nationals" include third Member States. 

36 

 
 
 
 
                                                            
26.  Statistics  on  checks  at  roadside  by  the  number  of  vehicles  stopped  at  roadside  check  by 
country of registration and type of tachograph 

Member 
States 

AT 
BE 
BG 
HR 
CY 
CZ 
DK 
EE 
FI 
FR 
DE 
EL 
HU 
IE 
IT 
LV 
LT 
LU 
MT 
NL 
PL 
PT 
RO 
SK 
SL 
ES 
SE 
UK 
Average 

Number of vehicles checked 

Nationals 

Non-
nationals 

Total 

Analogue 

 Digital  

%  
Analogue 

113,353 
21,871 
254,652 
3,103 
7,721 
93,894 

176,271 
39,214
141,374 
2,710
0 
62,336

289,624 
61,085 
396,026 
5,813 
7,721 
156,230 

5,321 
2,568 
405,843 
1,118,741 
20,948 
75,015 
32,381 
562,619 
11,805 
39,927 
2,393 
12 
21,687 
398,831 
48,096 
604,765 
6,876 
8,054 
476,653 
42,739 
95,462 

6,116 
795
3,900 
1,332
553,058 
958,901 
460,766  1,579,507
24,920 
3,972
101,072 
26,057
35,962 
3,581
644,589 
81,970
17,022 
5,217
75,432 
35,505
7,241 
4,848
35 
23 
37,991 
16,304
581,529 
182,698 
50,000 
1,904
724,876 
120,111 
13,870 
6,994
21,283 
13,229
536,880 
60,227
68,438 
25,699
173,926 
78,464

48,539
20,915
148,468
4,580
7,334
67,541
No data
3,396
2,098
160,110
414,969
18,092
53,075
17,718
357,683
9,573
43,778
1,250
14
16,368
328,659
31,617
285,045
3,815
11,873
196,929
18,338
92,116

241,085
40,170
247,558
1,233
387
88,689

2,720
1,802
798,791
1,164,538
6,828
47,997
18,244
286,906
7,449
31,654
5,991
21
21,623
252,870
18,383
439,831
10,055
9,410
339,951
50,100
81,810

17% 
34% 
37% 
79% 
95% 
43% 

56% 
54% 
17% 
26% 
73% 
53% 
49% 
55% 
56% 
58% 
17% 
40% 
43% 
57% 
63% 
39% 
28% 
56% 
37% 
27% 
53% 
36% 

% 

Digital 
83% 
66% 
63% 
21% 
5% 
57% 

44% 
46% 
83% 
74% 
27% 
47% 
51% 
45% 
44% 
42% 
83% 
60% 
57% 
43% 
37% 
61% 
72% 
44% 
63% 
73% 
47% 
64% 

37 

 
 
 
 
 
 
 
27.  Statistics  on  checks  at  premises  by  the  number  of  drivers,  undertakings  and  working  days 
checked at premises 

CHECKS AT THE PREMISES 

Member  
States 

AT 
BE 
BG 
HR 
CY 
CZ 
DK 
EE 
FI 
FR 
DE 
EL 
HU 
IE 
IT 
LV 
LT 
LU 
MT 
NL 
PL 
PT 
RO 
SK 
SL 
ES 
SE 
UK 
Total 

Number of 
drivers 
checked 
13,012 
27,118 
155,319 
6,292 
1,264 
8,331 
25,666 
3,074 
6,300 
92,722 
95,510 
5,835 
7,123 
9,133 
32,240 
3,449 
17,971 
2,294 
4 
9,779 
31,232 
14,164 
52,319 
6,403 
1,617 
116,206 
8,226 
3,369 
755,972 

Number of 
undertakings 
checked 
1,807 
5,400 
11,594 
564 
568 
1,116 
1,858 
219 
1,014 
11,352 
11,349 
4,072 
1,505 
906 
9,488 
391 
1,568 
118 
2 
1,414 
5,287 
1,151 
15,198 
895 
306 
21,277 
221 
36,966 
147,606 

