ARCHIVES HISTORIQUES
DELACOMMISSION
COLLECTION RELIEEDES
DOCUMENTS "COM"
COM(75)491
Vol.1975/0188

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COMMISSION OPTHEEURGB3AN COMMUMÏ1E5
COM(75)491 final .
Bruxelles ,1october 1975
REPORT ONTHE PRESENT SITUATION
OFTHE GOODS TRANSPORT MARKETS
INTHE COMMUNITY
COK(75 )491 final .

VII/L76/75-Erev.1
C0ÏTE5TS
Pa^es
IMEODUCTIOîf 2
PARTI-'THÉPEE3ÈNT SITUÂTIOIT 3
-1♦.Transport régulations 4
2.Development intraffic 5
3.Development inmeansoftransport 7
4.Trendsintransport rates 8
PARTII-RESULTS 9
1.Contribution oftheorganization ofthetransport markets
/tothedevelopment ofthecommonmarket 9
1.1.Changes .inthedemandfortransport 11
1.1.1.quantitative changes 11
1.1.2.structural changes »..11
1.1.3.changesintransport flows 12
1.1.4.changesinservices provided,.. 12
. '5«.r1
1.2.Relationship betweensupplyanddempndfortransport
onthemarlcet » 14
1.2.1.thequantitative satisfaction oftransport
needsincommercial 'marke'ts .. 16
1.2.2.thequalitative satisfaction oftransport -needs
anthecommercial market 19
2*Competitive situation ofthemarket 21
'2.1.Generalremarks 21
2.2.Abusesofdominant positions 22
2.3."Cutthroat "competition 23
2.4.Theeffectsofthecompetition situation ontrans­
portrates 24
2.5-.Distortions incompetition 25

1.1.- VII/175/T3-Erov.1
pages
3.Community integration ofthetransport sector 26
.3,1.Thecommon ,rules.referredtoinArticle75'(l)(a) ■-'•
oftheTreaty 23
3.2.Accesstonationaltransport operations bynon-resident
carriers (Article75>1O3)oftheTreaty) 30
,3-3.Implementation .of.therightofestablishment
(Article52etseq.oftheTreaty)................... 31
4.Thecommonorganisation ofthetransport marketsinthe
contextofworktowardsthegeneralpolicyobjectives 32
4.1.Généralremarkd 32
.4*2.Obligations tooperateandtoprovidetransport
facilit.ies 34
,4*3..Tariff ,obligations 35
5.Theeffectiveness andsuitability ofStateintervention in
••the-commonorganization ofthetransport markets 36
'"5.1.Thevari'ouStypesofrulesgoverning capacity 2>o
5.1.1*"Transport authorizationquotas 36
5.1;2.Theexamination ofindividtial requirements .....37
5.2.Thevarioussystemsofcharging 33
5.3..Theeffectsoftariffsonthepriceapplied 39
5.4.Theeffectsofrulesgoverning capacity ontheeconomic
.viability ofthemeansoftransport V 41
5.5..Adaptation tothe.requirements ofthemarketintime
andspace 43

-2- VII/176/75-E rev.l
INTRODUCTION
1. Thereport isintwoparts andthere aretwoannexes .Inthefirst
part the Cor:imission analyses thepresent situation ofthenational and
international goods transport markets -(land-transport only )intheenlarged
Community inthelight ofthelaws anaregulations inforce intheMember
States and oftheprogress sofarachieved atCommunity level ..
Indrawing upthis analysis ,serious difficulties were encountered ,
owing especially tothelack ofresources and ,more particularly theinability
I . • ■
tomonitor themarkets intheenlarged Community .However ,thecomplementary
consultations with professional andsocio-economic interests didnotproduce
theinformation expected .
2. i.Inthe second' part ,entitled "Results ",theCommission looks into just
howfartheoperation ofthetransport markets hascontributed tothe
objectiveness oftheTreaty ,especially ofArticle 2thereof ,asprovided
for inArticle 74.
3* During ,thesecond quarter of1975 theCommission submitted thereport ,
forconsultation ,togovernmental ,professional andsocio-economic interests .
Totheextent that theCommission agreed with thecomments ofrepresentatives
ofthese interests their observations have ,toalarge extent ,been included
'inthealtered document .Insome cases ,theprincipal observations have
been marked with ahasterisk atthefoot ofthecorresponding page .
4. Itisnottheaimofthepresent report tojustify thesystems proposed
fortheoperation ofthetransport markets assubmitted bytheCommission to
theCouncil but itdoes allow thevarious Community bodies todetermine
objectively thetransport situation inthedifferent national andinter­
national goods markets .Tothis enditconstitutes adocument toaccompany
the .proposals which theCommission is,inaddition ,submitting totheCouncil .

VIl/l76/75~S rev .1
PART I
. , . ..THEPRESENT SITUATION ,
5. Thestructure andfeatures ofthetransport markets which cdJitedis­
cerned atCommunity level have been influenced intheir development ,although
to .different degrees ,bytherules andregulations adopted bythenational
authorities andthe .Community institutions ,andbyagreements concluded by
theMember States within other international organizations .- . .
Oneshould therefore have afairly clear idea ofthecontent ofthese
regulations ,;andthis information canbefound inajin'e ::Itothis report
(Doc.VIl/136/75). ' ' , - -
6. Similarly ,oneshould have sorae grasp ofmaterial developments inthe
systems governed bythese regulations ,asregards particularly traffic )means
oftransport andtransport rates .Thetables given inAnnex IItothis report
(Doc .VIl/137/75)supply some information onthis aspect . . t .
7. Inthis part ofthereport there isabrief analysis ofthis data and .
aclassification oftheprincipal trends ofdevelopment inthesystems over
the last fewyears .

