No C 126/26 Official  Journal  of the European  Communities 17.10.  74 
II 
(Preparatory  Acts) 
COUNCIL 
CONSULTATION  OF  THE  ECONOMIC  AND  SOCIAL  COMMITTEE 
on the communication  from  the Commission  to the Council  on the development  of the 
common  transport  policy 
A. REQUEST  FOR  AN  OPINION 
At its 260th  meeting  held  on 6 November  1973,  the Council  decided  to exercise  its option 
of consulting  the Economic  and  Social  Committee  on the above  communication. 
The request  for an Opinion  was  sent  by the President  of the Council  to the Chairman  of 
the Economic  and  Social  Committee  on 7 November  1973. 
B. TEXT  WHICH  WAS  THE  SUBJECT  OF  THE  CONSULTATION 
The text  which  was  the subject  of the  consultation  was  not  published  in the Official 
Journal  of the European  Communities. 
C. OPINION  OF  THE  ECONOMIC  AND  SOCIAL  COMMITTEE 
At its 119th  plenary  session  held  in Brussels  on 27 and  28 May  1974,  the Committee 
unanimously  adopted  its Opinion  on the text  referred  to under  B, with  three  abstentions. 
The text  of the Opinion  is as follows: 
THE  ECONOMIC  AND  SOCIAL  COMMITTEE, 
Having  regard  to the  letter  of 7 November  1973, 
in which  the  President  of the  Council  of  the 
European  Communities  requested  the Economic  and 
Social  Committee  to deliver  an Opinion  on  the 
communication  from  the Commission  to the Council 
on the development  of the common  transport  policy; 
Having  regard  to the  Decision  by the  Chairman  of 
the Committee  of 15 November  1973  and  confirmed 
by the  Bureau  on 28 November  1973,  entrusting 
the Section  for Transport  and  Communications  with 
the preparation  of the  Committee's  Opinion  on the 
matter; Having  regard  to  the  Council  Decision  of 
22 November  1973,  to discuss  the  whole  range  of 
problems  raised  by the  Commission  at a meeting 
devoted  to transport  matters,  once  the  Opinion  of 
the Economic  and  Social  Committee  has  been 
received; 
Having  regard  to the  Opinion  delivered  by  the 
Section  for  Transport  and  Communications  at its 
88th meeting  on 8 March  1974; 
Having  regard  to the  oral  report  presented  by Mr 
Renaud; 
17.10.  74 Official  Journal  of the European  Communities No C 126/27 
Having  regard  to the discussions  at its 119th  plenary 
session  on  27  and  28  March  1974,  sitting  of 
28 March  1974; 
Whereas  the  time  has  come  to give  a new  impetus 
to the  development  of the  common  transport  policy 
on the  basis  of  present  economic  and  social 
developments  and  the  enlargement  of  the 
Community; 
Whereas  this  is an appropriate  time  to extend  the 
common  transport  policy  in  the  light  of  the 
objectives  laid  down  by the Paris  summit  conference 
for economic  and  monetary  union,  namely  rational 
area redevelopment,  regional  equilibrium,  improve-
ment  in the  quality  of life  and  social  progress,  with 
particular  emphasis  being  placed  on protection  of 
the environment  and  human  values; 
Whereas  closer  links  should  thus  be  established 
between  the  common  transport  policy  and  other 
policies; 
Whereas  Community  responsibility  for infrastructure 
investments  is a fundamental  feature  of the  new 
common  transport  policy,  though  this  does  not  mean 
that the  guiding  principles  applied  to date  should 
be jettisoned, 
HAS  ADOPTED  THE  FOLLOWING  OPINION: 
The Committee  approves  the  Decision  taken  by the 
Commission  to  propose  guidelines  for  a new 
common  transport  policy  in a communication  to the 
Council. 
However,  it would  like  to make  the  following 
comments. 
1. The  purpose  of the common  transport  policy 
1.1. General  line  of  approach  of  the  common 
transport  policy 
In its communication  to the  Council,  the  Com-
mission  sets  out  the reasons  why  the  present  concept 
for a common  transport  policy  should  be followed 
up and  extended.  In this  context  it makes  special 
reference  to the  objectives  laid  down  by the  Paris 
summit  conference  of October  1972  for  economic 
and monetary  union.  These  objectives  are  rational 
area redevelopment,  regional  equilibrium,  improve-ment  in the  quality  of life  and  social  progress, 
particular  emphasis  being  placed  at the  same  time 
on protection  of the  environment  and  human  values. 
