COMMISSION OF THE EUROPEAN COMMUNITIES 
COM(91) 377 final 
Brussels,22 November 1991 
Proposal for a 
COUNCIL REGULATION (EEC) 
laying down the definitive system under which 
non-resident carriers may operate 
domestic road haulage services 
within a Member State 
REPORT TO THE COUNCIL 
ON THE USE OF 1990/91 ROAD CABOTAGE AUTHORISATIONS 
(presented by the Commission) 
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EXPLANATORY MEMORANDUM 
I. GENERAL CONSIDERATIONS 
1. Council Regulation (EEC) No 4059/89 laying down the conditions under 
which non-resident carriers may operate national road haulage services 
within a Member State1 (cabotage), as amended by Regulation (EEC) 
No 296/91,2 establishes a transitional system of Community cabotage. 
This system expires on 31 December 1992. It must be replaced, under 
Article 9 of the said Regulation, by a definitive system to enter into 
force on 1 January 1993. The purpose of this proposal is to enable the 
Council to establish this definitive system. 
2. The definitive system should comply with the following general 
principles: 
- it should be a general system, i.e. it should apply uniformly 
throughout the Community; 
it should be compatible with the Single Market; 
it should conform to the general principles of the Treaty regarding 
equal treatment (freedom to provide services) and to the relevant 
judgments of the Court of Justice; 
it should be tailored to the actual situation of the road haulage 
industry. 
3. It would not be sufficient merely to continue applying the cabotage 
quota system laid down in Regulation (EEC) No 4059/89, even if the 
number of cabotage authorizations were greatly increased. This would 
not satisfy the Council's obligation to introduce complete freedom to 
provide services, as laid down in the Treaty and referred to by the 
Court of Justice in its judgment No 13/83 of 22 May 1985. 
1 OJ No L 390, 30.12.1989, p. 3. 
2 OJ No L 36, 8.2.1991, p. 8. 
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4. Nor can the problem be solved by simply referring to the national rules 
in force in the Member State where a cabotage service is operated. Such 
a solution would have the following disadvantages: 
given the diversity of national rules on access to the domestic 
haulage market, the Community market would, in fact, be divided 
into twelve separate markets - the very opposite of a Single 
Market; and 
it would create imbalances between Member States, since those 
States in which resident carriers have quota-free access to the 
national market must completely open up their market to other 
Community carriers while other States, in which resident carriers' 
access to the national market is governed by quotas, may restrict 
access for other Community carriers. 
5. Complete harmonization of all the national rules governing domestic 
haulage seems unrealistic and far too ambitious in the short to medium 
term. On the basis of the subsidiarity principle, it might even be 
deemed unnecessary. 
6. Accordingly, the Commission advocates a solution whereby: 
- access to the cabotage market will be free of all quotas; 
- cabotage operations will be subject to certain national rules 
applicable in the State in which the operation is carried out; 
harmonization of certain national rules will be continued at 
Community level, with particular regard to: 
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* technical standards for vehicles (action being considered); 
* duty payable on fuel (political agreement reached); and 
* vehicle taxation taking account of tolls (phased action 
currently being taken); 
a safeguard clause will be introduced. 
All carriers undertaking cabotage operations will thus be given identical 
treatment in all twelve Member States as regards market access. This meets 
the obligation not to discriminate beween operators, and accords with the 
nature of the Single Market. Moreover, those Member States which so desire 
may maintain quantitative restrictions on their resident carriers' access 
to the national market. In such a case the unequal treatment as between 
resident and non-resident carriers is justified by the difference between a 
temporary activity (non-resident carriers) requiring no quotas and a 
permanent activity (resident carriers) which may need to be regulated by 
quotas. 
Finally, a Community safeguard mechanism is to be introduced so that action 
can be taken should a national market be seriously disturbed by the 
presence of non-resident carriers. 
II. PARTICULAR CONSIDERATIONS 
Article 1 
This Article introduces the principle of non-discrimination between 
Community carriers with regard to domestic transport operations within a 
Member State: in other words, such operations may be undertaken by carriers 
from other Member States. 
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The Community is, quite rightly, concerned to ensure that domestic 
transport services within the Member States are operated by properly 
qualified carriers. Accordingly, only those Community carriers authorized 
to operate international road haulage services should be allowed to operate 
domestic transport services within a Member State other than the State in 
which they are established. This proposal is no different, in that 
respect, from the abovementioned Regulation (EEC) No 4059/89, currently in 
force. 
It is, moreover, recommended that cabotage operations be exempt from any 
quantitative restrictions on market access, even where such restrictions 
are imposed on resident carriers. Such exemption is justified by the 
considerations set out in point 6 above and by the judgment of the Court of 
Justice which states that, although Article 60(3) of the Treaty requires 
equal treatment for residents and non-residents, "it does not mean that all 
national legislation applicable to nationals of that State and usually 
applied to the permanent activities of undertakings established therein may 
be similarly applied in its entirety to the temporary activities of 
undertakings which are established in other Member States".1 It follows 
that, in a Member State which has a national quota system, the system will 
be applicable to resident carriers for as long as the State maintains it, 
but will not be applicable to non-resident carriers since their activity is 
presumed to be temporary and occasional. 
Article 2 
This Article lays down the conditions governing the registration of 
vehicles used for cabotage operations and the conditions under which such 
vehicles may have been hired. In general, these are the rules in force in 
the Member State of establishment, except in the case of: 
1 The Webb judgment, Case 279/80, Court Reports for 1981, p. 3305. 
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trailers and semi-trailers which, under existing Community rules, may 
also be registered or put into circulation in international transport in 
another Member State; and 
vehicle hire, which may also take place under the rules in force in the 
host Member State for its own residents, since discrimination between 
resident and non-resident carriers in this respect would be quite 
unjustifiable. 
It should also be borne in mind that, in the context of the discussions 
underway on the proposal for a Council Directive supplementing the common 
system of value added tax (VAT)1 and amending Directive 77/388/EEC^ on 
the abolition of tax frontiers and transitional arrangements for taxation 
with a view to establishment of the internal market, it is not envisaged to 
consider as an acquisition or a transfer of a good to another Member State 
the temporary use of the good, on the territory of the Member State of its 
arrival or the transport of the good needed for providing services by the 
taxable person established within the Member State of departure of the good 
or the transport of the good. 
1 OJ No C 176, 17.7.1990, p. 8, (COM(90) 182 final) 
2 OJ No L 145, 13.6.1977, p. 1. 
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Article 3 
The contents of this Article resemble those of Article 5 of Regulation 
(EEC) No 4059/89 referred to above. The following points should be noted: 
in light of the present situation on the road networks of the Member 
States, as well as of the relevant legislation, and in order to 
establish the conditions for fair competition between resident and non­
resident carriers, the weights and dimensions of road vehicles are 
governed by the rules in force in the host Member State, regardless of 
the rules which may be applicable in the carrier's Member State of 
establishment. It goes without saying, however, that the technical 
standards set out in the vehicle's certificate of conformity may under 
no circumstances be exceeded. The Commission is nevertheless continuing 
its efforts to harmonize the technical standards for vehicles engaged in 
domestic transport services and will shortly be presenting proposals to 
this effect; 
- with regard to the technical standards governing the construction and 
equipment of road vehicles, the national rules applicable in the host 
Member State cannot impose restrictions on vehicles which comply with 
Community or international rules governing the carriage of dangerous 
goods, perishable foodstuffs, live animals or exceptional loads; 
V.A.T. on transport operations is governed by the rules of the host 
Member State, as is laid down in Directive 77/388/EEC1 on abolition of 
tax frontiers and transitional arrangements for taxation with a view to 
establishment of the Internal Market, as amended by Directive 
89/465/EEC2. 
