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EUROPEAN COMMISSION
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CONTENTS
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Foreword Context
Road transport a vital component Reviewing needs A level playing-field
10
11
International connections
Easing the Alpine crossing From Russia with goods Interbus making passenger travel easier
The European Commissions Directorate-General for Energy and Transport develops and carries out EU policy in these closely linked areas. The mid-term review of the 2001 White Paper, Keep Europe moving Sustainable mobility for our continent sets out a work programme designed to bring about significant further improvements in the quality and efficiency of transport in Europe by 2010. Improving the conditions in which road transport services can be operated throughout Europe is an essential condition for the smooth functioning of Europes economy, and a vital contribution to improving the health and quality of life of all Europeans. Published by: European Commission, Energy and Transport DG, B-1049 Brussels http://ec.europa.eu/dgs/energy_transport/index_en.html Luxembourg: Office for Official Publications of the European Communities, 2006. European Communities, 2006 Reproduction is authorised provided the source is acknowledged. Manuscript completed on 15 November 2006. Photos courtesy of: DaimlerChrysler AG, European Community 2006, Hugh Jenkins, MAN Group, Renault Trucks, Scania CV AB, Seimans, Volvo ISBN 92-79-03148-1 Printed in Belgium
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FOREWORD
hroughout history, the transport of passengers and freight has been an integral part of our daily lives, a motor of economic development and an important component of our own well-being. Not surprisingly, transport policy was enshrined as one of the first Community policies in the 1957 Treaty of Rome the founding Act of todays European Union. Since completion of the internal market in 1992, road transport in Europe has substantially changed: rigid national concession regimes have been abolished, the intra-EU transport market has been opened up to free competition and even temporary services by hauliers in countries other than their own have become possible.
Existing regulations in the road transport sector, as with European legislation in general, aim to provide a single, harmonised regulatory framework instead of 25 different and potentially conflicting ones. Road freight and passenger markets are opened up: any company anywhere in the EU that meets EU professional requirements may set up business in any Member State. Similarly, a single Community licence has been created and accompanying documents have been harmonised to ensure that borders or national administrative practices do not act as barriers to the growing prosperity generated by the road transport sector. This is a classic tale of how creating a single European market has spurred competition and created one of the most dynamic and efficient sectors of the economy.
This brochure provides details of the EU regulatory framework for the road transport sector. Each section outlines not only what has happened, but also the way ahead. Despite the gains to the sector thanks to European integration, more remains to be done to ensure we have a legal framework that is clear, easily enforceable and without unnecessary administrative burdens, so that road transport can continue to be an engine of economic growth in Europe.
The road transport sector itself already contributes hugely to the European economy: it provides about 4.5 million jobs and generates a turnover worth about 1.6 % of EU gross domestic product. And without an efficient, vibrant road transport system, other modes cannot function properly as most freight and passenger journeys begin and end with a trip on the road. Road transport therefore also plays a vital role in the development of Europes integrated transport networks and intermodal transport solutions. The European Union is committed to providing the best conditions for an open market for professional road transport services by which we mean journeys by lorries and coaches to ensure mobility of goods and people, and to enable job creation and economic growth. The challenge is to make all of this possible while helping the sector to become more efficient, safer and cost-effective.
Modal split of freight transport in the EU-25 (2005 figures, based on tonne-kilometres performed)
Air 0.1%
Modal split of passenger transport in the EU-25 (2004 figures, based on passenger-kilometres performed)
Air 8.0% Sea 0.8%
Tram and metro 1.2% Railway 5.8% Bus and coach 8.2% Motorcycles 2.4%
Passenger cars 73.6% Rail 9.7% Source: Eurostat, ECMT, UIC, European Commission and national figures
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Reviewing needs
The mid-term review of the European Commissions 2001 Transport White Paper Keep Europe moving Sustainable mobility for our continent(1), sets out ways to provide Europeans with effective transport systems that ensure the free movement of people and goods as a means of guaranteeing social and economic cohesion. This will require further development of the internal market for road transport services. The Commission is therefore developing strategies on market access that are simple, clear and easy to enforce. The EU is also committed to reducing congestion on roads over the coming years, particularly on trans-European networks again the aim is to improve the flow of goods and people. The review also underlines the need to protect transport users and improve their safety and security, as well as the working conditions of all Europes professional drivers. The Commission is also keen to promote innovation to ensure the sustainable competitiveness of all transport modes this will include using technology to improve logistical efficiency relating to Europes huge fleet of trucks and lorries. Figures show that even in the flexible world of road haulage, 25 % of journeys are still running empty.