To achieve  these  objectives,  the  Commission  is 
attempting  to establish  closer  links  between  transport 
policy  and  other  policies  (regional  policy,  structural 
policy,  social  policy,  tax  policy,  industrial  policy 
and energy  policy).  The  transport  sector  as a whole 
must  be organized  in  such  a way  that  these 
objectives  can be achieved. 
The Committee  thinks  that  the new  approach  entails 
a marked  change  in transport  policy,  in that  greater 
weight  is to be given  to social  and  area  redevelop-
ment  aspects.  This  new  approach  to the  common 
transport  policy  is indispensable  if the  transport 
sector  is to  meet  the  needs  of  the  enlarged 
Community.  Consequently,  the  Committee  thinks 
that the  new  line  taken  by the Commission  is of the 
same  fundamental  importance  as the 1961  transport 
policy  memorandum. 
With  its communication  to the  Council,  the  Com-
mission  is greatly  extending  the scope  of the  present 
transport  policy,  which  in the  main  has  aimed  at 
an approximation  of the  conditions  of competition 
within  and  between  modes  of transport  and  at an 
efficient  organization  of the transport  market. 
According  to the  Commission,  these  objectives  and 
measures  are  still  important,  but  a new  facet  must 
now be taken  into  account.  Those  responsible  for 
transport  policy  feel  that  this  policy  is still  not 
sufficiently  geared  to all the  internal  and  external 
factors  which  should  be taken  into  account  in the 
public  interest. 
l 
On top  of the  costs  which  are  covered  by  the 
common  system  of charging  for  the  use  of the 
transport  infrastructures  there  are,  for  example, 
external  social  costs  which  are  difficult  to quantify 
(pollution  costs  caused  by means  of transport)  and 
other  factors  due  to  the  utilization  of  scarce 
commodities  (energy,  land,  etc.). 
At the  same  time,  the  human  benefits  and  the 
enhancement  of the quality  of life  resulting  from  the 
development  of all modes  of transport  are undeniable 
gains,  even  though  they,  too,  are  difficult  to 
quantify. 
Thus,  the  broad  decisions  as to the  course  of 
transport  policy  cannot  be based  purely  on  the 
machinery  of the market  economy. 
No C 126/28 Official  Journal  of the European  Communities 17. 10. 74 
Consequently,  the  Commission  feels  that  the  Com-
munity  should  be  responsible  for  creating  an 
integrated  network  embracing  all modes  of transport. 
This  alone  will  produce  a transport  system  which 
satisfies  the  needs  of transport  users  at the  lowest 
possible  cost  to the  Community.  In such  a system, 
the various  modes  of transport  will  be  seen  not 
merely  as competitors  but  also  as complementary 
parts  of a whole. 
The Committee  points  out  that  European  infrastruc-
ture plans  are  being  examined  at the  moment  with 
the assistance  of the Commission. 
The Committee  approves  this  approach,  since 
allowance  must  be made  not  only  for  the  greater 
interdependence  of transport  techniques  but  also  for 
the growing  specialization  of  each  mode  of 
transport. — equality  of treatment  at national  and  Community 
level  for  transport  undertakings  as  regards 
taxation  and  transport  policy, 
— development  of public  transport,  especially  in 
densely  populated  areas  and  agglomerations  which 
are handicapped  by an irrational  urban  layout, 
— improvement  of social  conditions  in the  transport 
sector  in the  cause  of social  progress  and  with 
a view  to attaining  harmonization  in this  field. 
The working  conditions  of  transport  workers 
should  be comparable  to those  in other  sectors 
of the  economy,  due  account  being  taken  of the 
responsibilities  borne  by  transport  workers  and 
the special  constraints  to which  they  are subject, 
— development  of an  overall  policy  covering  all 
modes  of transport.  Studies  should  be  carried 
out to see  if and  how  air  (J) -and  sea  transport 
can be included  in the Community's  activities. 
The Committee  approves  the  Commission's  concept, 
whose  guiding  principle  is that  passenger  transport 
and the  carriage  of goods  are  essential  for  the  Com-
munity  and  thus  for  individuals  as well  in that  they 
create  the  conditions  for  economic  and  social 
progress.  In this  sense  transport  policy  was,  and 
still is, a part  of overall  policy  on the  shaping  of 
society.  However,  proper  account  must  be taken  of 
the fact  that  the  ways  in which  the  various  transport 
means  and  techniques  can  serve  economic  and  social 
life differ  and  are  subject  to constant  change  and 
development. 
