30. 12. 89 Official Journal of the European Communities No C 329/31 
less necessary to provide intensive foreign language 
tuition at all previous stages of the education system. 
In this context the special language requirements—in­
cluding specific technological terminology—for par­
ticular subjects should be determined in order to enable 
suitable curricula and teaching material to be developed 
and, where appropriate, exchanged. In this way it will 
be possible to improve and encourage the teaching of 
certain subjects in a foreign language, thereby making 
it easier for students to be introduced to foreign langu­
ages via their specialist interests. 
The socio-cultural preparation of exchange students 
must also include guidance on the composition of study 
courses and on dealing with bureaucracy in the host 
country. In addition to linguistic back-up, preparation 
should comprise specialist advice and should take 
account of experience gained by other exchange stu­
dents. 
2.6. The Committee firmly supports the Com­
mission's view that a relatively long period of study in 
Done at Brussels, 18 October 1989. 
1. Introduction 
1.1. A wide variety of factors make it necessary to 
achieve a standardized Community system for setting 
road haulage rates. 
(') OJ NoC 152,20. 6. 1989, p. 8. another Member State, such as one academic year, 
should be aimed for. Shorter study periods (where 
appropriate in individual cases) should however, remain 
eligible for support. 
2.7. The Committee urges that, like the Council and 
the European Parliament, it too be kept informed of 
ERASMUS'S progress. 
3. Concluding remarks 
3.1. All universities in the Community must step 
up their capacity for student exchanges beyond the 
numbers of exchanges involved in the ERASMUS 
scheme. 
3.2. Finally, the Committee would draw attention to 
the need for a substantial improvement in the Com­
mission's involvement in the field of exchanges, not 
only as regards universities but also as regards school-
pupils, trainees, employees and executive staff in the 
economic and social fields. 
Clearly there is the institutional and political aspect, 
linked with the creation of a Single Market i.e. the need 
to dismantle obstacles and barriers of all kinds to the 
Community economic integration process. The Chairman 
of the Economic and Social Committee 
Alberto MASPRONE 
Opinion on the proposal for a Council Regulation (EEC) on the fixing of rates for the 
carriage of goods by road between Member States (!) 
(89/C 329/13) 
On 5 June 1989 the Council decided to consult the Economic and Social Committee, 
under Article 75 of the Treaty establishing the European Economic Community, on the 
abovementioned proposal. 
The Section for Transport and Communications, which was responsible for the preparatory 
work, adopted its Opinion on 11 October 1989. The Rapporteur was Mr Cavazzuti. 
At its 270th plenary session (meeting of 19 October 1989), the Economic and Social Committee 
adopted the following Opinion by 76 votes to 44, with 5 abstentions. 
No C 329/32 Official Journal of the European Communities 30. 12. 89 
Looking ahead to the single market in 1992, the Com­
mittee is fully aware of the importance of a standardized 
rate-fixing system for road haulage. 
1.2. Another, and equally important, reason is the 
trend discernible both generally (in the goods transport 
sector) and more specifically (as regards rate-fixing 
systems in the Member States). 
Broadly speaking—despite current tensions and imba­
lances—there is a positive trend towards greater inte­
gration of goods transport by rail, road and waterways. 
At such a time, integrated Community action and an 
overall Community policy are vital, as earlier Commit­
tee Opinions have made clear. 
1.3. Consequently, the next few years will see a 
tug-of-war between a general trend towards greater 
integration of the goods transport sector, (prompted 
partly by a concern to boost its all-round economic 
efficiency and environmental compatibility) and the 
momentum triggered in the various subsectors (particu­
larly road haulage) by unrestrained competition and 
sharp distortions. 
The far-reaching changes in road haulage will thus 
occur in tandem with more general developments in 
goods transport systems. 
Such developments are prompted by (a) rationalization 
within, and greater coordination between, the haulage 
networks themselves and (b) economic, production and 
entrepreneurial restructuring changes which are affect­
ing all sectors of trade and industry. 
1.4. On several occasions in recent years the Com­
mittee has stressed the need for an effective Community 
transport policy to tackle the changing situation. 
In particular, the Committee recalls that it has already 
stated its views on road haulage rate-fixing in its 
Opinions of 19 December 1983 and 17 December 1987. 
These ESC Opinions pointed to a correlation between 
transport tariffs/capacity and the different tax and fiscal 
rules applicable in the Twelve. In its December 1983 
Opinion the Committee supported the introduction of 
reference tariffs, and compulsory notification of any undercutting; particular stress was also laid on the 
importance of the identification and 'structure' of trans­
port costs. 