1 OJ No L 145, 13.6.1977, p. 1. 
2 OJ No L 226, 3.8.1989, p. 21. 
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In general, it should be noted that the national rules of the host Member 
State may only be applied to cabotage operations on the basis of the 
principle of proportionality, so that an excessive burden is not imposed 
which would limit the freedom to provide services. 
Article 4 
Regulation (EEC) No 4059/89 already contains a safeguard clause enabling 
action to be taken in the event of serious disturbance of the market. This 
clause has been: 
- amended to take account of the elimination of quantitative restrictions 
on access to the cabotage market; 
supplemented by a definition of what constitutes a market crisis; and 
- strengthened by a decision-making procedure based on Article 2(5) of 
Regulation (EEC) No 4059/89 and the provisions of Regulation (EEC) 
No 3916/90 on measures to be taken in the event of a crisis in the 
market in the carriage of goods by road.1 
Furthermore, a temporary provision has been introduce (up to 1995) in order 
to avoid disturbances in the market between 1993 and 1995. This provision 
is necessary for the healthy operation of the market and is justifiable for 
the following reasons. Before 1 July 1990 cabotage was strictly forbidden. 
After that date, these operations were authorized on the basis of a limited 
cabotage quota. The transport sector (carriers, forwarders, users) are 
busy adapting to the new situation that has been created, which is totally 
different to the previous position (before 1.7.90). 
1 OJ No L 375, 31.12.1990, p. 10. 
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This major adaptation1 is underway but it seems certain that it will not 
have been completed by 31 December 1992. From the statistical information 
that the Commission has for the first year of the introduction of cabotage 
(1990-1991), cabotage represents on average 0.1 % of the total of national 
operations in the Member States (0.5 % in FRG). Even if this figure of 0.1 
% were to increase rapidly and substantially in the coming year, it is 
best, in order not to endanger the considerable efforts made at adaptation 
by the transport sector and in order to avoid disequilibria, abuses or 
market disturbances, to lay down a system for Community intervention in the 
market. This mechanism will include the possibility, provided the 
Commission agrees, of making cabotage operations subject to prior 
notification and of limiting these operations to a certain percentage of 
the national transport operations in the Member State concerned (5 % in 
1993, 6 % in 1994 and 7 % in 1995). 
In order to ensure that decisions are taken on good grounds and that the 
Member States are closely involved in investigations and other preparatory 
work, the Advisory Committee set up under Regulation (EEC) No 3916/90 must 
be consulted whenever a Member State requests the Commission to take action 
to resolve a market crisis. 
The Committee is thereby made responsible for giving advice on all aspects 
of crisis situations on the Community road haulage market, thus signalling 
the unified nature of the internal market. 
Article 5 
Article 5 lays down the conditions under which the Member States should 
grant each other mutual assistance with a view to the sound application of 
the definitive cabotage system. This Article is virtually identical to 
Article 6 of Regulation (EEC) No 4059/89. 
1 including, in particular, the acquisition of knowledge of the rules 
applicable to cabotage in the twelve Member States, the implementation 
of a commercial transfrontier strategy, modifications to the operation 
and/or the structure of the company, training of drivers, etc. 
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Article 6 
This article forbids checks at frontiers within the Community, in 
accordance with Community legislation. The provisions of Regulation (EEC) 
No 4060/891 apply to checks carried out on cabotage operations. 
Articles 7 and 8 
No comments. 
1 OJ No L 390, 30.12.1989, p. 18. 

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Proposal for a 
COUNCIL REGULATION 
laying down the definitive system under which 
non-resident carriers may operate 
domestic road haulage services 
within a Member State 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European Economic Community, 
and in particular Article 75 thereof, 
Having regard to the proposal from the Commission,1 
Having regard to the opinion of the European Parliament,^ 
Having regard to the opinion of the Economic and Social Committee,3 
Whereas, pursuant to Article 75(1)(b) of the Treaty, the establishment of a 
common transport policy entails, inter alia, laying down the conditions 
under which non-resident carriers may operate transport services within a 
Member State; 
Whereas the freedom to provide national transport services implicit in this 
provision entails the removal of all restrictions against the person 
providing the services in question on the grounds of his nationality or the 
fact that he is established in a different Member State from the one in 
which the service is to be provided; 
1 OJ No C 
2 OJ No C 
3 OJ No C 
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Whereas the transitional cabotage system laid down in Council Regulation 
(EEC) No 4059/894 as amended by Regulation (EEC) No 296/915, expires on 
31 December 1992; whereas, under Article 9 of that Regulation, the Council 
must adopt a Regulation laying down the definitive cabotage system, to 
enter into force on 1 January 1993; 
Whereas, in accordance with the general principles of the Treaty concerning 
equal treatment and with the judgments of the Court of Justice on the 
subject, non-resident carriers must be allowed to provide national 
transport services under the same conditions as those imposed by the Member 
State concerned on its own carriers; 
Whereas only those carriers authorized to operate international road 
haulage services may operate domestic transport services within a Member 
State other than the State in which they are established; 
Whereas the provisions of the host Member State applicable to cabotage 
services should be fixed except where Community legislation applies, so as 
to take into account the temporary nature of the services provided and the 
need to ensure fair competition between Community carriers; 
Whereas, in this context, only the internal legislation of a host Member 
State which is justifiable on account of a major public interest may apply, 
and it should only apply in so far as the interest being protected is not 
already safeguarded by rules to which the carrier is subject in the Member 
State of establishment and provided that any restrictions are the minimum 
necessary for achieving their objective; whereas vehicles whose technical 
characteristics as regards construction and equipment meet the Community 
or international rules in force must be allowed to carry out cabotage; 
4 OJ No L 390, 30.12.1989, p. 3. 
5 OJ No L 36, 8.2.1991. p. 8. 
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Whereas provisions should be adopted so that action can be taken as regards 
the transport market affected, in the event of a serious disturbance in a 
specific geographical area having a substantial impact on this market; 
whereas, for this purpose, the necessary statistics should be collected and 
a suitable decision-making procedure introduced; 
Whereas it is desirable that Member States grant each other mutual 
assistance with a view to sound application of the system introduced, 
particularly in respect of monitoring and of penalties applicable in the 
event of infringements; whereas penalties must be non-discriminatory and 
proportional to the gravity of the infringement, 
HAS ADOPTED THIS REGULATION: 
Article 1 
1. With effect from 1 January 1993, any road haulage carrier for hire and 
reward who, in accordance with the legislation of a Member State and 
with Community legislation: 
is established in that Member State, hereinafter referred to as 
"Member State of establishment", and 
is authorized, in that State, to operate international road haulage 
services by virtue of holding an authorization as referred to in 
Article 3 of Council Regulation (EEC) No 6 
(doc. COM(91) 293 presented to the Council on 27 August 1991) 
OJ No L 
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shall be entitled, under the conditions laid down in this 
Regulation, to operate, on a temporary basis and without 
quantitative restrictions on market access, domestic road haulage 
services in a Member State other than the State in which he is 
established, hereinafter referred to as the "host Member State", 
without having a registered office or other establishment therein. 
2. The domestic road haulage services referred to in paragraph 1 are 
hereinafter referred to as "cabotage services". 