-4- VTl/176/75-3rev.1
1»Transport régulations
S.Untilrecontyears,nationaltransport regulations grewoutofthe
development ofthevarious cleansoftransport fromtherailwaymonopolies
untilthesubstantial development ofroadtransport ,"bywnyofthoeconomic
crisisofthethirties .
Forsomeyears,therehas"beenageneraltrendtowardsmakingthese
regulations moreflexibleinalltransport sectorsandinalltheMember
States,althoughtherecentenergycrisisandthegroi;ingawareness ofthe
problems connected withthequalityoflifehaveincreased theemphasislaid
onthepublicserviceaspectoftransport .
9.Itisworthyofnote,however,thatwhiletheproblems -havebeen
basically thesaneinalltheMemberStates,thesolutions adoptedhave
variedwidelyfromonetoanother,leadingtomarkedcurrentdifferences .(*)
Forinstance ,■intherailsector,intheUnitedKingdomandIreland ,
thereis.a.systemofalmostcomplete freedom 7asregardstheformation ofrates.
Hy,contrast ,intheotherMemberStates,railways arestillsubjeottorules ■
whicharecompulsory ,thoughtowidelyvaryingdegrees.
Intheroadsector,mostMenberStateshaveadoptedregulations concer­
ningeitheraccesstothemarket,ortransport ratesandconditions ,orboth
together .TheUnitedKingdomhasabolished allregulations regarding papacity .
endtheformation oftransport rates.
(*)TheGro-qpoftheMnnrailwayconrymies ofthe,/HFC,.(theTTIC£rovrr>)
commentsthatthevarioussolutions adoptedbyMemberStatesarebased
ondivergent economic geographical andhistorical situations .

-5- VIl/L7S/7?-33rev»1
•-.* -*
»*■»<.
Asregardsmeasures onaccesstothemarket,certain MemberStates
havesimplyincased 'subjective conditions suchaswhethor'thetransport
undertaking isofgoodrepute,'whetherit'isof■appropriate financial standing
andwhetherithasprofessional competence .Atpresent,theMemberStates
generally requireonlyoneortwooftheseconditions tobenet.Meanwhile ,
aCouncilDirective of12November 1974(l)requirescompliance withallthese
threecriteria asfrom1January1978.
OtherMemberStatesatthesanetineapplyquotasystemsbasedon
'criteria connected withthesituation ofthemarketsortheindividual needs
oftheenterprises .
Asregardstransport ratesandconditions ,strictlyregulatedtariff
systensaretobefoundnexttosystensofcomplete freedominratefornation .
Inthewaterv.-ayssector,accesstothemarketisfreeexceptfornatio­
naltransport inonecountry.Ontheetherhand,inthefourcontinental
MemberStateswhichhavesubstantial inlandwaterweyo systems,.avariety -of
provisions governstransport ratesfornationaltraffic ,andincertaincases,
transport ischartered undera"queue"system.
2,Development intràffic
10.Beforeweconsidertheproblemsrelatingtotheorganization ofthe
goodstransport markets,itwouldbeworthwhile analysing ;the"activityof
thevariousmeansoftrrjisport withintheenlarged Community .Butstatistics
(1)OJBbL308,19Hovember 1974

.II...o,rov.X
available for"thethreemeansofsurfacetransport idthinthenineIleriber
StatesoftheCommunity arenotcompletej theyarenotestablished onidentical
basesandtherefore donotpermittrulyaccurate comparisons .Inaddition these
statistics areofaveryglobalnature.
• ' * 'f
Atpresent,onlythetransportstatistics published bytheUN(l)are
sufficiently accuratetopermitanumberofpreliminary observations onthe
overalldevelopment ofgoodstrafficandtherelative importance ofthevarious
meansoftransport withintheenlarged Community .Statistics published sofar
,bytheSOEC(2)relateonlytothesixoriginal MemberStates.■
11.Astudyofthestatistical tables1and2inAnnexII(Doc.VIl/l37/75)
leadstothefollowing conclusions :
(i)transport requirements haveexpandedrapidlyinconjunction witheconomic
expansion withintheCommunity .Forthetenyeaj®periodofcomparison
adopted,1963-/0.972-,•the.indexfor-totaltrafficexpressedintons/kilo-r
metres,talcingIOCasthebase,hasrisento144«
(ii)thedistribution oftrafficamongthefourmeansofsurfacetransport
hasbeenaffected overthesetenyearsbyfar-reaching developments in
thetransport markets.
Ononotes:
-ageneralfallintherelative shareoftherailwaysinallgoods
transport !intenyears,from1963to1972,itfellfrom33$to27
IntheNetherlands andtheUnitedKingdom,wherecompetition isthe
mostfree,theabsolute volumecarriedbytherailways alsofell
(down26"fointheNetherlands ,down16%intheUnitedKingdom).The
indexfortotalvolumestandsat101in1972(1963=100).
(1)Annualbulletinoftransportstatistics forEurope1972(UnitedNations1973).
(2)Statistical OfficeoftheEuropeanCommunities .
•••/•0•

~7- v:i/17vV'73 ~Jrcv .l
r '■
--decline intheshare of "traffic Carried bywr/terwpy -from 16^in
I963 down to13%in1972 ,though i?'aterwry -traffic renains dominant
inthettethefriands (55%oftotal traffic ),-substantial -inGcmsny
(20/o)andinBelgian (23%),~6frelatively little inport?iice' in' •
.Prance (3%)andnegligible intheother countries .Theindex of
total volume stands at124in1972 compared with I963 .
-arapid' growth inroad transport (forhire orreward andonown ■
account )whose share' intotal traffic ro3e from 44%in19&3 to5°%
in19725 theindex fortotal volune stands at163in1972 -compared
with 1963 .
-avery rapid increase intransport "bypipeline iwhose' share' in .the
traffic rose fron 2%in1953 to10$in1972 jtheindex fortotal
volune stands at609in1972 conpared with 1963 .
.*.- •- -Y
3.Developnents inneans oftransport •
12. Tables 3,4and 5supply information onthedevelopnents inr.oons of
transport (connercial road vehicles andinland waterway vessels ).Onenotes :
-Road transport ;asubstantial increase inthetotal nunber ofroad vehicles
intheConnunity (upby43%in1971 compared with I962 ).This increase has
occurred inalltheMember States .Ithasbeen particularly noticeable in
theNetherlands (+.92c/»),Italy (+68$),Prance (+60%)andGernany (+55%)•
Ithasnotbeen possible tobreak down these numbers forvehicles according
towhether they areused fortransport forhire orreward orfortransport
onownaccount .However ,according toapartial figure supplied bytheSOEC -
table 4concerning four countries only –thenunber ofvehicles used onown
account business isfarhigher than thenumber ofvehicles used forhire
orreward (four tines asnany inGermany ,twelve tines asmany inPrance ,four
tines asnany inItaly andeight tines asmany inBelgium ).Ontheother hand ,