1.2. Objectives  of  a common  transport  policy 
In the  light  of the  above  observations,  which  show7 
the importance  of transport  for  the  Community,  the 
Committee  thinks  that  the  objectives  of the  common 
policy  must  reconcile  in  particular  the  various 
interests  of  undertakings,  workers  and  transport 
users. 
The principle  objectives  can  be  recapitulated  as 
follows: 
— free  movement  of goods  and  people  at minimum 
cost to the Community, 
— freedom  of  choice  for  the  transport  user; 
producers  and  consumers  must  have  access  to all 
the transport  techniques  suited  to their  needs. 
Competition  must  be  allowed  to play  its  role 
by offering  transport  users  alternatives  and  by 
precluding  monopolies  of any  kind, 2. Relationship  between  the  common  transport 
policy  and  other  Community  action 
The Committee  agrees  with  the  Commission  that 
closer  links  should  be established  between  transport 
policy  and  other  common  policies  and  urgently 
requests  that  the  Commission  should  put  forward 
concrete  proposals  for  the  attainment  of  this 
objective.  The  Committee  therefore  suggests  that  the 
Commission  should  draw  up  a timetable  for  this 
work.  It also  reserves  the  right  to return  to this 
problem  at a later  date. 
2.1. Transport  and  regional  policy 
The main  aspects  of transport  policy  to be taken 
into consideration  in dealing  with  regional  policy 
are: 
— charging  for the use  of transport  infrastructures, 
— public  service  obligations,  particularly  for 
passenger  transport, 
— the  choice  of  the  necessary  infrastructure 
investments, 
— aids,  particularly  support  tariffs, 
— the  control  of capacity. 
(*) cf. The  Opinion  of the Economic  and  Social  Committee 
on a proposal  for  a Council  Decision  on the  first 
measures  of a common  approach  to air  transport 
(OJ No C 100,  22. 11. 1973,  pp. 1 et seq.). 
17. 10. 74 Official  Journal  of the European  Communities No C 126/29 
2.2. Transport  and  social  policy 
The Committee  approves  the  Commission's  views 
on the  links  between  the  common  transport  policy 
and social  policy.  Working  conditions  are  an 
important  factor  affecting  the competitive  conditions 
of transport  undertakings,  and  their  harmonization 
in the  cause  of progress  is an essential  prerequisite 
for the  proper  functioning  of the  common  trans-
port  market.  The  common  transport  policy  is an 
important  element  of a common  social  policy,  which 
is likely  to influence  the  living  conditions  of every-
body  in the  Member  States.  Employment,  vocational 
training  and  safety  are  also  social  aspects  of the 
common  transport  policy.  The  Committee  thus 
attaches  special  importance  to the  social  measures 
envisaged  in  the  programme  of  work,  whilst 
regretting  that  some  of these  measures,  which  have 
already  been  adopted  by  the  Council,  are  still  not 
applied  uniformly  in all the Member  States. 
In addition,  it regrets  that  the  Commission  has  not 
emphasized  the  role  of the  joint  committees  in the 
planning  and  implementation  of social  policy  in the 
transport  sphere. 
2.3. Transport  and  fiscal  policy 
As regards  fiscal  policy,  a distinction  should  be made 
between  general  revenue-raising  taxes  and  special 
levies  such  as infrastructure  taxes. 
The latter  must  not  be  regarded  as taxes  but  as 
contributions  levied  on commercial  vehicles  for  the 
use of the infrastructures. 
This  raises  the  question  of whether  the  specific  taxes 
should  be allocated  in whole  or in part  to infrastruc-
ture costs.  As  for  the  general  taxes,  the  transport 
sector  should  only  be  subject  to those  which  are 
imposed  on the other  fields  of activity  (*). 
The Commission  refers  to the  extension  of VAT  to 
cover  passenger  transport.  The  Committee  thinks  on 
the contrary  that  the  exemption  to be enjoyed  by 
international  sea  and  air transport  until  1976  should 
be extended  to traditional  modes  of transport,  which 
are used  by classes  of society  much  less  privileged 
(*) cf. The  Opinion  of the Economic  and  Social  Committee 
on a proposal  for a Council  Directive  on the adjustment 
of national  taxation  systems  for commercial  vehicles 
of 26 and  27 February  1969  (OJ  No C 48, 16. 4. 1969, 
pp. 6 et seq.). than  the  users  of sea  and  air transport  (2). Exemption 
or the  lowest  possible  rate  for  all forms  of passenger 
transport  would  seem  to be one  way  in which  public 
transport  could  be  promoted  in keeping  with  the 
Commission's  wish. 