Article 2 
1. Cabotage services shall be operated using a vehicle: 
registered or put into circulation in international transport in 
the carrier's name and in accordance with the rules applicable in 
the Member State of establishment; or 
hired by the carrier: 
* under the conditions laid down in Council Directive 
84/647/EEC of 19 December 1984 on the use of vehicles hired 
without drivers for the carriage of goods by road,^ or 
* under the same conditions as those applicable to carriers 
resident in the host Member State, which are permitted by 
virtue of Article 4 of Directive 84/647/EEC. 
2. In the case of a road train, the trailer or semi-trailer may be 
registered or put into circulation in international transport in a name 
other than that of the carrier, or in another Member State. 
7 OJ NO L 335, 22.12.1984, p. 72 
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Article 3 
1. The performance of cabotage transport operations shall be subject, save 
as otherwise provided in Community regulations, to the laws, regulations 
and administrative provisions in force in the host Member State in the 
following areas: 
(a) binding legal provisions concerning the transport contract; 
(b) weights and dimensions of road vehicles; such weights and 
dimensions may, where appropriate, exceed those applicable in the 
carrier's Member State of establishment, but they may under no 
circumstances exceed the technical standards set out in the 
certificate of conformity; 
(c) requirements relating to the carriage of certain categories of 
goods, in particular dangerous goods, perishable foodstuffs, live 
animals, abnormal loads, etc.; technical restrictions based on the 
national legislation of the host Member State may not be imposed on 
a road vehicle registered in another Member State if the vehicle 
complies with current Community or international rules in respect 
of the technical standards relating to its construction and 
equipment; 
(d) driving and rest time for drivers; 
(e) traffic laws and the highway code. 
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2. The provisions referred to in paragraph 1 shall be applied to non­
resident transport operators on the same conditions as those which that 
Member State imposes on its own nationals, but taking account of the 
principle of proportionality, so as effectively to prevent any open or 
hidden discrimination on grounds of nationality or place of 
establishment. 
Article 4 
1. In the event of a serious disturbance of the domestic transport markets 
in a particular geographical area due to cabotage operations, any Member 
State may request the Commission to take action, or the Commission may 
act on its own initiative. 
2. A serious disturbance shall mean the appearance, on the market referred 
to in paragraph 1, of problems specific to that market and which: 
are likely to lead to a serious and potentially lasting excess of 
supply over demand; 
are due to cabotage operations; and 
pose a serious threat to the financial stability and survival of a 
significant number of road haulage underakings, 
provided that the short-term and medium-term forecasts for the market in 
question do not indicate any substantial and lasting improvements. 
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3. The Commission shall collect the data necessary to monitor the market 
and to establish whether a crisis exists. For this purpose, Member 
States shall cooperate with the Commission in communicating and 
processing data which are available or can readily be obtained. 
4. Where a Member State believes a crisis exists, it may request the 
Commission to investigate. To enable the Commission to assess the 
situation, the Member State concerned shall provide substantive and 
quantified information. 
Following such a request from a Member State or acting on its own 
initiative, the Commission shall consult the Member States within the 
Advisory Committee set up under Article 5 of Regulation (EEC) No 3916/90 
of 21 December 1990 on measures to be taken in the event of a crisis in 
the market in the carriage of goods by road,8 or by written 
telecommunication. The purview of that Committee is hereby extended for 
the purposes of applying this Article. 
5. If the Commission concludes that a crisis exists, it may, by decision, 
take any necessary safeguard measures where appropriate within 30 days 
of receipt of the request from the Member State. 
These measures may remain in force for a period not exceeding twelve 
months, renewable once for a period not exceeding twelve months. 
6. The Commission shall notify the Council and the Member States of any 
decision taken pursuant to paragraph 5 or, where appropriate, of its 
decision not to take measures. 
7. Any Member State may refer the Commission's decision to the Council 
within 30 days of its notification. The Council, acting by a qualified 
majority, may take a different decision within 30 days following 
referral by the Member State or States concerned. 
8 OJ No L 375, 31.12.1990, p. 10. 
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Article 5 
Notwithstanding the provisions of Article 4, between 1 January 1993 and 
31 December 1995 and where cabotage operations amount to 5% of its national 
transport operations calculated in tonne-kilometres, a host Member State 
may require prior notification of cabotage operations and may limit such 
operations to 5% of its national road transport operations calculated in 
tonne-kilometres in 1993, to 6% in 1994 and to 7% in 1995, subject to 
approval being given by the Commission within 15 days of receipt of the 
application by the State concerned. 
Carriers must send the prior notification via the competent authorities of 
the Member State of establishment to the competent authorities of the host 
Member State. 
Article 6 
1. The Member States shall assist one another with a view to implementing 
this Regulation and the laws, regulations and administrative provisions 
governing cabotage transport. 
2. Any infringements committed by a non-resident carrier shall, without 
prejudice to any criminal proceedings to which they expose that carrier 
in the host Member State, be communicated to the competent authorities 
of the carrier's Member State of establishment. 
The competent authorities shall communicate to one another all 
information in their possession on the penalties imposed in respect of 
such infringements. 
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3. The competent authorities of the host Member State may, in the event of 
serious or repeated infringements, ask the competent authorities of the 
Member State of establishment to impose penalties. 
Those penalties may in particular consist of: 
- a warning, 
- a temporary or permanent ban on operating national transport services 
within the host Member State; this ban will be noted in the Community 
authorization laid down in Article 3 of Regulation (EEC) ... (doc. 
COM(91) 293) presented to the Council on 27 August 1991, 
- a withdrawal of the Community authorization. 
4. In the event of an infringement, the competent authorities of the Member 
State of establishment shall be obliged either to impose the penalty 
agreed upon with the authorities of the host Member State or to arraign 
the carrier concerned before a competent national court or tribunal. 
The competent authorities of the host Member State shall be informed 
immediately of any penalty imposed. 
5. The penalties referred to in paragraphs 2, 3 and 4 shall be applied in a 
non-discriminatory fashion and shall be proportional to the seriousness 
of the offence. 
Article 7 
The carrying out of checks at the internal frontiers of the Community to 
implement this Regulation is forbidden. The checks necessary for the 
implementation of this Regulation shall be made in accordance with the 
conditions laid down in Council Regulation (EEC) No 4060/899. 
9 OJ No L 390, 30.12.1989, p. 18. 
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Article 8 
The Member States shall adopt in good time and communicate to the 
Commission the laws, regulations and administrative provisions relating to 
the implementation of this Regulation. 
Article 9 
This Regulation shall enter into force on 1 January 1993. 
This Regulation shall be binding in its entirety and directly applicable in 
all Member States. 
Done at Brussels, For the Council 
The President 
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REPORT TO THE COUNCIL 
ON THE USE OF 1990/91 ROAD CABOTAGE AUTHORISATIONS 
Introduct ion 
Under Regulation 4059/89, 15,000 2-month cabotage authorisations were 
issued to the Member States for the period 1st July 1990 - 30th June 
1991; such authorisations permitted the holder of the authorisation to 
make journeys which were entirely within any one of the other Member 
States. The distribution of the authorisations between Member States 
was pro-rata to the number of Community Quota authorisations. Under 
Regulation 296/91 the number of cabotage authorisations was increased 
by 298 for the period 1st January 1991 - 30th June 1991 to allow for 
the extension of the German national market following the adhesion of 
the 5 lander of the former German Democratic Republic. The number of 
authorisations valid for the period 1st July 1990 - 30th June 1991 was 
thus 15,298 (D, 2170; F, 1793; I, 1795; NL, 1869; B, 1322; L, 616; UK, 
1124; IRL, 595; DK, 1282; GR, 584; E, 1371; P, 777). 