Number of 
working days 
checked 
772,079
479,287
4,348,933
371,444
109,185
871,793
269,000
131,277
543,686
3,822,619
4,468,863
118,088
533,387
1,184,180
2,624,323
681,972
471,411
92,974
1,153
273,812
3,639,375
602,491
1,526,781
344,912
225,174
3,262,843
405,967
2,254,698
34,431,707

38 

 
 
 
28. Table of number of undertakings, drivers checked and offences detected by size of the fleet of 
all Member States  

AUSTRIA 

BELGIUM 

BULGARIA 

CROATIA 

Number  of 
drivers 
checked 
611
1,944
2,502
3,172
2,788
1,828
84
83
13,012
1,879
4,616
4,759
5,161
6,879
3,449
375
0
27,118
15,532
46,596
54,362
13,978
9,319
7,766
4,659
3,107
155,319
56
509
842
914
1,887
1,961
123
0
6,292

Number  of 
offences 
detected 
581 
1,815 
2,336 
2,926 
2,739 
1,826 
104 
76 
12,403 
2,130 
4,305 
4,220 
4,808 
5,333 
2,227 
0 
0 
23,023 
84 
254 
296 
76 
50 
43 
25 
16 
845 
58 
926 
1,201 
1,341 
1,781 
998 
30 
0 
6,335 

Size of 
fleet 

1 
2 - 5 
6 - 10 
11 - 20 
21 - 50 
51 - 200 
201 - 500 
Over 500 
Total: 
1 
2 - 5 
6 - 10 
11 - 20 
21 - 50 
51 - 200 
201 -500 
Over 500 
Total: 
1 
2 - 5 
6 - 10 
11 - 20 
21 - 50 
51 - 200 
201 - 500 
Over 500 
Total: 
1 
2 - 5 
6 - 10 
11 - 20 
21 - 50 
51 - 200 
201 - 500 
Over 500 
Total: 

Number of 
undertakings 
checked  
211 
552 
389 
330 
233 
87 
3 
2 
1,807
1,961
1,801
790 
454 
309 
84 
1 
0 
5,400
1,160
3,478
4,058
1,043
695 
580 
348 
232 
11,594
51 
172 
142 
81 
80 
35 
3 
0 
564 

39 

 
 
 
 
 
 
 
 
CYPRUS 

CZECH  
REPUBLIC 

GERMANY 

DENMARK 

ESTONIA 

Size of 
fleet 

1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 

Number of 
undertakings 
checked  
84
329
88
48
12
6 
1 
568 

Number  of 
drivers 
checked 
111
610
256
170
70
41
6
1,264 

Number  of 
offences 
detected 
907 
6,075 
2,381 
1,207 
192 
53 
27 
10,842 

321
1,541
1,511
1,786
1,804
1,169
199
0
8,331
7,581
10,350
14,978
19,186
22,664
17,392
2,987
372
95,510
652
3,114
3,326
5,117
5,255
5,513
2,689
0
25,666
4
259
310
585
962
954
0
0
3,074

264
430
172
131
80
36
3 
0 
1,116
2,505
2,730
2,149
1,746
1,352
677
156
34
11,349
476
578
296
252
216
34
6 

1,858
4 
62
49
49
43
12
0 
0 
219

40 

334 
3,320 
3,184 
7,239 
12,829 
4,301 
218 
0 
31,425 
59,662 
73,636 
113,474 
134,035 
149,395 
81,533 
14,736 
1,407 
627,878 
19 
165 
208 
567 
638 
472 
117 
0 
2,186 
7 
116 
188 
403 
833 
191 
0 
0 
1,738 

 
 
 
 
 
 