■Y -&- VIl/l^ô/T?--^rev»1
asregardscapacityoffered,theproportionate difference betweenthesetwo
fornsoftransportismuchsnaller(about1.5inGermany,3inPrance,1.1
inItalyand2,3inBelgium).
Forthereference period19o2/l971»ownaccounttransport hasgrownnuchmore
thantransportforhireorreward 5inGermany+45«3 <foasagainst25»2^for
number'ofvehicles and75•5%asagainst66,2%forcapacity ,andinItaly
+133.7against20.9$fornumberofvehicles and91-4%against22,3^for
capacity.InPranceandinBelgiumthetrendisreversed ,thoughtoalesser
degree. •
-Waterwaytraffic;thetotalnumberofvesselshasfallen:61,500in1971as
against69,300in1962.libredetailedexamination ofthefiguresrevealsthat
thenumberofbargssfell-13,200against 22,2005butthenumberoflighters
hasmorethandoubled,3,100asagainst1,400.
4.'Prendsintransport rates
1:.Theonlyfairlycomplete information available totheCommission relates -
torailtransport .Tables6and7showthetrendintheaveragerevenueper
ton/kilometre perfullwagonfrom1963to1973.Itcanbeseenthatinallcoun­
triesforwhichcompletefiguresareavailable theindexfortheseaveragerevenues
pert/kmarelowerthantheindicesforconsumerpriceincreases .
Forinternational transport byinlandwaterwayithasbeenpossibleto
collectonlyacertainamountofveryfragmentary information relatingtoRhine
•.. "' s »
transport (tables3and9)'Thisinformation wouldappeartoindicatethatRhine
freightrateshaveincreased inaboutthesameproportion ascons-uricrprices.
Ithasnotbeenpossible tocollectinformation concerning international
roadtransport .ThereareGermanstatistics forthepricesapplicable tonational
trafficbutthesefigurescannotbecompared withthoseofothercountries .Under
theseconditions ithasnotbeenpossible tofollowupthesuggestion madebytheUIC

-9- VII/176/75-33rev.1
PARTII
RISULTS
Theproblemistodiscover howfartheoperation ofthetransport
marketsatCommunity level,whosemainmaterialfeatures aredescribed in
PartIofthisreport,hascontributed ,asstipulated inArticle74ofthe
Treaty,totheobjectives laiddownmainlyinArticle 2.
Theresultsshouldbeexamined withregardto:
1.Contribution oftheorganization ofthetransport marketstothedevelop­
mentofthecommonmarket
2.Competitive situation ofthemarket
3.Community integration ofthetransport sector
4.Commonorganization oftransport marketsintheconte::toftheadvrrco
towardsthegeneralpolicyobjectives
5.Effectiveness ofstateintervention inthecommonorganization ofthe
transport markets
1.Contribution oftheorganization ofthetransport
marketstothedevelopment ofthecommonmarket
14*Initscommunication totheCouncilof24October1973itheCommission
statedthat"thepursuitofthegeneralobjectives oftheTreatywithinthe
framework ofacommontransport policy requires theprogressive
introduction ofcoherent Community transport arrangements capableofmeeting
therequirements ofeconomicunionandofsociety,attheleastcosttothe
Community .Ontheeffectiveness ofthesearrangements willdependinlarge
measuretheoptimumutilization offactorsofproduction anddevelopment in
theinterests ofimproving livingandworkingconditions ".

-10- VII/176/75-Ercv.l-
15.Ifonewishestostudythepresentsituation todiscover whetherandto
whaterrtenttheprovisions adoptedsofaratnational and-Community levelhave
madeitpossibletoachievetheobjectives laiddownforthecommontransport
policywithintheframework oftheorganization ofthetransport market,the
following shouldbeconsidered :
a)thequantitative andqualitative changeswhichhaveooqurredinthedemand
fortransport inacontinental marketandinthelightofchangesinthe
economies oftheCommunity ,
b)theabilityofthepresontsystems,basedonthecontrolofcapacity -and
transport rates/tomeetthedemandfortransport mosteffectively ,taking
.7accountoftherequirements laiddownforthecommoiitransport policy,i.e.
-toreducethecostoftransport services andimprovetheirquality ,
-tofostercontinuous adaptation totechnical progress ,profitability
oftheundertaking andtheimprovement oflivingandworkingconditions .
Thispartofthereportattemptstosupplyenanswertothesequestions

-11- VII/176/75-Erev.1
*Chs*1!?63in"the'demandfoptransport'.
1.1.1.Quantitative changes
16.Thecreation ,ofthecustomsunion,theprogressive establishment
ofeconomic unionandthefavourable growth .oftheeconomies oftheMember
Stateshavebroughtaboutasubstantial increaseinproduction andtrade;
thedemandfortransport hasfollowedthisexpansion whichcontinued without
tbreakuntiltheeconomiccrisisof1974»
Thisdevelopment isshowninfiguresintable1ofAnnexII.
1.1.2.Structural changes ..
17.Thisexpansion indemandhasbeenaccompanied byfar-reaching changes
instructures .... , ,,
Themainfeatures ofthelast20yearshavebeen:
-thesubstitution ofoilforcertainconventional sourcesofenergysuch
ascoal|
-growingindustrialization oftheeconomies oftheMemberStates,with
theresultthatmovements ofrawmaterials andindustrial products have
beentalcingagrowingshareoftransport activity compared withmovements
ofagricultural products ;
-agrowingemphasis onthedivision oflabourinthemanufacturing process,
leadingtoanincreaseintheamountoftransport requiredforthevarious
stagesofthisprocess;
-animprovement inthequalityoflife,whichhasconsiderably increased
themarketforcertainconsumer products whichinthepastwereregarded
asluxuryproductsforalimitedmarket.
•«•/•c•

VI1/176/75-Erev.1
Alltheseelements haveprofoundly changedthetraditional compo­
sitionofthedemandfortransport andhavebroughtabouttheneedfornew
equipment ,sometimes veryspecialized andforrapidandregulartransport ,
asubstantial development incombined ,transport andagreaterintegration
oftransport intheproduction process, -
1.1.3.Changesintransport flows
18.Theshiftoftheironandsteelindustry towardscoastalareasand,
onthecontrary ,thesettingupofrefineries oninlandsitesnearerto
thedistribution marketsforindustrial products ,thecreation ofpoles
ofindustrial development incertainregionswhichwerelargelyagricultural
inthepast-thesearethemostobviousfeatures (thetipoftheiceberg,
asitwere)ofaprofoundchangeinthetrafficflowsinWesternEurope.
Theresulthas.beenanewdistribution oftrafficmovements among
thevariousmeansoftransport resulting inparticular fromtheirability
toadapttoanewmarketsituation .Forinstance ,thedeclineofcoal,
theshifttowardsseaportsofnewheavyindustry (ironandsteeland
chemicals )whichdeprivestheinternaltransport networksofsubstantial
trafficinfuelandore,thedevelopment ofpipelines fortransporting
oilproducts (crudeandrefined)havemilitated againstsurfacetransport
andinparticular againsttherailways .
1.1.4»Changesinservices provided ,
19.Thelengthening oftheproduction princesses foragrowingnumber
ofgoodsproduced-byalongseriesofcomplexandcostlyprocesses whose
valuegreatlyexceedsthatoftheoriginal rawmaterial ,thestrategic