Provision of data 
Under Regulation 4059/89, Member States are to provide to the 
Commission within 3 months of the end of each quarter, a summary table 
giving the number of days, number of tonnes and number of tonne-
kilometres performed by their own hauliers in cabotage operations in 
each of the other Member States. Such information enables the 
Commission to monitor the impact of cabotage operations in relation to 
movements by hauliers in their own national markets and to check 
whether there is undue concentration of cabotage operations in a 
particular Member State as required under Article 2.5 and 3.3 of the 
Régulât ion. 
The Regulation does not require Member States to inform the Commission 
of the number of cabotage authorisations valid in a particular quarter. 
Such information would have been useful for calculating average 
utilisation rates (days, tonnes or tonne-kilometres) in each quarter 
and for estimating total use in the whole first year of operation, mid-
1990 - mid-1991, on the assumption that all cabotage authorisations 
were eventually issued. An assumption that the cabotage authorisations 
were issued uniformily over the (first) year would almost certainly be 
misleading as it is thought that, in most Member States, the initial 
demand for cabotage authorisations was rather low. 
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Data available 
Despite a reminder being sent to the Member States on 4 April 1991 and 
a further reminder being given at the meeting with national experts on 
15 July 1991, the provision of data to the Commission has been much 
slower than prescribed under the Regulation. According to the 
Regulation, data should have been received as follows: 
3rd Quarter 1990 (MI-90) 1 January 1991 
4th Quarter 1990 (IV-90) 1 April 1991 
1st Quarter 1991 (1-91) 1 July 1991 
At the time of preparing this report (29.7.1991) the data had been 
received from Reporting Member States as follows: 
MI-90: 9/12 (D, F, I, NL, B, UK, DK, E, P) 
IV-90 : 8/12 (D, F, NL, B, UK, DK, E, P) 
1-91 : 5/12 (F, UK, DK, E, P) 
Since the main objective is to establish the level and concentration of 
cabotage authorisations in each Member State, it is evident that this 
can only be examined approximately even for MI-90 since data relating 
to hauliers from all Member States are not available. The figures in 
this report must thus be regarded as preliminary estimates; it should 
be possible to update these estimates while this Report is being 
examined in parallel with the proposal for the road cabotage regime 
post-1992. 
4. Choice of variable for the analysis 
Three variables, days, tonnes and tonne-kilometres are provided in the 
cabotage statistics and of these two, days and tonne-kilometres, are 
specified in Article 3.3 of the Regulation for consideration for the 
measurement of concentration of cabotage operations in a particular 
Member State. Before proceeding to analyse the data received, some 
comments will be made about each of the variables. 
Days 
Although the concept of the number of days on which cabotage 
authorisations are used is very straightforward, there are number of 
difficulties of using this criteria, namely: 
(i) the number of authorisations issued per quarter is not known (see 
section 2 above) so that the number of days during which the 
cabotage authorisations could have been used is also unknown, at 
least on a quarterly basis. It follows that the concentration 
criteria as to "whether the number of days used in a particular 
Member State exceeds 30% of the number of days that those same 
authorisations could have been used" cannot be calculated on a 
quarterly basis. From the results received so far, it seems 
improbable that cabotage authorisations were used on more than 30% 
of the days that they could have been used, so that even if all the 
cabotage operations were concentrated in one Member State, the 30% 
limit would not be reached. 
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(ii) information on the number of days vehicles are used in national 
markets is not available under the road statistics directive 
(78/546 modified by 89/462) so that it is not possible to 
compare days of use of cabotage authorisations with days of use 
of vehicles on national markets which would give an indication 
of the penetration of cabotage. Further, even if such 
information on days was available for national markets, the 
interpretation would be misleading due to the large number of 
small goods vehicles, especially in some Member States, whereas 
those performing cabotage operations are generally larger 
vehicles (average performance is about 4000 tkm per day). 
Tonnes 
Information on tonnes carried in national markets is available under 
the road statistics directive so that it is possible to compare tonnes 
carried under cabotage operations with tonnes carried on national 
markets. Examination of the results received so far indicates, not 
surprisingly, that the average distance that each tonne moves under a 
cabotage operation (250 km) is much longer than the average distance 
that each tonne moves on national markets (80 km) where, for road, very 
short journeys predominate. It follows that the variable, tonnes, will 
underestimate the impact of cabotage operations. 
Tonne-kiI omet res 
The second criteria specified in the Regulation regarding concentration 
relates to 30% "trigger" for tonne-kilometres being performed in a 
particular Member State. There are no difficulties in calculating this 
criteria in a particular quarter once the cabotage statistics have been 
received from all Member States. 
Additionally, information on tonne-kilometres carried in national 
markets is also available under the road statistics directive so that 
it is possible to compare tonne-kilometres carried under cabotage 
operations with tonne-kilometres carried on national markets. 
Conclusion 
Tonne-kilometres is the preferred variable and the detailed analysis of 
the cabotage statistics will concentrate on this variable especially 
where comparisons are made with the national markets. 
5. Total use of cabotage authorisations by quarter 
The first part of the analysis examines the use of cabotage 
authorisations according to the Reporting Member State (i.e. the Member 
State of the haulier) and irrespective of the Member State in which the 
cabotage is carried out. The results for all three variables, days, 
tonnes and tonne-kilometres are set out by quarter in Annex 1; the 
results for tonne-kilometres are shown in Table 1 below which also 
shows the ratio of tonne-kilometres in a quarter to that of the 
previous quarter. 
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Table 1 
Tonne-kilometres according to Reporting Member State 
(000's) 
Reporting MI-90 IV-90 1-91 11-91 IV-90 1-91 I 1-91 
Member I I 1-90 IV-90 1-91 
State 
D 7831 12530 1.60 
F 6274 19738 24706 3.15 1.25 
I 0 
NL 11934 25870 2.17 
B 17605 23976 1.36 
L 
UK 915 2529 7681 2.76 3.04 
IRL 
DK 5234 9642 13178 1.84 1.37 
GR *' 
E 599 1414 2221 2.36 1.57 
P 0 57 129 - 2.26 
EUR 12 est 54000 108000 156000 190000 2.00 1.44 1.22 
EUR 9 50392 
EUR 8 50392 95756 1.90 
EUR 5 33380 47915 1.44 
- 25 -
3rd Quarter 1990 (MI-90) 
The observed total cabotage (based on 9 Reporting Member States) is 
50.4 million tkm and these 9 Member States have 13503 out of the 15298 
authorisations, or 88%. If the remaining 3 Member States had the same 
average use as the observed 9, then the estimated total cabotage in 
MI-90 would be 57.1 million tkm; this is likely to be too high as 2 of 
the 3 Member States who have not reported are peripheral Member States 
who can be expected, at least initially to have a lower utilisation of 
cabotage authorisations. The revised estimate for MI-90 is 54 million 
tkm with the observed figures from the 9 Member States accounting for 
93% of the total. 
4th Quarter 1990 (IV-90) 
The observed total cabotage (based on 8 Reporting Member States) in IV-
90 is 95.8 million tkm, some 90% more than in MI-90. The estimate for 
all 12 Member States is 108 million tkm in IV-90. 
1st Quarter 1991 (1-91) 
The observed total cabotage (based on 5 Reporting Member States) in 
1-91 is 47.9 million tkm, 44% more than in IV-90 for the same 5 Member 
States. The estimate for all 12 Member States is 156 million tkm in 
1-91 . 
2nd Quarter 1991 (I 1-91) 
While there is no observed data for 11-91, the steadily increasing use 
in the first three quarters of cabotage operations suggests an estimate 
of about 190 million tkm in 11-91. 