SPAIN 

FINLAND 

FRANCE 

GREECE 

HUNGARY 

Size of 
fleet 

1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 

Number of  
undertakings 
checked 
6301
10472
2535
1237
513
213
6 
0 
21,277
237
510
149
76
31
10
1 
0 
1,014
913
1,929
1,676
2,063
2,432
2,055
246
38
11,352 
683
1,032
735 
689
545
388

4,072
388
586
97
172
154
66
8 
34
1,505

41 

Number  of 
drivers 
checked 
34422
57204
13854
6750
2800
1166
10
0
116,206
467
2,157
1,377
1,152
749
395
3
0
6,300
1,261
5,732
9,048
14,046
26,831
27,271
6,934
1,599
92,722 
683
1,609
1,035 
978
964
566

5,835
406
1,416
965
1,541
1,523
480
580
212
7,123

Number  of 
offences 
detected 
6137 
10113 
2408 
1224 
440 
203 
2 
0 
20,527 
1,047 
6,036 
4,521 
3,126 
1,978 
721 
4 
0 
17,433 
604 
2,328 
4,336 
4,771 
5,193 
2,953 
399 
98 
20,682 
13 
44 
23 
9 
4 
15 

108 
54 
446 
1,380 
1,121 
1,214 
206 
84 
59 
4,564 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Size of 
fleet 

Number of  
undertakings 
checked 

IRELAND 

ITALY  

LATVIA 

LITHUANIA 

LUXEMBOURG 

1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 

40
126
328
235
135
36
5 
1 
906
2,290
3,690
1,854
1,010
504
129
8 
3 
9,488
29
135
97
72
42
15
1 
0 
391
95
309
384
563
152
54
11
0 
1,568
0 
15
12
20
38
27
6 
0 
118

42 

Number  of 
drivers 
checked 
197
464
1,897
2,555
2,592
1,027
278
123
9,133
2,496
8,210
6,955
7,043
4,891
2,579
63
3
32,240
36
518
626
812
710
435
312
0
3,449
100
938
2,742
7,878
3,085
1,446
1,782
0
17,971
0
27
45
157
711
1,351
3
0
2,294

Number  of 
offences 
detected 
357 
860 
2,408 
4,919 
3,633 
1,193 
63 
12 
13,445 
11,059 
35,081 
26,908 
20,144 
11,277 
29,230 
56 
74 
133,829 
11 
71 
55 
49 
28 
12 
1 
0 
227 
207 
3,641 
2,232 
3,643 
1,987 
1,558 
808 
0 
14,076 
0 
12 
20 
70 
317 
601 
1 
0 
1,021 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Size of 
fleet 

Number of  
undertakings 
checked 

MALTA  

THE 
NETHERLANDS 

POLAND 

PORTUGAL 

ROMANIA 

1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 

0 
0 
0 
1 
0 
1 
0 
0 
2 
513
447
187
153
104
9 
1 
0 
1,414
933
1,899
1,124
689
445
178
17
2 
5,287
100
442
209
127
118
104
27
24
1,151
7,777
4,662
1,043
732
593
321
63
7 
15,198

43 

Number  of 
drivers 
checked 
0
0
0
2
0
2
0
0
4
513
1,385
1,404
2,186
3,260
783
248
0
9,779
957
7,193
7,174
6,230
5,002
3,718
927
31
31,232
107
1,187
2,267
881
1,152
8,127
364
79
14,164
5,902
7,381
4,365
5,209
7,942
16,205
5,144
171
52,319

Number  of 
offences 
detected 
0 
0 
0 
9 
0 
40 
0 
0 
49 
2,351 
2,730 
2,995 
5,213 
6,677 
935 
37 
0 
20,938 
7,597 
56,581 
40,575 
27,330 
46,535 
17,966 
706 
17 
197,307 
6 
43 
24 
16 
52 
7 
3 
1 
152 
690 
1,265 
506 
397 
363 
232 
53 
12 
3,518 

 
 
 
 
 
 
 
 