-13- VII/176/75-Srev.1
function ofstocks,thecostofmoney-allthesearefactorswhichhave
profoundly modified therelationship betweenthetineandratefactors
intransport .
Inotherwords,"suchacompetitive marketasthatofindustry
whereproduction costsandtheunproductive tyingupofcapitalnust "be
reducedtotheminimumandthemovementofcapitalmust "bespeededup,
fastandregulartransport servicesare"henceforth byno'meansnegligible
factorsin.theproduction process.
Thesametrendcharaterizes thedemandrelating totransport of
agricultural products ,sincetheincreaseinthepurchasing poweroflarge
sections ofthepopulation oftheMemberStateshasconsiderably enlarged
somemarketsforagricultural products .
, v• .• • ' •'' '' ''
Itfollowsthatforagreatquantity ofindustrial products the
"quality"factoroftransport (intermsofspeedandthetypeofservices
provided)becomesmoreimportant thanthe"rate"factor.Inadditionthe
increase inthevalueofmanufactured products meansthatthereisa
progressive reduction intherelative importance oftransport ratesin
thepriceoftheseproducts.Thecombination ofthesefactorsgoessome
waytowardsproviding anexplanation forthechangesindemandfortrans­
portandthechangesintherespective importance ofeachmethodoftrans­
port.
Afinalfactor,thoughlessimportant 'thanthosementioned above,
shouldnot.beoverlooked .

-14- VI1/176/75-Erev.1
Thegrowingnumberofproduction stages,thespecialization of
centresofactivity ,theestablishment ofmulti-purpose storagedepots
withafastturn-round ofstocks-thesechangesinthedistribution
circuits haveledtoanincreaseinthetransport ofsnailloads,where
rapiddeliveryisoftenneededjforthistypeoftrafficroadtransport
ismoreflexible andhastheadvantage ofsupplying betterdoor-to-door
services thantherailways ,
1*2»Relationship betweensupplyanddemandfortransport onthemarket
20.Aftertheforegoing briefoutlineofthefundamental changeswhich
haveconeaboutinthevolume,structure andfeaturesoftransport demand,
howfarhavetheCommunity transport systemsbeenabletomeettransport needs,
bothquantitatively andqualitatively ? ...
21.Transport users'requirements canbedefinedasboththedemandand
theneed,expressed byanindividual andbyagroupofindividuals i.e.the
Community .Theindividual expresses hisdemandforatransport facility and
wherethisisnotsatisfied bythenormalmarketmechanisms ,thenaneedarises.
Wheretransporters operating intheirowninterests meetthedemandundernormal
marketconditions ,thenthisserviceisacommercial one.Wherethesupply -of
commercial servicesislimited,thentheunfulfilled demandgenerates arequire­
mentforan.additional formofservice .Thisdemandcanbedefined asthe"need"
or"socialdemand"; ''<■

VII/176/75-E rev.1
Acommercial service isoneinwhich alltheoosts incurred are
directly covered bytheprice paid bytheuser .Aneed orsocial service
i3onewhere the price oftransport isdistributed between both theconsu­
merandthepublic authorities .
There aretwo type 'sofservices intheneed sector orthe social
sector ;those which areinherently profitable andthose which areunpro­
fitable because charges arekept lowforpolitical orso6ial reasons.'
Afurther dimension isintroduced ifwedistinguish between indi -., '
vidual costs andcollective costs .This distinction ismost important at
the level ofinvestment decisions .Thepublic authorities crust take account
notonly oftheinternal costs but also theexternal costs .Itshould be
noted here that thetechnique ofcost-benefit analysis hashelped to'
clarify these problems .
v -, *
Genrally speaking ,theconcept of"need sector "includes thecollec­
tive requirements whioh must bemetbutforwhich there isnomarket (for
example ,defence andpublic order ).Italso includes other requirements
which aresold butinthesale ofwhich competition isimpossible (such' as
electricity ).Italso includes the "public utility "aspect oftransport .
Transport asawhole ,however ,isnotapublic utility ,butitisimportant
torecognise that some features ofthetransport requirements oftheCommu­
nity have thecharacteristics ofapublic utility .Where catering forthe
public utility element intransport gives rise tolosses ,aneed sector
arises .
•••/•••

-16– VII/176/75-Erev.1
Itisdifficult toquantifytheMneedMsector:tosomeextentitoust
bea(Qualitative judgmentofthepublicauthorities todecidewhether aridto
whatextentaneedsectorexists. '
Generally speaking endforpractical purposes ,thedemandforfreight
transport canbetreatedasacommercial demand.Incertaincases,'ofcourse,
thesupplyoftransport services onacommercial basiswouldnotberegarded
asinthegeneralinterest anditisforthisreasonthatArticle80ofthe
EECTreatyandArticle70ofthe3CSCTreatyprovideforsuchsocialfreight
transport services .
1.2.1.Thequantitative satisfaction oftransport needsoncommercial markets
22.vAsregardsroadtransport ,itcanbeconsidered thatingeneral
(exceptforcertainspecified connections )transport capacityhasbeen
abletomeetthedemand.Theanalysis oftrendsintotalgoodstraffic
(tableinAnnexII,doc.VIl/l37/75)shows.that the"growthinroadtrans­
porthasbeenbyfarthegreatest (upby63$between1962and1973ffor
atotalincreaseinallsurfacetransport of44$)•(*)
23.Thequestionarises,however,whetherthequantitative restrictions
imposedbycertain MemberStatesbothatnational andinternational level
mayhaveprevented anevengreaterincrease inroadtransport services .
Therearegroundsforthinkingthatsuchrestrictions ontransport forhire
orrewardareinnosnailwayresponsible forthegreateruseofownaccount
transport andtherefore thedevelopment ofaformoftransport whichisoften
preferred toothermeansoftransport .Furthermore ,eventhougheconomic
(*)TheUICgroupconsidersthattheavailablestatistics areinadequate in
themselves toallowindisputable conclusions tobedrawn.Thisisparticur -
larlybecausethestatistics areofaveryglobalnaturewherea3inpractice
itispossibletodiscernaverylargenumberofsub-markets wherethe
-relation betweenofferanddemandcanbeverydifferent .