As regards  goods  transport,  the  Committee  would 
like the principle  of the  deductibility  of VAT  in parti-
cular  on motor  fuels  to be applied  uniformly  in all 
member  countries  of the Community. 
2.4. Transport  and  the  environment 
The Committee  approves  of  the  Commission's 
emphasis  of the  fact  that  some  of the  negative  effects 
which  transport  may  have  on the  environment  can 
be charged  to individual  operators  and  means  of 
transport  on the  principle  of 'the  polluter  pays'.  It 
thinks,  however,  that  the  problems  of the  environ-
ment  should  be dealt  with  in relation  to economic 
activities  as a whole  and  not  solely  from  the transport 
angle.  After  all, environmental  protection  is a general 
problem  for  public  authorities  and  industry  which, 
ultimately,  can  be solved  only  in the  widest  possible 
context.  In the field  of transport  it is at the  very  least 
just as necessary  to reduce  the  causes  of all forms  of 
pollution  as it is to allocate  the  costs  of pollution  in 
an equitable  manner  to the polluters. 
2.5. Transport  and  energy  policy 
The Commission  makes  a distinction  between  the 
energy  consumption  aspect  of transport  and  its role 
in supplying  energy  products.  The  Commission  also 
foresaw  the  development  which  would  in time  affect 
energy  resources  and  their  prices.  However,  it could 
not foresee  the  oil  supply  difficulties  with  which 
Europe  was  threatened  in November  and  December 
1973. 
The Committee  discussed  the  present  situation  and 
prospective  energy  trends  with  reference  to their 
repercussions  on  transport  activities.  It took  note 
of the  Commission's  statement  in which  priority  was 
given  to energy  supplies  for  the  various  means  of 
transport  in order  that  they  may  — through  their 
regulatory  function  — maintain  the  flow  of supplies 
to producers  and  consumers. 
(2) cf. The  Opinion  of the Committee  on the  Sixth  VAT 
Directive. 
No C 126/30 Official  Journal  of the European  Communities 17.10.  74 
This  function  is especially  necessary  in order  to 
obviate  or attenuate  shortages  caused  either  by a drop 
in supplies  and  stocks  or by various  other  factors. 
In view  of the  transport  requirements,  especially  as 
regards  energy  products,  which  thus  can  arise  unex-
pectedly,  the common  policy  must  ensure  a flexible 
transport  system  so that  needs  can  be met  by re-
sorting  to various  transport  techniques.  Therefore, 
the existence  of numerous  means  of transport  must 
not be looked  upon  as being  contrary  to the interests 
of the  Community  merely  on the  basis  of compari-
sons of energy  efficiency. 
In the long  term,  the end  of a situation  characterized 
by abnormally  low  energy  costs  will  be bound  to 
affect  transport.  Consequently,  the  common  policy 
will have  to encourage  energy  savings  in each  trans-
port technique. 
These  savings  are  all the  more  justified  since  the 
massive  increase  in the price  of crude  oil means  extra 
costs  as regards  Community  supplies,  which  will  have 
adverse  effects  on the  trade  balances  and  overall 
balance  of payment  situations  of Member  States. 
However,  it must  be noted  that  the  rise  in energy 
costs  will  not  merely  affect  transport  activities  using 
heavily  taxed  fuels. 
On the contrary,  industrial  or consumer  sectors  which 
utilize  sources  of energy  and  are  not  subject  to 
specific  taxation  will  feel  the price  increases  in pet-
roleum  products  directly. 
The consumption  of petroleum  products  by transport 
activities  is relatively  small  in the Community  (diesel 
accounts  on average  for 5%  of the  total  petroleum 
consumption). 
However,  encouragement  should  be given  to the 
technique  of combined  transport  which  couples  the 
flexibility  of road  haulage  with  the  higher  gross 
energy  efficiency  of other  modes  of transport. 
3. Instruments  of the common  transport  policy 
When  implementing  a Community  transport  system, 
the emphasis  should  be just  as much  on organizing 
the market  as on investing  in infrastructures.  The instruments  of the  common  transport  policy  would 
then be centred  on the  organization  of a transport 
market  which  should  function  as freely  and  as fairly 
as possible,  and  on a coordination  of infrastructures. 
Transport  undertakings  should  be  allowed  to 
specialize  and  continually  adapt  to the  needs  of the 
market  on the basis  of fair  and healthy  competition. 