SLOVAKIA 

SLOVENIA 

SWEDEN 

THE UNITED  
KINGDOM 

Number  of 
drivers 
checked
127
1,278
1,397
1,489
1,221
783
92
16
6,403
28
368
423
281
387
116
14
0
1,617
35
530
629
1,287
3,248
2,497
0
0
8,226
279
724
477
490
618
663
75
43
3,369

Number  of 
offences 
detected
863 
4,222 
4,407 
3,627 
3,198 
1,585 
428 
83 
18,413 
86 
1,437 
1,093 
1,493 
1,181 
442 
0 
0 
5,732 
123 
1,468 
1,901 
3,897 
8,087 
6,485 
0 
0 
21,961 
957 
2,399 
1,412 
1,593 
1,954 
2,207 
250 
96 
10,868 

Size of 
fleet 

1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 
1 
2 - 5 
6 - 10 
11 - 20
21 - 50
51 - 200
201 - 500
Over 500
Total: 

Number of  
undertakings 
checked 
100
359
175
128
76
45
10
2 
895
21
120
71
42
35
15
2 
0 
306
10
71
42
42
45
11
0 
0 
221
3,292
7,379
4,719
5,286
7,034
8,014
908
334
36,966

44 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
29. Statistics on types of offences at roadside 

TYPE OF OFFENCES AT THE ROADSIDE 

Mem
ber 
States 

AT 
BE 
BG 
HR  
CY 
CZ 
DK 
EE 
FI 
FR 
DE 
EL 
HU 
IE 
IT 
LV 
LT 
LU 
MT 
NL 
PL 
PT 
RO 
SK 
SL 
ES 
SE 
UK 
Total 

Driving 
time 

Breaks 

Rest 
periods 

28 days 
record 

76,839 
5,096 
160 
133 
132 
3,945 

213 
157 
20,314 
162,803 
1,635 
1,737 
1,805 
13,197 
398 
1,941 
736 
0 
1,440 
14,021 
3,015 
3,322 
1,322 
391 
42,064 
8,202 
3,739 
368,757 

99,197 
3,322 
504 
282 
230 
4,812 

556 
107 
19,766 
144,543 
2,690 
2,434 
1,828 
14,201 
565 
230 
436 
4 
2,111 
8,747 
6,470 
5,610 
3,145 
1,073 
22,624 
11,270 
2,337 
359,094 

108,691 
5,963 
782 
672 
168 
6,765 

563 
0 
40,618 
181,591 
3,868 
4,536 
1,513 
16,172 
1,031 
8,398 
879 
4 
2,687 
20,200 
4,930 
14,331 
3,385 
1,328 
66,210 
17,671 
11,259 
524,215 

35,958
1,214
1,421
636
246
11,920

1,166
0
51,616
100,304
1,639
839
149
55,060
2,185
5,623
1
1
241
6,084
9,202
654
569
1,398
39,167
454
16,980
344,727

Incorre
ct 
function
ing of 
recordi
ng 
equipm
ent 
4,667
446
88
163
451
609

344
0
1,386
0
410
1,704
199
2,884
30
467
7
4
2,997
4,720
1,769
4,936
239
756
12,360
92
70
41,798

Recordi
ng 
equipme
nt 

7,802
4,080
120
341
451
1,408
No data
835
0
15,035
140,694
618
2,062
1,928
4,655
496
994
60
4
6,130
25,424
5,398
6,972
372
1,062
15,139
204
31,256
273,540

Misuse 
of 
manipul
ation of 
recordi
ng 
equipm
ent 
3,135 
3,634 
32 
178 
0 
799 

491 
0 
13,649 
140,694 
208 
358 
1,729 
1,771 
466 
527 
53 
0 
3,133 
20,704 
3,629 
2,036 
133 
306 
2,779 
112 
31,186 
231,742 