--17- VII/176/75-Erev.1
•<'
•forcesarestronger "thantherestrictionsimposed ,by,tfr6authorities ,
tho.marketnevertheless -suffersduringthereadjustment period,,particu­
larlyowingtothedelaysinherentinadministrative operations.' .Meanwhile ,
asthemarkethascontinued todevelopnewmeasures designedtomeetan
earliersituation' areimmediately outofdate.Tothisoust"beaddedthe
factthattheundertaking ,prevented fromadapting spontaneously ,cannot
conductarational medium-term operations "policyandisobligedtoreact
disjointedly toadministrative manipulations ratherthanonthebasisof
considerations founded "inmodern'economic realities .
24.Fromwhathasbeensaidabove(*)onecanconcludethatinterven­
tionbytheauthorities hasnotthwarted thenaturaldevelopment ofroad
transportf thisisconfirmed inacomparative studyoftrafficdevelopment
inthemarketssubjected toquantitative restrictions and'intrafficnet­
works,.whicharecompletely unrestricted .Itmustbeadmitted ,however,
thatincertaincasesthequotasystem,whenappliedverystringently ,
'hasledto"under-capacity ,whichinturfihasdistorted conditions of
•competition (examinedindetaillaterinthisreport). T
(*)TheUIOgroupconsidersthattheabove-mentioned examination largelyrelates
totheinterests oftheCommunity andofusersandinsufficient accounthas
beentakenoftheinterests oftransport organizations .

-13- VI1/176/75-2rev.1
25.Ingeneral,thewaterwaytransport ,sectorisnotaffected byquan­
titativerestrictions andalltransport needshave "beenmet..•
However,thereisadegreeofqualitative andevenquantitative
' .*- ■ ' ,
maladjustment .,andtheStateshavehadtointervene toremovetheoldest
vesselsfromuse"bymeansof"breaking-up operations partially financed
bythepublicauthorities .
Furthermore ,andthisisowingmainlytothefactthatinland
■waterway-traffic depends -on'naturalcircumstances ,,whichmeansthatreserve
capacity mustbeavailable ,temporary over-capacity occursperiodically .
Inordertomeetthesesituations ,asystemoftemporary laying-upona
voluntary basis,applicable tothemainwaterways intheCommunity ,.is
nowbeingplanned.
26.Asregardstransport byrail,existingcapacity canberegarded as
sufficient to,meetdemandinnormalperiods.Itshouldbenotedhowever
that: _ '\"'''';
(i)investment decisions inplantandequipment arenotentirelyatthe
discretion oftherailwayundertakings ,butaregenerally basedon
,decisions bythegoverningauthorities takenunderannualbudget
procedures whichmustallowforpolitical requirements !
(ii)aspassenger andgoodsservicesareoperatedtogether,goods
services aresometimes affected bytherequirements ofthepassenger
services ,andevenoncertainnetworks havetotake'secondplaceto
themduringrushperiods:

-19- VII/I76/75-2rev.1
H
(ill)therailwayinfrastructures *'whosedevelopment is-notcontrolled
«'**«•- V -y/y
bythenetworks ,ggverntoa.largeextentthe-possibilities ofcon­
tinuously adjusting transport supplytodemand.Sonslinesare
alreadysaturated .Difficulties thusoccurred inthefirstmonths
oftlieenergycrisiswhentherewasasubstantial increaseindemand
forrailtransport .Thissituation alsoaffectsthequalityofthe
serviceofferedtocustomers ,particularly asregardsdelivery dates.
1.2.2.Quantitative satisfaction oftransport needsonthecommercial market
"" Il11■n 1mi.■■■1■11 ■■Ili!1■11■■■i>.11■11 1.1 <»■» ■>■>■1■■■!■ 1
27."Togainanidea,ifonlyapproximate ,oftheextenttowhichthe
transport systemhasbeenabletomeettransport needsatCommunity level,
theanalysis mustgobeyondthepurelyquantitativeaspectsandcoverthe
abilityofthevarious meansoftransport tomeetthediverseneedsofa
highlyindustrialized economy,
28.Roadtransport bjfreasonofitsflexiblestructure ,hasbeenable
toadapttoalargeextenttotheserequirements despitequantitative
restrictions .Thisadaptation hasoccurred onseverallevels:
(i)specialization oftransport equipment .Therangeoifcommercial
vehicles nowavailable onthemarketmeansthatcarriers canuse
thetypeofequipment suitablefortheneedsofthecustomers as
regardsbothusefulloadandfacilities ;
(ii)qualityofservice.Theremarkable progressinthecarindustry
andthebenefitsderiving fromtheimprovement ^trlinfrastructures -
particularly theconstruction ofmotorways haveenabledtheroad
transport carrierstoimprovetheirdoor-to-doorservices byreducing
thedelivery times:

■-x-iA)-*. VII/176/75-Erev.1
(ili)flexibility In'aacfegggi^i^?'STtis•^•gtruetwreof"theindustry (manysnail
undertaking ^)spreadthroughout 'thecountryhasmeantthatcarriers
•have "beenabletoeliminate orsubstantially reducethewaiting
periodsbetweenthe'demandfarservicebythecustomer andthe
~:availability oftransport * ■ ''
29«Waterwaytransport hasalsobeenabletoadaptprogressively to
changesinthedemandfortransport .
Inlandwaterwayfleetsandequipment havedeveloped considerably
withtheintroduction ofnewtechniques (suchaspushconvoys,possibility
ofcontinuous navigation thankstoradar,increaseindeadweight )and
specialization ofvessels.
Aconsiderable -efforthasbeen -made,withsomefinancial assistance
fromStates,toreplaceobsolete equipment .
Finally,majorconstruction workshavebeencarriedoutonthe
mainEuropeanwaterways (suchascanalization ,modernization oflccks,
andotherengineering installations ,etc,),andthishasenabledthe
internal :waterwaynetworkstoimproveprofitability andproduction' efficiency .
30.f.Therailways ,despitethebudgetary restrictions referredto,eibove,
havemaderemarkable effortstoimprovethequalityofservicesofferedto
customers andsubstantial progress hasbeenachieved .