A level playing-field
The Unions internal market for road transport has like other aspects of European life undergone a massive change in the past few years. Member States are benefiting greatly from the worlds largest free market, and road transport is helping to promote the economic cohesion of the EU. The EU is committed to high common standards in social rules for road haulage, which include revised regulations for driver working time, driving hours and rest periods and increased checks on lorries (for specific details see pp. 68). This new legislation, adopted in 2006, should prevent unfair competition in the road transport industry, and reinforce safety standards throughout Europe.
1 500
1 000
500
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
(1) Keep Europe moving Sustainable mobility for our continent, COM(2006) 314, adopted 22 June 2006.
2005
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Of course, ensuring that the market functions efficiently in a non-discriminatory way requires huge effort on behalf of the Union and Member States, in terms of harmonising rules and regulations on a range of issues that relate to road transport, in particular ensuring that road transport operators receive fair and equitable access to the worlds largest single market.
Employment in freight and passenger transport on roads in the EU-25 (2004 or latest figures)
350 000
Road freight transport sector Road passenger transport sector
300 000
250 000
Number of jobs
200 000
150 000
100 000
50 000
MT
PT
ES
IT
SI
SK
FI
DK
HU
Source: Eurostat
UK
BE
EE
IE
DE
FR
CZ
NL
CY
LU
LV
AT
PL
SE
EL
LT
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Professional competence to ensure that customers receive safe, reliable transport services, operators have to show a level of competence in the way they run their businesses and check their vehicles. In practice, this has led to the harmonising of professional competence certification throughout the EU. Now operators must hold a Community certificate of professional competence. The next step for EU transport operators is to obtain a Community licence from their home Member State. The licence allows them to carry out international transport operations throughout the Union, and must be renewed every five years. Operators must carry a certified copy of this document in each of their vehicles. It shows that they comply with the national traffic requirements of their country in accordance with the relevant EU regulations. These good operator requirements exist to prevent unscrupulous companies gaining custom by taking short-cuts on safety. And by helping to harmonise financial standards and levels of competence, they also improve the professional status of the road transport industry.
Driver attestation
Every driver from a non-EU country who drives an EU operators vehicle while carrying out cross-border haulage activities within the Union must carry the correct driver attestation. This certifies that the driver is legally employed by the operator who owns the vehicle, and that she/he meets all the professional conditions required by that operators Member State.
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Crucially, in terms of liability, the drivers employers are now responsible for obeying the new rules. This legislation complements the EUs special working time directive for professional drivers. Member States are required by EU law to enforce social legislation and safety requirements related to road transport. This includes carrying out regular checks, both at the roadside and at company premises. The new legislation will triple the number of checks and improve the way information on violations is exchanged between Member States.
New legislation, agreed in 2006 by the European Parliament and Council, will improve driving conditions for hard-pressed lorry and bus drivers, and increase the number of checks on European trucks and coaches. In relation to driver working conditions, the key points of the new package include: an obligatory minimum daily rest of nine hours for drivers, up from the previous eight hours, and obligatory breaks during driving time; a rest period of at least 45 consecutive hours every two weeks; measures to prevent professional drivers from driving more than 56 hours a week.
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Time to belt-up
Since 9 May 2006, it has been compulsory throughout the EU for coach and bus passengers aged three and over to wear seat belts where they are fitted. The operator must tell their passengers about these new requirements, and seat belts must be worn whenever people are seated and the vehicle is moving. This EU law complements earlier legislation that requires coaches, larger mini-buses and non-urban buses to be fitted with seat belts. All such vehicles registered after 1 October 2001 must have restraints fitted.