1st Year of operation, mid 1990 - mid 1991 
Since data is only available for 22 of the 48 possible Member 
State/Quarter combinations, the estimated use of cabotage 
authorisations is necessarily very provisional. Based on the sum of the 
estimates for the 4 separate quarters, total cabotage is estimated at 
508 million tkm for the period mid 1990 - mid 1991. Because of the 
large amount of missing data, it would be more prudent to say that 
cabotage is likely to have been in the range 450 to 600 million tkm for 
the period mid 1990 - mid 1991. This is much smaller than that forecast 
in the 1989 Analysis and Forecasts Report in the EUR0PATRANSP0RT series 
which was for the use to rise to 3000 million tkm. 
- 26 -
Comparison with national markets 
The sum of the 12 national markets (hire and reward only) can be 
estimated at 117640 million tkm per quarter for the period mid 1990 -
mid 1991 (see Table 3), some 5% above the observed size of the 12 
national markets in 1989, it follows that cabotage is estimated to 
correspond to 0.046%, 0.092%, 0.133% and 0.162% of national markets in 
the first 4 quarters of operation and 0.108% in the first year of 
operat ion. 
Total use of cabotage authorisations by Reporting Member State 
Because of the limited amount of data available, as shown in Table 1, 
tables showing the share of cabotage operations performed by hauliers 
from different Reporting Member States are hard to interpret and may be 
misleading. At this stage it is preferable to limit comments to rather 
general remarks, based on tonne-kilometres performed. 
NL and B hauliers accounted for almost half of the tonne-kilometres 
performed in MI-90 and IV-90 (after allowing for estimates for the 
Member States who have not reported) even though they have only just 
over 20% of the cabotage authorisations. 
F hauliers accounted for about 10% of tonne-kilometres in MI-90 
(compared with 12% of the cabotage authorisations), but their share has 
increased, 17% in IV-90 and (roughly) 15% in 1-91. 
D hauliers accounted for about 13% of tonne-kilometres in MI-90 
(compared with 14% of the cabotage authorisations), but their share 
felI to 11% in IV-90. 
DK haul iers have held steady with about 8% of tonne-kilometres (they 
also have 8% of the cabotage authorisations). 
UK hauliers started quietly with 1.5% of tonne-kilometres in MI-90 
(compared to 7% of the cabotage authorisations), but their share 
exceeded 2% in IV-90 and reached (roughly) 4.5% in 1-91. 
E haul iers started very quietly with 1% of tonne-kilometres in MI-90 
(compared to 9% of the cabotage authorisations), their share has 
increased slowly but steadily to 1.25% in IV-90 and (roughly) 1.35% in 
1-91 . 
- 27 -
P hauliers had an exceptionally slow start recording 10 tonne-
kilometres in MI-90 (compared to 5% of the cabotage authorisations), a 
small number of tonne-kilometres were performed in IV-90 and 1-91 but 
still accounted for less than 0.1% of all tonne-kilometres under 
cabotage operations. 
I hauliers also had an exceptionally slow start as distribution of 
authorisations did not start till the very end of October; consequently 
no tonne-kilometres were recorded in MI-90. 
L. IRL. GR hauliers: no information received so far 
Concentration of cabotage operations in a particular Member State 
Whereas the first part of the analysis examined "who does the 
cabotage 7", the second part of the analysis examines the politically 
more interesting question "where is the cabotage performed ?". 
Again, because of incomplete data, the analysis is provisional. However 
for MI-90 and IV-90 the 9 (or 8) Reporting Member States are thought 
to account for about 90% of the tonne-kilometres so that the other 3 
(or 4) Member States would need to have a completely different pattern 
of cabotage operations for the results to be materially affected. 
The full results, in the form of matrices, showing the cabotage 
operations performed by each of the Reporting Member States in each 
other Member State is set out in Annex 2 for each of the variables, 
days, tonnes and tonne-kilometres and for each quarter separately. 
The analysis again concentrates on tonne-kilometres and the results are 
summarised in table 2 which shows the percentage of tonne-kilometres 
performed J_n each Member State; 2 columns have been included for MI-90 
and IV-90 so that fair comparisons can be made between one quarter and 
the next as well as showing the distribution for the largest number of 
Member States in a given quarter. 
- 28 -
Table 2 
% of tonne-kilometres according to Member State in which 
cabotage is performed 
Cabotage II1-90 II1-90 IV-90 IV-90 1-91 
performed in (9 M.S.) (8 M.S.) (8 M.S.) (5 M.S.) (5 M.S.) 
D 49% 49% 53% 66% 68% 
F 14% 14% 9% 5% 10% 
I 18% 18% 20% 10% 8% 
NL 4% 4% 4% 0% 1% 
B 5% 5% 5% 2% 1% 
L 0% 0% 0% 0% 0% 
UK 4% 4% 5% 6% 5% 
IRL 0% 0% 0% 1% 2% 
DK 1% 1% 1% 0% 0% 
GR 0% 0% 0% 0% 0% 
E 3% 3% 4% 9% 4% 
P 0% 0% 0% 1% 0% 
TOTAL 100% 100% 100% 100% 100% 
- 29 -
3rd Quarter 1990 (MI-90) 
49% of the observed total cabotage (based on 9 Member States) is 
performed in D in MI-90, i.e. 24.8 million tkm. Even if none of the 
(estimated) 7% of the cabotage operations performed by the other 3 
Member States were performed in D, cabotage operations in D would still 
account for 46% of the observed total cabotage, i.e. well beyond the 
30% "trigger point" specified in the Regulation for an investigation. 
If, on the other hand, the other 3 Member States had a typical pattern 
of distribution and also accounted (as above) for 7% of all cabotage 
operations, then the total cabotage in D would be close to 27 million 
tkm in II I-90. 
The D national market (for hire and reward hauliers) is estimated at 
17100 million tkm per quarter during the period mid 1990 - mid 1991 so 
that the cabotage operations performed in D correspond to 0.16% of the 
D national market. It follows that while concentration in the D market 
is high the effect on the D natioanl market is small because the total 
amount of cabotage performed in MI-90 is so small. 
4th Quarter 1990 (IV-90) 
53% of the observed total cabotage (based on 8 Member States) is 
performed in D IV-90, i.e. a slighthy higher percentage than in MI-90. 
Combined with the higher amount of cabotage reported by the 8 Member 
States, this leads to 50.4 million tkm of cabotage being reported in D, 
a figure likely to increase to about 60 million tkm when data from the 
other 4 Member States is available. 
It is even more certain that the 30% trigger will be reached for D in 
IV-90, but even with the increased amount of cabotage operations it is 
likely only to correspond to 0.35% of the D national market. 
1st Quarter 1991 (1-91) 
While 68% of the observed total cabotage is performed in D in 1-91, a 
comparison of this figure with IV-90 is unfair as it is only based on 5 
Member States; the corresponding figure for the same 5 Member States in 
IV-90 is 66%, so that the preliminary indications are for a further 
slight increase in concentration of cabotage in D. A very premiminary 
estimate for all cabotage operations in D in 1-91 is 90 million tkm; 
this would correspond to 0.53% of the D national market. 
- 30 -
Summary 
The results received so far indicate that about 50% of cabotage 
operations are being performed in D on a tonne-kilometres basis and 
that this may be rising slowly. However because cabotage operations are 
on such a limited scale, the impact on the D national market is small 
though increasing corresponding to 0.16%, 0.35% and 0.53% (provisional) 
of the D national market in the first 3 quarters when cabotage 
operations have been permitted. 