_-.-21„- VIl/176/75-3rev.1
However »therailways fv<.whic]^'pradtyce.~muIti-purpose services,'
havenotalwaysexploited thetechnical ...andeconomic advantages which
,railoperations offercompared .withothermeansoftransport :(lower
relative ,energyconsumption comparedwithroadtransport,.safety,loss
dependence onweatherconditions andgrea,terfreedomfromtrafficcon­
gestion,verylargeunitloadsandconvoyloads,greaterpossibilities
forautomation andsoon).Theydonotalwayshavea-sufficient degree
ofindependence toenablethemtobetteradaptrapidlytothenewmarket
requirements bydeveloping thespecialized transport services whichthe
railwayscanoffermoreefficiently thananyothermeans(suchastrans­
portbywholetrains,longdistancetransport ,transport bysectionsof
trains,largecontainers ,connection-to-connection transport andsoon).(*)
2.Competitive situation ofthemarket
2.1.General remarks
31.Inthelightofthefactorsdescribed inthefirstsection^asre­
gardstheextenttowhichthetransport systemshavebeenablejto,neet
requirements ,thequestionarisesastotheeffectsof.thissituation on
transport ratesandhowfarthefreighttransport marketshavebeen
affected bytheoccurrence ofdominantpositions or"cutthroat "competition .
Theverymixednatureofthemarketandthelackofconsistent
andsystematic information meanthatitisimpossible toassessthesitu­
ationwithanygreatdegreeofacouracy .
(*)TheBnndesverband Spedition undLagereiconsidersthatthebadsituation
inwhichtherailwaysfindthemselves isnotexclusively duetotheirlack
ofindependence .

-22- VIl/176/75-E rev.1
1
•Abuses ofdominent positions -- •>*• ■■■ •>■•
32. Generally speaking ,thefact that road andwaterway transport
operations arecarried out "byalarge number ofoperators isenough to
reduce anyrisk ofabuse ofadominant position inthese modes oftransport .
Competition within each ofthese sectors isvery lively andthis
strongly reduces thepossibility ofamonopoly oroligopoly onthemarket .
This situation isconfirmed bythefact that theapplication of
Regulation No.1017/63applying rules ofcompetition totransport byrail ,
road andinland waterway hasnotyetgiven rise toanyintervention by t
theCommission forthepenalising ofabuses -inthis area .
33. Theoretically ,theproblem could arise ofwhether thepresence
on-the market ofnational rail undertakings might harbour therisk ofan
oligopolistic formation ofrates onthemarket .TheCommission 'sservices
consider-that ingeneral theanswer tothis question isinthenegative ,
since theshare oftherailways inthefreight transport market ,both
national andinternational ,hasfallen (oncertain markets itiseven in
theminority ).Ifallowance ismade forthesubstantial shifts between
types oftransport service (especially from therailways toroad trans­
port ),itshould beassumed -andexperience infact hasshown -that in
practical terms therisk ofabuse ofdominant positions isstrongly
reduced }ontheeither hand ,insome specific transport markets (needing ,
pare::ample ,special equipment )01*vis-a^-vissome customers ,therailways can
find themselves inadominant position ,atleast forsome time ,end
especially asaresult oftheapplication ofspecial tariffs .

-23 VII/175/75-^rev.1
"Cutthroad "compétition
34».Theriskof"cutthroat "competition hasoftenbeenreferredto,
bothatnational andatCommunity level,tojustifycertaininterven­
tionsbythepublicauthorities torestrict thefreedomofdecision of
theundertakings asregardsbothinvestment inplantandequipment and
rates.
Thisreportdoesnotattempttodiscussthetheoretical basisof
thisview,butseeksmerelytoestablish whetherandhowfarsuch
situations couldarise. '
35•Asregardsroadtransport ,itisdifficult togiveanaccurate
answertothisquestion .
Opinions aredividedas.tothenationaltransport markets }the
viewoftherailwayundertakings sharedtosoneextentbytheroad
carriers ,isthatthemarketis-inasituation ofpermanent surplusof
supply,whichleadstocutthroat competition jbuttheusersarenotof
thisopinion.
Asregardsinternational transport operations between MemberStates,
theapplication ofRegulation No1174/68leadstocertainconclusions .
Observations overthelastfewyearsshowthatgenerally transport rates
remainwithinthebracketsof23%withoutfallingtothelowerlimit.
Specialcontracts concluded atlowerratesgenerally reflectlowercosts
resulting fromabetterorganisation oftransport .Thisexperience would
tendtoexcludeanytrendtowards"cutthroat "competition inroadtrans­
port.

-24- '•' VII/l76/75-3 rev.1
\
36. TheCommission 1^.services donot "believe that •this type ofcompe­
tition islikely to "bea.serious problem oroccur persistently ,asthe
very structure oftheprofession would prevent it.Itwould "bedifficult
forasmall road transport undertaking toadopt forvery long apricing
policy which didnotoover costs without automatically going outof
"business .(*)
Could these differences ofopinion perhaps arise from thediffe­
rent interpretations given totheterm "cutthroat "competition ?Ifthis
tern istalien tomean thesituation inwhich inequalities oftreatment
"between theundertakings concerned arereflected incosts andtherefore
pricing policy ,theproblem must heseen inadifferent light ~that of
distortions tocompetition ,which will bereferred tolater inthis paper .
2.4 «Theeffects ofthecompetition situation ontransport rete s
37* Acomparison ofconsumer price trends with thetrend foraverage
product perton/kilometre forrail transport infull wagons (theonly
complete data available totheCommission 'sservices (seeAnnex II,table 6,
doc.VIl/137/75)shows that inallcountries forwhich complete figures
areavailable consumer prices have risen faster -though notall atthe
same rate asthetransport rates .Theinference isthat competition onthe
.various transport markets hashelped toprevent anincrease similar tothat
inthecost ofliving over thelast tenyears ,asituation which hasbeen
ofadvantage tousers .(**)
(*) TheUICgroup andPICT (international Confederation ofTransport Executive
Staffs )express theview that this isnotaconvincing argument .
(**) TheUICgroup notes ,inthis context ,thenearly general deterioration in
thefinancial results oftherailways jinaddition ,during therecent period
ofincreased inflation ,all th-3transporters have been confronted with
considerable increases incost which ,inview ofthecompetitive situation ,
have not always found sufficient compensation intheir tariffs .
•••/•••