These arguments continue to hold good. 
2. General comments 
2.1. Community-wide harmonization of the road 
haulage rate-fixing system is a key component of Com­
munity transport policy on account of the current devel­
opments in this sector and the emerging Community 
trend towards the gradual transformation of compul­
sory tariffs into reference tariffs, with a transitional 
phase during which the two systems co-exist. 
2.2. The Commission proposes the total liberaliza­
tion of road haulage rates, scrapping both the initial 
system of compulsory tariffs and the more recent system 
of reference tariffs. The Committee feels that such 
measures are inappropriate. 
2.3. The matter requires careful consideration fol­
lowed by the framing of specific solutions. 
2.4. The Committee will now consider the relative 
importance of some particular points concerning road 
haulage rate-fixing. 
2.4.1. Firstly, there is the economic compatibility of 
the rate-fixing system. 
The proposal for total liberalization fails to take 
account of the increasing integration of the goods sec­
tor, i.e. the rise in intermodal transport by rail, road 
and waterway. The road haulage rate-fixing system 
should be geared to these changing needs and con­
ditions. Total liberalization is therefore unlikely to 
increase the overall efficiency of the transport sector. 
2.4.2. The social and working conditions of the sec­
tor's workforce (both employees and self-employed) 
would also be likely to suffer: unbridled competition 
would lead both large and small firms to try to cut 
what costs they could (first and foremost, labour costs) 
in order to remain competitive and retain adequate 
profit margins. This could also happen in the sub-sector 
responsible for vehicle repairs (maintenance, spare 
parts, etc.), with worrying implications for safety. 
30. 12. 89 Official Journal of the European Communities No C 329/33 
2.4.3. Overall, the proposed total tariff liberalization 
is thus likely to do more harm that good to all those 
involved, in both general and specific terms. 
3. Conclusions 
3.1. In the light of the above comments and those 
contained in the 1983 and 1987 ESC Opinions, and of 
the Commission's arguments in support of its proposal, 
the Committee feels that total deregulation of rate-
fixing should be preceded by the use of reference tariffs. 
The Committee recommends that the new progressive 
arrangements for the sector should differ at least par­
tially from those at present proposed. They should be 
designed to ensure transparency, competition, plurality 
and safety, with the competent Community authority 
continuing to play an operative and guiding role but 
without creating further bureaucratic structures. 
The new arrangements should involve the following: 
— updating of the current reference tariff system, with 
the introduction of arrangements for specifying cost 
indices, these indices will form the key yardstick for rate-
fixing, 
appointment of bodies (e.g. chambers of commerce 
system) to compile these indices under public (pref­
erably Community) supervision, involving all par­
ties concerned (carriers, users, workforce), 
possibility of the same authority monitoring the 
rates charged (Article 5 of the Commission pro­
posal). 
3.2. On a more general level, the Committee takes 
this opportunity to stress the need for a framework 
regulation to underpin the new, coherent transport 
policy which is made increasingly necessary by the 
present distortions (which will worsen unless action is 
taken) and the approach of 1992. 
At all events provision must be made for a transitional 
period during which periodical checks should be carried 
out. The Committee urgently hopes that this phase can 
be completed by 31 December 1992. 
Done at Brussels, 19 October 1989. 
The Chairman 
of the Economic and Social Committee 
Alberto MASPRONE 
APPENDIX 
to the ESC Opinion 
A. The following amendments, forming a counter-Opinion and tabled on the basis of the Section Opinion in 
accordance with the Rules of Procedure, were defeated during the discussion: 
Replace all text as follows: 
'1.1. The Committee stated its views on road haulage rate-fixing in its Opinions of 29 December 1983 
and 17 December 1987. 
These ESC Opinions pointed to a correlation between transport tariffs/capacity and the different tax and 
fiscal rules applicable in the Twelve. In its December 1983 Opinion the Committee supported the introduction 
of reference tariffs, compulsory notification of any undercutting; particular stress was laid on the importance 
of the identification and 'structure' of transport costs. 
^oCP3^^ C^tticial]ournalotrricLnroncanC^ornrnuninc^ ^30. i^.^ 
t.2. However the Committee notes that^Member States have never applied compulsory tariffs and that 
the other ^ have abandoned such tariffs which have been found to be bureaucratic and conducive to 
inefficiency. 
tS. tn this content the Committee recognises that, as steps must be tal^enby^t Oecembert^onthe 
rates for road haulage services, the Commission must formally recognise an end of compulsory tariffs. 
t.^. nevertheless the Committee believes that it is acceptable and desirable for trade associations to advise 
their members on road haulage costs and welcomes the eommission^sacceptance of this situation. 