Transport  in  urban  agglomerations  undoubtedly 
forms  a special  problem  today.  Transport  costs  are 
very high  here.  It is clear  that  only  by making  joint 
efforts  to build  up the  infrastructures  and  expand 
local  passenger  transport  systems  will  it be possible 
for people  using  private  transport  to change  over  to 
public  transport  on a large  scale.  The  inadequacies 
of infrastructures  and  means  of public  transport  in 
urban  agglomerations  have  given  rise  to situations 
which  are  detrimental  to well-being.  Consequently, 
a balance  must  be assured  between  private  transport 
and public  transport,  more  particularly  on the basis 
of the  needs  of urban  development  and  population 
density,  by developing  the infrastructures  and  means 
of public  transport  in agglomerations  and  heavily 
built-up  areas. 
In addition,  the importance  of the private  car for the 
mobility  of the  individual  must  be taken  into  con-
sideration.  The  car is today  an economic  good  whose 
disappearance  would  be unthinkable  and  which  — at 
least  as far as these  positive  aspects  are concerned  — 
makes  a definite  contribution  to the quality  of life. 
With  regard  to the  functioning  of the  common 
transport  policy,  the  Commission  attaches  special 
importance  in its Communication  to making  a dis-
tinction  between  the  role  of the  public  authorities 
and that  of the  transport  operators.  The  Section 
considers  that  the latter  term  covers  all the interested 
professional  organizations. 
3.1. Organization  of the market 
The Commission  points  out  that,  despite  the  Deci-
sions  taken  between  1965  and  1967,  the  common 
policy  is still  in an experimental  stage.  Letting  the 
transport  policy  get  bogged  down  would  be even 
more  dangerous  should  Member  States  find  it neces-
sary to act  to counter  the  disturbances  which  may 
develop  on the  transport  market.  The  principles  of 
equality  of treatment  would  be eroded  by the absence 
of a political  will  to deal  with  transport  problems  in a 
Community  spirit.  In addition,  the harmonization  of 
conditions  of competition  has  not  advanced  far 
17.10.  74 Official  Journal  of the European  Communities No C 126/31 
enough,  and  existing  regulations  in this  field  have 
not been  applied  as strictly  as is desirable  for want 
of sufficient  means  of supervision  to allow  a number 
of Member  States  to accept  a certain  degree  of 
liberalization. 
The measures  for regulating  the market  are the out-
come  of the  common  transport  policy  in the  past. 
The Committee  draws  attention  to the fact  that  the 
Commission  starts  from  the  precept  that  some 
measures,  e.g.  capacity  control  and  the regulation  of 
rates  and  conditions  for the  carriage  of goods,  are 
only of an interim  character  and  are  to be replaced 
by a supervision  of the  market  permitting  interven-
tion in cases  of serious  market  disturbances,  after  the 
transitional  period  mentioned  in the Communication 
has elapsed.  This  interpretation  is the  result  of 
discussions  on points  72 (control  of capacity)  and  73 
transport  rates  and  conditions)  in the  Communi-
cation  from  the  Commission  to the  Council  and 
constitutes  a useful  clarification  of these  points. 
The Committee  thinks  in fact  that  even  if the starting 
conditions  are  harmonized,  the  transport  market 
must  still  be supervised  after  the transitional  period, 
for this  market  has  a number  of special  features 
which,  owing  to their  combined  effect,  necessitate 
special  measures  to assure  healthy  competition. The Committee  thinks  that  in this  decision-making 
process  careful  allowance  must  be made  for  future 
qualitative  and  quantitative  transport  needs,  and  for 
the requirements  of the  Community.  To meet  the 
latter  requirements,  a balance-  must  be assured  be-
tween  transport  supply  and  demand,  rational  utiliza-
tion of land  and  energy  and  protection  of the 
environment. 
The Committee  stresses  that  when  infrastructure 
choices  have  to be made,  the first  thing  done  should 
be to evaluate  the social  costs  and  benefits,  using  the 
same  principles  and  the same  methods  for each  mode 
of transport.  This  evaluation  must  take  into  account 
not only  the  demand  which  the  new  infrastructure 
must  meet  but  equally  the  fact  that  an increase  in 
transport  capacity  generates  an increase  in demand. 
If these  mechanics  are  disregarded,  there  is a risk 
of choices  being  arbitrary  and  not  allowing  for  a 
proper  assessment  of needs.  Such  errors  are  all the 
more  to be feared,  because  the limitations  of financial 
resources  are  always  a constraint  on  investment 
decisions. 