-25- VII/176/75-E:rev.1
33.Themorehomogenous nature'ofinland'ratcrwayoperations (orat
leastof-alargepart)makesforamoteaccurateassessment ofeffects
ofthecompetition situation onthismarket.
Theover-capacity whichoccursinthissectorbringsaboutsudden
fallsintransport rateswhichareveryharmfuleconomically tothe
undertakings concerned .Thissituation should "beremedied ,however,by
the.laying-up measures not*.beingplanned.
39.Asregardstherailways ,ratesoftenplaythe-roleofguiderates.
However ,theratesareinfluenced bytheratesforroadandwaterway
transport ,whichareofteninquiteopencompetition withthem,withthe
resultthatthecompetitive tariffsorrates .ontherailways applyto
anevergrowing volumeoftrafficandtherebyreducetherevenueexpected
whennormalrates,arefixed._ -. '„ •,».°'
Distortions incompetition
h.ttmri' -fcv iii^.imii»«a– –
40.ThefactthattheCommunity freighttransport marketissuffi­
cientlycompetitive doesnotmeanthattherearenodistortions to
competition .Sofarithasnotbeenpossibletoorganize ,onasatis­
factoryfooting ,competition inthesurfacetransport ofgoodsinthe
MemberStates.Thissituation obviously extendstotheCommunity level
andisoneofthefundamental ,obstacles standinginthewayofthe
development ofthecommontransport policy. ..

•-26- VII/176/75-Erev.1
Thecausesofthesedistortions tocompetition areto"befoundboth
insideandoutsidetheorganization ofthemarket.Themostimportant are
thefollowing :("*)
(i)thestillunresolved questionofrelations "betweentherailwaysand
theStates(l),
(ii),thequestion ,stilloutstanding ,ofthechargingofinfrastructure
costs,
(iii)disparities ?jiddifferences instandards whichatCommunitylevel
andineachMemberStategoverntransport capacity andrates.
Theseproblens shouldbeconsidered separately .
41.Asregardstherailwaysjthere -isnodoubtthat'theparticular status
ofthesetransport undertakings isoneofelements whichhavesofarprevented
afinalclarification ofthesituation .
Themaintenance ofthepublicservicenatureoftherailways hasled
thepublicauthorities tointervene inth§,settingofthegenerallevelof
rates,withtheresultthattrafficrevenuedoesnotnecessarily covertotal
costs.Therestilting lowrevenues ,andthefactthatatpresenttherailway
accounting systems donotmakeacleardistinction betweenrevenueandcosts
forthegoodssectorascompared withthepassenger sector,canonlystrengthen
theassumption tJiatcertainrailwayratosarebasedonpolitical grounds.
(*)TheUICandtheunionsproposethatinadditionthefollowing shouldbementioned
-theinequality intheworkingconditions inthevarious modesoftransport and
thelackofrespectforrulesinthisareaaswellasinthearea,ofsafety!
-theinsufficiency ofrailwayinvestments .
(l)Covjicildecision EECno.1473/75onputtingtherailwayundertakings Qna...
sounderfootingandharmonizing therulesgoverning financial relations between
theseundertakings andtheStates;thisdecision (notyetpublished )suggests
asolutiontothisproblem.(OJoftheECnoL1?2)

-27- VII/176/75-Erev.1
Itisobviousthatsolongasalargopartofthemarketis
covered ,"by"political "rates,ofwhichitisbynomeanscertainthatthey
coverthecorresponding costs,thepossibility ofarrivingatanorgani­
zationofthemarketbasedonthemarketeconomyisboundtoremainopen
toquestion (l).
Thisisaquestion offundamental importance forfurtherstudies .
4-2.Asregardsthecharging ofinfrastructure costs,therailways are
theonlytransport undertakings whichbeartheentirefinancial responsi­
bilityforthecostsofmanaging andmaintaining theirinfrastructure .
Thedifficulties ,however ,aresurelynotinsuperable .Aninterim
solution wouldbetomakethedisadvantages arisingfromthissituation
.fortherailwayseligibleforcompensation ,whichcouldbeauthorized
underRegulation (EEC)Eo1107/70.
43.Thereremainstheproblemofdistortions arisingfromreflations
governing transport capacity andrates.• •
Thedivergent anddisparate measures whichnowcharacterize tho
Community transport marketsareasourceofdistortions ofeverytype,as
theCommission 'sconsultations haverevealed .Whatever thesystemtobe
adoptedatCommunity level,itmustbeaharmonised one.Failingthis,
theveryfoundations ofthecommontransport policyaslaiddownin
Articles 74and75oftheTreatyarecalledinquestion andstrippedof
allmeaning.
(l)Itshouldbenotedthat,inthedecisionreferredtoinfootnote(l)to
point40,theCouncildetainedthepossibility forMemberStatestointer­
veneinthesettingoftheratelevelsforrailways.

-28~ VII/176/75-Erev.1
3.Community integration of"thetransport sector
44.Theintegration ofthetransport sector,thatis,thefreemove­
mentof.transport services withintheConnunity ,oustcontribute tothe
achievement ofthecommonmarketingeneral;ittherefore constitutes
oneofthegeneralobjectives ofthecommontransport policyandshould
havebeenbroughtaboutthroughtheestablishment ofthefollowing :
(i)thecommonrulesreferredtoinArticle75(l)(a-),
(ii)theconditions ofaccessfornon-resident carrierstonational
transport operations inaMembetState(Article75(l)(b)),
(iii)theconditions toenablecarrierstogainpermanent accesstoall
•transportactivities intheterritory ofaMemberState(theright
ofestablishment ,Articles 52etseq.).
Howfarhavetheseobjectives beenachieved ?
3.1.Thecommonrulesreferredtoin.Article75(l)(a)oftheTreaty
V
45•Inroadtransport ,themeasures whichhaveenabledcertainprogress
tobeachieved towardsthefreemovementofservicesare,inparticular ,
thefirstdirective of1962(l)asamendedin1974(2),thedirective on
combinedtransport (3)andtheCommunity quota(4)»
(l)O.J.ÍTo70,6August1962,page2005
(2)O.J.Ko84/3of28Ilarch1974
(3)notyetpublished
(4)O.J.No349»28December 1974»page5