L.3. Consequently, subject to the specific comment in point 2, the eommittee supports the Commissions 
proposal. 
2. Specific comment 
2Bt. B^r^^^ 
^hile recognising the desirability of the commission being l^eptuptodate on rates,the eommittee suggests 
that this article be modified to ensure thatdemands for information—especiallyon small and medium si^e 
road haulage companies—are not excessive and bureaucratic—and that individual operators are not required 
to disclose information that is genuinely commercially sensitive. 
^. Conclusions 
^S. ^hile accepting the necessity to end formally recognition of compulsory tariffs, the eommittee calls 
on the Commission to monitor carefully the effect of freeratefi^mg.tn particular it requests special attention 
be given to the effect of road haulage tariffs on 
— the remoter regions of the Community, 
— the rnral areas of the Community, 
— the economically deprived regions of the community, 
— small and medium si^ebusmessesB 
^or^,against.^abstentions.^. 
B. The following amendments,tabled on the basis of the SectionOpimon in accordance withtheRules of 
procedure,were defeated during the discussion.These amendments which,tal^enasawhole,formaeounter 
Opinion, were examined together and only one vote was held 
^aget, point t.t,^rd sentence 
Oelete. 
The proposalclearlystatesthatratefi^mg systems are notoperating,soitisnotcorrect to say thatsuch 
systems are important in the creation of the tnternal market which is about removing controls 
tn addition suchtanffs^compulsoryorreference^do not apply totransportbetweenallMemberStatesie 
maritime States. 
^age^, point ^.t 
Oelete. 
This follows from the amendment on page t,pomtt.t 
t^age^, point ^.^ 
^mend the last sentence to read 
^The Section agrees with the eommission^sproposalsB 
30. 12. 89 Official Journal of the European Communities No C 329/35 
Reason 
This wording is consistent with the Committee's support for the completion of the Internal Market and the 
creation of a Common Transport Policy. 
Pages 3 and 4, points 2.3 to 2.4.4 inclusive 
Delete. 
Reason 
It follows logically from the amendment to point 2.2. 
Page 4 — Conclusion 
Amend to read : 
'The Section endorses the Commission's proposals as an essential part of the creation of an integrated 
transport system and as progress towards the completion of the Internal Market. 
In particular the Section notes and agrees that the present rate fixing systems are not working as intended.' 
Voting 
For: 53, against: 70, abstentions: 7. 
Opinion on the social consequences of cross-frontier concentrations between undertakings 
(89/C 329/14) 
On 24 November 1988 the Economic and Social Committee decided, under the fourth 
paragraph of Article 20 of its Rules of Procedure, to draw up an Opinion on the social 
consequences of cross-frontier concentrations between undertakings. 
The Section for Social, Family, Educational and Cultural Affairs, which was responsible for 
preparing the Committee's work on the subject, adopted its Opinion on 14 September 1989. 
The Rapporteur was Mr Schmitz. 
At its 270th plenary session (meeting of 18 October 1989) the Committee adopted the 
following Opinion by 79 votes to 51, with 12 abstentions (vote recorded). 
1. Introduction 
1.1. It is to be expected that the number of concen­
trations between undertakings will rise considerably as 
the European Single Market is completed. This question 
should be considered not only in terms of completion 
policy, but.also in its economic, social legislation and 
social policy implications. In his statement on the pro­
posed Regulation on the control of concentrations 
between undertakings^), the then Commissioner 
Mr Sutherland expressly confirmed that social aspects 
would not be covered by this draft since they were to 
be dealt with through other provisions(2). 
(!) OJ No C 22, 28. 1. 1989, pp. 14 et seq. 
(2) See Plenary Session debate of 2 June 1988 on Opinion, 
OJ No C 208 of 8. 8. 1988, pp. 11. et seq. 1.2. The Committee does not in principle regard 
cross-frontier concentrations between undertakings as 
negative developments. They are often necessary to 
strengthen the competitiveness of the European indus­
try. As measures to safeguard and create jobs they are 
also in employees' interests, although they can also have 
negative effects on employees, particularly through: 
— transfer of production from one establishment to 
another in a group of companies, 
— shifting of local points of investment to other parts 
of a group, 
— rationalization measures, 
— shutdown of certain parts of a group,