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Taking their toll: Infrastructure charges An electronic toll system no more fumbling for change
One major irritation for all drivers is having to queue at toll booths to pay charges. The problem is made worse on international routes as drivers of different nationalities figure out what they have to pay, sometimes in a currency they do not know well. Such conditions hold up journeys and cause congestion on busy routes, especially at peak times. To solve this problem, the EU has introduced legislation that paves the way for a fully interoperable electronic toll payment system. By harnessing recent advances in satellite tracking technology, mobile positioning and electronic payment systems, it is now possible to equip vehicles with systems that record journeys through toll booths. The driver therefore does not have to stop and can receive a single bill at the end of their journey. The EU has laid down rules for the introduction of electronic toll systems that must use interoperable technologies from 1 January 2007. In time, this will build into a network of interoperable toll booths, which, when paired with the on-board recording units, will make it much easier to travel via Europes fee-charging motorways, bridges and tunnels. Another cost factor facing commercial road transport operators is the cost of using infrastructure such as motorways and bridges, levied in the form of tolls and user charges. The Eurovignette directive, adopted in 1999 and subsequently modified in 2006, establishes common rules relating to distance-based tolls and time-based user charges for goods vehicles over 3.5 tonnes. The aim of the legislation is to improve the way the internal market operates by reducing differences in tolls and charges across the EU. Key points of the directive include the following: Tolls should only correspond to distance travelled and type of vehicle; and user charges should relate to the time spent using the infrastructure. Tolls and user charges may vary according to congestion and vehicle emission class. Tolls and charges can be levied for the use of roads that are part of the trans-European network (TEN) or under certain circumstances parallel roads. As a general rule, distance-based tolls and timerelated charges shall not be applied on the same stretch of road. National tolls and charges should be non-discriminatory, and should be easy for the motorist to understand, so as to avoid unnecessary hold-ups and problems at toll booths. Mandatory checks at the EUs internal borders should also be avoided.
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INTERNATIONAL CONNECTIONS
oad transport between the EU and non-EU countries (third countries) is still largely based on bilateral arrangements between EU Member States and the third countries. Nevertheless, the EU has reached agreements with a number of non-Member States on road transport issues that take precedence over those bilateral arrangements. For example, the agreement on the European Economic Area (EEA) provides that Iceland, Norway and Liechtenstein apply the Unions road transport rules in the same fashion as the Member States. Similarly, on the basis of the agreement between the EU and Switzerland on transport of goods and passengers by road and rail, Switzerland applies equivalent rules as the EU and the EEA countries in the field of land transport.
in both directions, as the map below highlights. This puts a strain on both the infrastructure and the fragile Alpine ecosystem. All the countries which make up the Alpine region, together with the European Community, are party to the Alpine Convention, which aims to safeguard the Alpine ecosystem and promote sustainable development within the region. In particular, the transport protocol to the Convention encourages the parties to invest in new, more environmentally friendly transport infrastructure, notably new tunnels. In this way, transalpine freight traffic can be transferred to rail and even short-sea shipping, reducing the environmental burden on the fragile, high-altitude ecosystem. Furthermore, the EU has introduced and is further developing a harmonised charging system for road freight journeys, following the polluter pays principle, whereby journeys are charged according to the environmental damage they cause. Under the EU/ Switzerland land transport agreement, similar rules are applied for truck journeys across the whole Alpine range. This ensures that traffic is spread more evenly over all the crossings on the mountain range, reducing congestion and mitigating environmental damage.
Wien
Sem me ring
Zrich
San Bern ardin o (150 )
Innsbruck
r (1988 Brenne
(59 0)
93 Tauern (9
Wech s
Bern
hard Gott ) (925
Sim on pl
el (95 6)
Gr. St-B
Lyon
Ljubjana
Trieste
5) (6
Montgenvre (36)
M t-B on
(107 3)
Ve
a( igli ntim
Zagreb
( nc la
Milano Torino
4 118
pass / tunnel
Number of trucks in 2005 (x1 000)
500
1000
1500
2000
10 11
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KO-76-06-370-EN-C
Road transport is critical for Europe, for our economy, for our jobs and for our well-being. Regardless of how much other modes of transport develop, including those perceived as more environmentally friendly, there will always be a requirement for high-quality road freight and passenger transport services, whether stand-alone or as part of a multimodal transport chain. The EU aims to create the conditions in which Europes road transport market operates efficiently and safely, and the policies it is implementing are set out in this brochure. http://.ec.europa.eu/transport/road/policy/index_en.htm