Lack/ 
availabili
ty of 
records 
for other 
work 

39529
350
39
206
22
3,641

179
0 
7,789
72,736
189
1,388
1,098
21,081
551
895
34
6 
1 
7,770
4,148
7,469
59
198
8,467
365
2,985
181,195

Total 

368,016
20,025
3,026
2,272
1,249
32,491

3,512
682829
155,138
802,671
10,639
12,996
8,321
124,366
5,226
18,081
2,146
19
12,610
82,246
33,163
38,358
8,852
5,450
193,671
38,166
68,556
2,058,094

29  The  Finnish  police  observed  a  total  of  6,564  infringements  of  social  legislation  relating  to  road  transport.  There  is  no 
detailed information on how these cases are broken down by the type of offence. Customs recorded 264 infringements, 
which  are  broken  down  in  the  table  above.  The  total  number  of  offences  takes  into  account  data  from  the  police  and 
customs.  

45 

 
 
 
 
 
                                                            
30. Statistics on types of offences at premises  

TYPE OF OFFENCES AT THE PREMISES 

Driving 
time 

Breaks 

Rest 
period
s 

28 days 
record  

Recordi
ng 
equipm
ent 

Incorrect 
functionin
g of 
recording 
equipment

1,795 
5,721 
241 
916 
204 
9,074 
205 
305 
1,910 
2,996 
106,416 
108 
642 
736 
7,766 
48 
2,186 
290 
28 
4,639 
10,232 
32 
329 
3,189 
746 
5,529 
2,141 
706 

7,042 
9,938 
50 
1,738 
4,585 
6,155 
915 
365 
8,453 
4,801 
290,182 
0 
1,175 
7,972 
19,411 
13 
1,353 
225 
19 
6,599 
16,007 
29 
684 
5,574 
1,256 
2,354 
6,246 
3,166 
169,130    406,307 

3,027 
6,409 
182 
2,800 
3,268 
8,648 
981 
914 
6,450 
6,917 
160,10
0 
1,696 
2,150 
17,043 
51 
3,796 
443 
1 
5,677 
37,293 
56 
1,648 
8,478 
1,907 
7,523 
5,824 
1,457 
294,74

14
63
365
137
273
6,293
75
90
144
4,015
11,967
0
524
157
85,896
114
5,569
2
1
252
102,663
13
83
697
772
4,513
2,597
185

525
892
7
648
281
825
9
0
368
1,953
17,983
0
102
1,271
1,572
1
35
35
0
3,771
16,150
11
140
435
997
570
360
4,377
227,474    53,318

502
0
7
315
281
94
9
0
78
1,406
0
0
40
138
593
1
4
4
0
29
604
0
139
376
73
550
360
4,351
9,954

Mem
ber 
States 

AT 
BE 
BG 
HR  
CY 
CZ 
DK 
EE 
FI 
FR 
DE 
EL 
HU 
IE 
IT 
LV 
LT 
LU 
MT 
NL 
PL 
PT 
RO 
SK 
SL 
ES 
SE 
UK 
Total 

Misuse of 
manipula
tion of 
recordin
g 
equipme
nt 
23 
892 
0 
333 
0 
731 
0 
0 
290 
547 
17,983 
0 
62 
1,133 
979 
0 
31 
31 
0 
3,742 
15,546 
11 
1 
59 
924 
20 
0 
26 
43,364 

Lack/ 
availabi
lity of 
records 
for 
other 
work 
0 
0 
0 
96 
2,231
430
0 
64 
79 
0 
39,481
0 
425
1,159
2,141
0 
927
26 
0 
0 
14,962
11 
634
40 
54 
38 
4,793
977
68,568

Total 

12,403
23,023
845
6,335
10,842
31,425
2,185
1,738
17,40430
20,682
626,132
108
4,564
13,445
133,829
227
13,866
1,021
49
20,938
197,307
152
3,518
18,413
5,732
20,527
21,961
10,868
1,219,539

30 The figure includes only data from 2014. 

46