8. Impact of cabotage operations in each Member State 
As was seen in the previous Section, about 50% of the cabotage 
operations are concentrated in D (on a tonne-kilometres basis). D, 
however, has one of the largest national markets and it is possible, 
although unlikely, that some other national market will have attracted 
sufficient cabotage operations for it to correspond to a larger share 
in their national market. This is examined in Table 3 where the tonne-
kilometres performed in each Member State in the second half of 1990 
under cabotage operations are compared with an estimate of national 
road transport in the same period. In this table which is for 
comparative purposes, no adjustment has been made for those Member 
States who have not reported cabotage operations, the results for D are 
thus slightly lower than given in the previous section. 
The results show that the impact of cabotage operations on the B market 
are of a similar intensity as the D market, but that for all other 
Member States except L the impact is much lower. In the very small 
national L market, the penetration of cabotage is quite high, being 
about 1% in IV-90. It is interesting to note that no cabotage 
operations have yet been reported in GR. 
- 31 -
Table 3 
Comparison of cabotage operations performed in each Member State 
with corresponding national market 
(mill ions tkm) 
Cabotage Nat ional Cabotage/National in % 
performed in I 11-90 IV-90 estimate I I 1-90 IV-90 
(9 M.S.) (8 M.S.) per quarter 
D 24.8 50.4 17100 0.15 0.30 
F 7.1 8.4 17100 0.04 0.05 
I 9.1 18.9 26100 0.03 0.07 
NL 2.2 3.7 3730 0.06 0.10 
B 2.5 4.4 1730 0.14 0.25 
L 0.04 0.1 10 0.40 1.0 
UK 2.1 4.4 25400 0.008 0.02 
IRL 0.2 0.4 530 0.04 0.08 
DK 0.6 1.0 1790 0.03 0.06 
GR 0 0 2530 0 0 
E 1.6 3.8 20800 0.008 0.02 
P 0.1 0.3 820 0.01 0.04 
EUR 12 50.3 94.8 117640 0.04 0.08 
- 32 -
Cabotage performed Cabotage effectué Annex 1 
Kabotagefahrten 
Days / Jours / Tage IU-90 IV -90. WÊ WÊm 
Reporting 
Member 
State 
Etat 
Membre 
déclarant 
Mitglied-
Staat der 
Unternehmer D 
F 
I 
NL 
B 
L 
UK 
IRL 
DK 
GR 
E 
P 3780 
1724 
0 
2259 
2748 
245 
1001 
86 
0 5374 
4773 
4068 
3523 
660 
1694 
208 
5 7207 
2028 
2118 
325 
49 
total 11843 20305 11727 
TONNES III-90 IV-90 mm 11-91 
Reporting 
Member 
State 
Etat 
Membre 
déclarant 
Mitglied-
Staat der 
Unternehmer D 
F 
I 
NL 
B 
L 
UK 
IRL 
DK 
GR 
E 
P 45238 
21440 
0 
48889 
71078 
4115 
26898 
1290 
0 85922 
57541 
101816 
96822 
9462 
35121 
3014 
65 81077 
32737 
38857 
4641 
182 
total 218948 389763 157494 
1000 TKM III-90 :!!• 191 91 
Reporting 
Member 
State 
Etat 
Membre 
déclarant 
Mitglied-
Staat der 
Unternehmer D 
F 
I 
NL 
B 
L 
UK 
IRL 
DK 
GR 
E 
P 
total 7831 
6274 
0 
11934 
17605 
915 
5234 
599 
0_ 
50392 12530 
19738 
25870 
23976 
2529 
9642 
1414 
_ 5Z 
95756 24706 
7681 
13178 
2221 
129 
47915 
Number of authorizations 
90-91 D F I NL 
2170 1793 1795 1869 
14% 12% 12% 12% Nombre d'autorisations 
B L UK IRL 
1322 616 1124 595 
9% 4% 7% 4% Anzahl der Genehmigungen 
DK GR E P EUR 
1282 584 1371 777 15298:; 
8% 4% 9% 5% 100%? 
Ill-90 
Days/Jours/Tage Cabotage performed in : Cabotage effectué en : Kabotagefahrten in : 
D F I NL B L UK IRL DK GR E P 
Reporting 
Member 
State 
Etat 
Membre 
déclarant 
| Mitgiied-
I Staat der 
Unternehmer D 
NL 
B 
L 
UK 
SRL 
DK 
GR 
E 
P 893; 
0 
1210 
1317 
33 
773 
30 
0 707 2295 
0| 
48 
687 
63 
51 
0 140 
198: 
161 
18 
74 126 258 
71 
0 
485 
33 
4 
0 
0 71 
77 
0 
620 
38 
0 0 
28 
0 
0 
34 77 
322 
0 
100 
57 0 
0 
0 
0 
0 
56 
0 
0 
0 244 
0 
0 
45 
0 106 
188 
0 
37 
7 22 
5 
0 
1 
0 
23 
4 
total 4256 1630 2939 851 806 62 557 56 289 342 55 EUR 
3780 
1724 
0 
2259 
2748 
245| 
1001 
86 
0 
11843 llllll 
3780 
1724 
0 
2259 
2748 
245 
1001 
86 
0 32% j 
15%j 
0%j 
19%{ 
23% j 
0%j 
2%^ 
0%j 
8%j 
0%: 
1%| 
o%; 
11843 100%I 
!j!-90 4256 1630 2939 851 806 62 557 56 ...289 0 342 
36% 14% 25% 7% 7% 1% 5% 0% 2% 0% 3% 55 11843 
0%| 100% 3> 
3 
CD 
Number of authorizations 
90-91 D F I NL 
j* 2170 1793 1795 1869 
' : 14% 12% 12% 12% Nombre d'autorisations 
B L UK IRL 
1322 616 1124 595 
9% 4% 7% 4% Anzahl der Genehmigungen 
DK GR E P EUR :i 
1282 584 1371 777 15298Ï 
8% 4% 9% 5% 100%^ 
lil -90 
TONNES 
Reporting 
Member 
State 
Etat 
Membre 
déclarant 
Mitglied-
Staat der 
Unternehmer D 
F 
I 
NL 
B 
L 
UK 
IRL 
DK 
GR 
E 
P 
total Cabotage performed in : Cabotage effectué en : Kabotagefahrten in : 
D F I NL B L UK IRL DK GR E P 
7043 30073 2977 933 0 939 
9873 2218 695 1274 1018 4071 
0 0 0 0 0 0 
24036 845 4501 ' 16228 0 1620 
33904 17671 4286 11828 1981 1277 
459 771 277 477 771 0 
22346 713 3700 
483 714 
0 0 15 
0 33 
0 
0 0 2117 
0 0 
0 0 
0 855 
0 0 
1299 0 1047 109 
0 2168 123 
0 0 0 
0 802 2 
0 131 0 
0 61 0 
0 0 103 
0 78 
0 0:i 
91101 27757 45070 16010 19206 2999 7910 1299 2972 0 4209 415 EUR 
45238 
21440 
0 
48889 
71078 
4115 
26898 
1290 
0 
218948 UN 90 * 
45238 
! 21440 
! 48889 
| 71078 
[ 4115 
; 26898 
I 1290 
0 21 %| 
io%! 
o%l 
22% | 
32% | 
0%{ 
2%) 
0%| 
12%j 
0%| 
i%| 
o%! w -> 
218948 100% 
-90 91101 27757 45070 16010 19206 2999 7910 1299 ,2972 0 4209 
42% 13% 21% 7% 9% 1% 4% 1% 1% 0% 2% 415 218948 
0%| 100% 
Number of authorizations 
90-91 D F I NL 
2170 1793 1795 1869 
14% 12% 12% 12% Nombre d'autorisations 
B L UK IRL 
1322 616 1124 595 
9% 4% 7% 4% Anzahl der Genehmigungen - < -; 
DK GR E P EUR ; 
1282 584 1371 777 15298? 