In addition,  the Committee  notes  that  the master  plan 
conceived  by the  Commission  involves  only  infra-
structures  'of  Community  significance';  it feels, 
however,  that  this  plan  should  cover  the  whole  of 
the infrastructure  network  in the  Community,  in 
a second  stage. 
3.2. Transport  infrastructures 
3.2.1.  Community  responsibility  for  the  infrastruc-
tures 
According  to the Commission,  Community  action  in 
the transport  sphere  must  be at public  authority  level 
and must  concentrate  on the  coordination  of pro-
grammes  for investment  in transport  infrastructures. 
The Commission  describes  how  these  programmes 
must  be drawn  up. 
Using  forecasts  of transport  supply  and  demand  as 
a basis,  the public  authorities  will  have  to establish 
a master  plan  for  the  communications  network.  In 
reaching  their  decisions  on investments  they  must 
choose  between  various  feasible  solutions.  This  selec-
tion process  or coordination  of infrastructure  invest-
ments  will  set the basic  future  pattern  for the organi-
zation  of the transport  system. 3.2.2.  Imputing  costs 
Including  the  coordination  of infrastructures  in the 
new approach  to a common  transport  system  brings 
infrastructure  investments  and  the organization  of the 
transport  market  closer  together. 
For infrastructure  planning  and  the  coordination  of 
individual  infrastructure  investments,  as well  as for 
the functioning  of the common  transport  market,  the 
principle  should  apply  that  each  user  of the  infra-
structures  bears  all the  costs  which  he causes  but 
no more.  The  Committee  thinks  that  the market  price 
must  cover  all external  costs  which  can  be clearly 
and directly  allocated.  Prices  and  services  cannot 
perform  their  functions  in competition  unless  they 
include  the  appropriate  shares  of the  costs  of the 
infrastructures. 
In its communication,  the  Commission  deals  with 
the imputing  of infrastructure  costs  and  the necessary 
solutions,  especially  with  regard  to the  evaluation 
of the external  costs. 
No C 126/32 Official  Journal  of the European  Communities 17. 10. 74 
The Committee  points  out  the  difficulties  involved 
in evaluating  these  costs;  it thinks  in this  respect  that 
the 'external  advantages',  which  are difficult  to calcu-
late but  indisputable,  must  be taken  into  account  in 
determining  the external  costs. 
The Committee  is aware  of the fact  that  this  problem 
must  still  be dealt  with  in detailed  studies. 
4. Programme  of work  and  priorities 
4.1. In conclusion,  the  Committee  would  like  the 
Community  to have  the  necessary  means  at its dis-
posal  for it to be able  to assume,  in cooperation  with 
the Member  States,  the  new  responsibilities  which 
it has  proposed.  This  applies  in particular  to the 
measures  which  are to be dealt  with  by the Commis-
sion in studies. 
4.2. The  Committee  considers  that  the  solving  of 
two matters  before  the  Council  at the  moment, 
namely 
— Community  quotas  for  the  States  which  joined 
the Community  on 1 January  1973,  and 
— weights  and  dimensions  of commercial  vehicles, 
would  have  a decisive  influence  in facilitating  further 
development  of the common  transport  policy.  It feels, 
however,  that  the  political  difficulties  which  have 
delayed  Council  decisions  in these  matters  must  not 
lead to a general  hold-up  in the  common  transport 
policy. 4.3. As  regards  the  other  points  in the  programme 
or work,  the  Committee  thinks  that  the  Council 
should  give  priority  to the following  subjects: 
— adjustment  of national  taxation  systems  for com-
mercial  vehicles, 
— common  system  of charging  for the use  of trans-
port infrastructures, 
— financial  relations  between  States  and  railway 
undertakings, 
— access  to the  market  in road  haulage  and  inland 
waterway  transport, 
— ratification  by the  Member  States  of the  AETR 
Agreement  (European  agreement  concerning  the 
work  of crews  of vehicles  engaged  in international 
road  transport), 
— second  social  regulation  concerning  road  trans-
port (for  some  members,  subject  to the comments 
they made  when  the  Committee  discussed  this 
problem  in December  1973), 
— studies  on sea transport. 
4.4. Finally  the  Committee  thinks  that  the  Com-
munity  Regulations  in force  should  also  be adopted 
where  necessary. 
Done  at Brussels,  28 March  1974. 
The Chairman 
of the Economic  and  Social  Committee 
Alfons  LAPPAS