8% 4% 9% 5% 100%? 
Ill-90 
1000 TKM 
Reporting 
Member 
State 
Etat 
Membre 
déclarant 
Mitglied-
Staat der 
Unternehmer D 
F 
I 
NL 
B 
L 
UK 
IRL 
DK 
GR 
E 
P 
total Cabotage performed in : Cabotage effectué en : Kabotagefahrten in : 
D F I NL B L UK IRL DK GR E P 
1390 5017 
3336 638 
0 0 '"' t * 
T\Tl 432 1282! 
188 290 
4215 
198 
0 39 
98 901 
356 
0 404 130 
102 67 
Ç 0 
S 2100 
9712 4493 1265 17031 
27 164 0 244 
32 1146 
0 0 
0 355 
9 385 0 
0 
0 
0 
0 
184 320 
0 
0 
254 
0 308 
936 
0 
334 
38 
23 18 
17 
0 
0 
0 
13 
39 
24826 7059 9148 2243 2461 41 2130 184 574 0 1639 87 EUR 
7831 
6274 
0 
11934 
17605 
915 
5234 
599 
0 
50392 ?• Ill - 90 
7831 16% 
t- 6274 12%| 
0 0%j 
». 11934 24%) 
' 17605 35% j 
0 0%) 
915 2%; 
0 0%| 
'> 5234 10%j 
* 0 0%| 
599 1%l 
0 0%; 
50392 100% 
|||$| 24826 7059 9148 2243 2461 41 2130 184 .574 0 1639 
llllll^ 49% 14% 18% 4% 5% 0% 4% 0% 1% 0% 3% 87 50392 
0% 100% 
number of D F I NL B L UK IRL DK GR E P EUR l 
90-91 autho- 2170 1793 1795 1869 1322 616 1124 595 1282 584 1371 777 15298 \ 
' ' rïzations 14% 12% 12% 12% 9% 4% 7% 4% 8% 4% 9% 5% 100%li 
IV-90 
Days/Jours/Tage 
I Reporting 
\ Member 
| State 
i 
| Etat 
I Membre 
déclarant 
Mitglied-
| Staatder 
iUnternehmer D 
F 
I 
NL 
B 
L 
UK 
IRL 
DK 
GR 
E 
P 
total Cabotage performed in : Cabotage effectué en : Kabotagefahrten in : 
D F I NL B L UK IRL DK GR E P 
900 3612 307 96 4 75 0 189 0 168 23 
3124^^B 411 18 256 164 440 0 0 0 349 11 
1394 99 152 
46 131 
0 0 2294 128 332;|||||||||| 914 
1743 760 224 658 
227 169 15 40 64 8 
82 200 
49 1 
0 
122 148 
0 0 41 
0 7 
0 23 
38 
27 
8828 2187 4750 1025 1330 258 767 123 337 599 101 EUR 
5374 
4773 
4068 
3523 
660 
1694 
208 
5 
20305 Ï1Ï1II 5374 
4773 
4068 
3523 
660 
1694 
208 
5 
20305 26% l 
24%: 
o%: 
20%; 
17%: 
Q%\ 
3% | 
o%; 
8% ! 
0%; 
1%: 
o%; 
100%: o 
011IÙ1 8828 2187 4750 1025 1330 258 767 123 337 599 101 20305 
43% 11% 23% 5% 7% 1% 4% 1% 2% 0% 3% 0% 100% 
- number of D F I NL B L UK IRL DK GR E P EUR i| 
90-91 autho- 2170 1793 1795 1869 1322 616 1124 595 1282 584 1371 777 15298 I 
rlzations 14% 12% 12% 12% 9% 4% 7% 4% 8% 4% 9% 5% 100%^ 
IV-90 
TONNES 
Reporting 
Member 
State D 
F 
I 
NL 
B 
L 
UK Etat 
Membre 
déclarant IRL 
DK 
Mitglied- GR 
Staat der E 
Unternehmer P 
total Cabotage performed in : Cabotage effectué en : Kabotagefahrten in : 
D F I NL B L UK IRL DK GR E P 
7446 67210 4769 2010 97 1102 0 1620 0 1554 114 
30640' 5995 217 3839 5011 6575 0 0 0 4994 270 
52071 2404 8637^ 29746 136 5139 2 2667 0 965 49 
47566 18019 6042 18870 4908 1277 0 0 0 140 0 
3010 1553 298 623 1142 2465 
28686 1527 4374 
717 1828 
0 0 53 
0 39 
0 
0 37 
0 
0 0 371 
125 333 
65; 416 
##### 32777 92609 24518 36737 10152 14130 2467 4287 0 8214 1182 EUR 
85922 
57541 
101816 
96822 
9462 
35121 
3014 
65 
389763 85922 
57541 
101816 
96822 
9462 
35121 
3014 
65 
389763 V s < 
22%| 
15% | 
0%j 
26%j 
25% | 
0%| 
2% | 
0%| 
9% | 
o%! 
1%1 
o%| 
ioo%l 1/4 -si 
WÊm&tmm 32777 92609 24518 36737 10152 14130 2467 .4287 0 8214 1182 389763 
42% 8% 24% 6% 9% 3% 4% 1% 1% 0% 2% 0% 100%; 
number of 
90 - 91 autho-
'<•,-/ '^iJ'rrtzations D F I NL B L UK IRL DK GR E P EUR \ 
2170 1793 1795 1869 1322 616 1124 595 1282 584 1371 777 15298 ; 
14% 12% 12% 12% 9% 4% 7% 4% 8% 4% 9% 5% 100%f 
- ' s ' s 'A ' * ' - ' ' v'> ^ ' > v '*< S v w * * -'' ' 
IV-90 
1000 TKM 
Reporting 
Member 
State 
Etat 
Membre 
déclarant 
Mitglied-
Staat der 
Unternehmer D 
F 
I 
NL 
B 
L 
UK 
IRL 
DK 
GR 
E 
P 
total Cabotage performed in : Cabotage effectué en : Kabotagefahrten in : 
D F I NL B L UK IRL DK GR E P 
12459^ 829 10069 604 134 
2229 25 425 
15489 1128 2717 3649 
12851 4653 2941 3011 ''''-' 
912 691 41 47 174 
8415 179 881 
286 917 
0 0 21 
0 6 333 
63 2016 
28 1604 
7 452 0 239 
0 0 
2 774 
0 0 
420 0 291 
0 2499 
0 474 
0 61 
0 244 
0 131 
57^ 25 
22 
5 
0 
23 
190 
50412 8397 18899 3691 4382 104 4414 422 1013 0 3757 265 EUR 
12530 
19738 
25870 
23976 
2529 
9642 
1414 
57 
95756 IV-90 
12530 
19738 
25870 
I 23976 
\ 2529 
9642 
I 1414 
57 
95756 13% j 
21%) 
0%| 
27% j 
25% | 
o%! 
3%| 
0%j 
10% j 
0%) 
i%i 
o%i 
ioo%! oo 
tVf ÔÔ, 50412 8397 18899 3691 4382 104 4414 422 .1013 0 3757 265 
53% 9% 20% 4% 5% 0% 5% 0% 1% 0% 4% 0% 95756 
100% 
- number of D F I NL B L UK IRL DK GR E 
90-91 autho- 2170 1793 1795 1869 1322 616 1124 595 1282 584 1371 
', ' rlzations 14% 12% 12% 12% 9% 4% 7% 4% 8% 4% 9% P EUR | 
777 15298 \ 
5% 100%! 
91 
Days/Jours/Tage 
Reporting 
Member 
State D 
F 
I 
NL 
B 
L 
UK Etat 
Membre 
déclarant IRL 
DK 
Mitglied- GR 
Staat der E 
Unternehmer P 
total Cabotage performed in : Cabotage effectué en : Kabotagefahrten in : 
D F I NL B L UK IRL DK GR E P 
5490 \ 
42 
0 259 
7 288 53 321 234 530 
1724 132 173 12 
0 
Û 730 509 97 84 132 454 0 290 
22 
42: 
7986 907 561 149 454 234 537 454 356 67 
21 
89 EUR 
7207 
2028 
2118 
325 
49 
11727 91 
0% 
7207 61 %j 
0%! 
0%j 
0%! 
0%j 
2028 17%| 
0%j 
2118 18%| 
0%) 
325 3%| 
49 0%j 
100%1 11727 OJ 
o 
III! 7986 
68% 907 
8% 561 
5% 149 
1% 454 
4% 234 
2% 537 
5% 454 ~ 0 
4% 0% 0 
0% 356 
3% 89 
1% 11727 
100% 
number of D F I NL B L UK IRL DK GR E P EUR 
90-91 autho- 2170 1793 1795 1869 1322 616 1124 595 1282 584 1371 777 15298 
rlzatlons 14% 12% 12% 12% 9% 4% 7% 4% 8% 4% 9% 5% 100% 
91 
TONNES 
Reporting 
Member 
State 
Etat 
Membre 
déclarant 
Mitglied-
Staat der 
Unternehmer D 
F 
I 
NL 
B 
L 
UK 
IRL 
DK 
GR 
E 
P Cabotage performed in : Cabotage effectué en : Kabotagefahrten in 
D F I NL B L UK IRL DK GR E P 
52040^ 6085 445 3865 5749 8776 
8590 10126 2244 1372 2065 
31528 2294 4250 155 
651 
0 3602 
22 40 
0 20 
0 
0 50 
0 
0 7641 0 4098 19 
0 699 
22 538 
160: 
total i 92809 16044 12619 1972 5950 5749 8826 7641 348 
0 4979 905 EUR 
81077 
32737 
38857 
4641 
182 
157494 U91 
0%| 
81077 51%j 
0%| 
0%) 
o%i 
0%j 
32737 21 %j 
0%i 
38857 25%} 
o%;; 
4641 3%; 
182 0%; 
1574941100%; o 
N91 92809 16044 12619 1972 5950 5749 8826 7641 0 4979 905 157494 
59% 10% 8% 1% 4% 4% 6% 5% 0% 0% 3% 1% 100%: 
number of D F I NL B L UK IRL DK GR E P EUR \ 
90-91 * autho- 2170 1793 1795 1869 1322 616 1124 595 1282 584 1371 777 15298 \ 
rizations 14% 12% 12% 12% 9% 4% 7% 4% 8% 4% 9% 5% 100%j 
91 
1000 TKM 
Reporting 
Member 
State 
Etat 
Membre 
déclarant 
Mitglied-
Staat der 
Unternehmer D 
F 
I 
NL 
B 
L 
UK 
IRL 
DK 
GR 
E 
P Cabotage performed in : Cabotage effectué en : Kabotagefahrten in 
D F I NL B L UK IRL DK GR E P 
18232 
269 
0 1794 
15 1778 
2179 2881 952 
11750 279 1041 
17 
0 92 448 
129 
22 
0 
0 258 
2 
0 
0 36 2340 
0 
0-15 
0 
0 1187 0 0 1774 
95 
15 
total I 32430 4969 3788 243 708 36 2355 1187 54 
0 141 
0 114 * 
0 1998 201 EUR 
24706 
7681 
13178 
2221 
129 
47915 -91 
0%\ 
24706 52%j 
0%| 
0%[ 
0%j 
0%| 
7681 16%;: 
0%! 
13178 28% j 
o%;; 
5%; 
o%; 
100%; 2221 
129 
47915 i 
-ps 
J «.91 32430 4969 3788 243 708 36 2355 1187 _ 0 0 1998 201 
68% 10% 8% 1% 1% 0% 5% 2% 0% 0% 4% 0% 47915 
100% 
- 42 -
IMPACT ASSESSMENT 
IMPACT OF THE PROPOSAL ON BUSINESSES AND, IN PARTICULAR, ON SMALL AND 
MEDIUM-SIZED ENTERPRISES (SMEs) 
Title of the proposal; proposal for a Council Regulation laying down the 
definitive system under which non-resident carriers may operate domestic 
road haulage services within a Member State. 
The proposal 
1. In view of the subsidiarity principle, why is Community legislation 
necessary in this field and what are its main objectives? 
Community legislation is needed to introduce a common and uniform system 
of access for non-resident carriers to national road haulage markets. 
The proposal has the following major features: 
it ensures complete freedom to provide services (equal treatment 
for all carriers) in the transport market herein referred to; 
it lays down the rules and procedures under which non-resident 
carriers may have access to national transport markets; 
it abolishes the cabotage quota system and the quantitative 
restrictions which that system entails. 
Impact on businesses 
2. Who will be affected by the proposal? 
Which sectors of business? 
- 43 ~ 
Principally haulage firms and, secondarily, firms upstream 
(consignors and commercial agents) and downstream (end users) of 
the haulage industry. 
What size of firms? 
A considerable proportion (some 80%) of road haulage firms are 
SMEs. 
Are there any particular geographical areas within the Community 
where such firms are established? 
No. 
3. What steps must firms take to comply with the proposal? 
They must meet the qualitative conditions for access to the 
international road haulage market and must hold a Community haulier's 
authorization, but this single authorization is not subject to quotas 
and it replaces the cabotage quota authorizations. 
4. What economic effects is the proposal likely to have: 
on employment? 
None. 
on investment and the creation of new firms? 
None. 
- on the competitiveness of businesses? 
- 44 -
A more accessible market will help improve the competitiveness and 
efficiency of road haulage. 
5. Does the proposal contain any measures intended to take account of the 
specific situation of SMEs (reduced or different requirements, etc.)? 
No. 
Consultation 
6. List the organizations which have been consulted on the proposal and 
summarize their main points of view: 
Haulage associations were consulted on 15 July 1991. Their views may be 
summarized as follows: 
The International Road Transport Union (IRU) was in favour of 
maintaining the cabotage quota and of increasing it annually, 
circumstances permitting, in line with market requirements. In 
parallel with this step-by-step approach, progress should be made 
on harmonizing the conditions of competition. 
The European Liaison Committee of Common Market Forwarders (CLECAT) 
and the Chambers of Commerce and Industry (EUROCHAMBRES) take the 
view that the definitive cabotage system must be compatible with 
the obligations imposed by the Treaty. They consider that, before 
quota-free cabotage is introduced, there should be a short period 
(of a few years) during which there would be a gradual transition 
to the definitive system and conditions of competition would be 
harmonized. 
UNICE (representing the consignors) is in favour of liberalizing 
cabotage as from 1 January 1993. 

ISSN 0254-1475 
EN COM(91) 377 final 
DOCUMENTS 
07 
Catalogue number : CB-CO-91-500-EN-C 
ISBN 92-77-77446-0 
Office for Official Publications of the European Communities 
Lr2985 Luxembourg