-29- VIÏ/17S/75--rcv.1
Itmusthoweverbeadmittedthatthedirectives of1952and1974
relateonlytocertaintraffic $andthattheCommunity quota -affects
onlyaverysmallpercentage ofalltradebetueen MemberStatesandis
atpresent duetoremaininforceonlyuntil31December 1975*
Thegreaterpartofgoodstransport byroadbetween Member .States
therefore remainssubjecttotheprovisions -sometimes divergent and
contradictory (especially fortransport onownaccouiitandtransit "
operations )-laiddowninthebilateral agreements ,whichperpetuate
asystembasedontrafficoperations reservedforthenationals ofthe
Contracting States.Thequotasstipulated intheseagreements notonly
runcountertoanyprocessofintegration butalsoseentobecontrary
tothecompulsory provisions ofArticle 7of"theTreaty,whichprohibits
anydiscrimination basedonnationality .Furthermore ,thesequotasare
distributed amongtheContracting Statesonabasiswhichdoesnotsuffi­
cientlyreflecttherealrequirements ofthemarket.
46.Thesituation ismoresatisfactory asregardsinlandwaterway
traffic,wherethereispractically nohindrance tothefreeinternational
movement ofservices .However ,thisfavourable trendcannotbeattributed
toactionbytheCommunity :itisduetointernational conditions which
foralongtimepasthaveencouraged thisdevelopment intrafficonthe
mostimportant navigablo waterways inwesternEurope.

-30- VII/176/75-E rev.1
47* 'Therailway networks have also increased co-operation atinter­
national level .
/
Sofar ,Community legislation hasnotbeen ofoverriding importance
asregards theCommunity-level integration ofthis sector ofactivities .
However ,theCouncil recently adopted certain guidelines ofprinciple
regarding co-operation between railway undertakings andtheir Community -
wide intégration (l).
\
48. Inconclusion ,itshould "benoted that ,since theentry into force
oftheTreaty ,thecommon transport policy hasonly marginally encouraged
thetransport market towards thefree movement oftransport serrices .
.Access tonational transport operations bynon-resident carriers .
(Article 75.1(b)ofthe .Treaty )
49• IToprovision hasbeen adopted inthis matter atConnunity level ,
andinfact thesituation hasnotchanged since theestablishment ofthe
Community .
National markets forthecarriage ofgoods byroad remain compart­
mentedandnon-resident carriers have notacquired anyfreedom ofaccess
tonational transport operations .
SeeArticle 11oftheCouncil decision referred toinfootnote 1topoint 40.

31- VII/176/75-Erev.1
Ontheotherhand,ininlandwaterwaytrafficthesupplyof.ser­
vicesislargelyrealisedthankstotheveryopenconception ,whichhas
alwayscharacterized thissector.
Theproblemdoesnotariseinrailtransport ,owingtotheparticular
features ofrailivoy -operations .
Community legislation ,then,hashadnoimpactregarding theaccess
ofnon-resident carriers tonational transport operations andtheterms
cfArticle75100oftheTreaty,whichoughttohavebeenappliedbefore
theendofthetransitional period,haveremained adeadletter.
3.3.Implementation oftheri^iitofestablishment (Article 52etsecf,ofthe
greats
50.TheworkatCommunity level(startedsomewhatlaterthanthedate
laiddownbythegeneralprogramme (l)),whichwasintendedtoimplement
therightofestablishment intransport operations wasnotcomploted with
successowingtodevelopments inthesituation .
Inviewofthedecision handeddownbytheCourtofJusticein
Case2/74(2),theprovisions oftheTreatyrelatingtotherightof
establishment arehenceforth directly applicable andallrestrictions
contained innationallegislation tothefreedomofestablishment of
nationals ofoneMemberStateinanother IJemberStatemustbeconsidered
asannulled(*).
(l)O.J.ÎTo2,15January19^2
(2)O.O".HoC114,27September 1974»page26
(*)TheBundesverband Spedition undLagereinotesthattherearehindrances
totheexerciseoftheprofession ofcustomsagentinItaly,Pranceand
intheBeneluxcountries .

-32VII/176/75-Erev.1
4.Thecommonorganization ofthetransport marketsmthe
contextofworktowardsthegeneralpolicyobjectives
4.1.General Remarks
51.Thehighlyindustrialized natureofour.economies isoneofthe
constituant factorswhichhascertainly influenced trendsinthedemand
fortransport 5butthisfactshouldnoteclipse-thoughthisisonquite
adifferent level-theindirect influence onthedemandfortransport of
conceptions whichareapparent atnational andatCommunity level:the
desiretocorrect "bymeansofStateintervention theharmfuleffectsfor
societywhichmayarisefromtheimplementation ofpolicies "basedsolely
onthelawofthemarket,thatis,ofindustrial profits.
Regional policy,whoseaimistocorrecteconomicdisequilibria
between ,theregionsoftheCommunity ,isanembodiment ofcashaccnsepiion ,
whichembodies a"positive action"approach bythepublicauthorities .The
saneappliestoenvironmental andlandusepolicies .
52,Initscommunication ofOctober 1973»"theCommission highlighted
therolewhichthecommontransport policycouldplayinachieving the
objectives laiddownbythesepolicies .
Here,itmustbeadmittedthattheimpactoftransport inthe
achievement ofthesepolicieswillbeprimarily confined totransport
infrastructures .Thefactremainsthattheprovisions governing the
operation ofthetransport markets(capacity,transportratesandcondi­
tions,competition )canalsohavesomeeffectinthesamedirection (*).
(*)TheUICgroupnotesthatotherinterventions arepossibleinorderto
directsometraffics towardsthemodesoftransport whicharebetteradapted
totheobjectives aimedat.

-33- VIl/llS/ïj-ïrcv.1
..This'applies ,particularly .as*asegaxds» ••:\'
(i)servicessetuptomeetrequirements inthepublicinterest,which
naybeincludedinthecategory ofpublicservices| ;
(ii)tariffmeasures,particularly thesupportmeasuresreferred -to
inArticle80oftheE3CTreatyandArticleJOoftheECSCTreaty,
appliedtogivetemporary assistance toregionsorundertakings in
difficulty .
53.Itshould "berecalled herethattheestablishment ofservices
whosepurposeistomeetpublicinterest impliesthattheundertakings
responsible mustfulfilcertainobligations knownas"publicservice
obligations ",thatistheobligation tooperatetheservices ,theobli­
gationtoprovidetransport facilities andtariff .obligations .
On26June19^9»inordertoregulatethequestionatCommunity
level,theCounciladoptedRegulation Bo119l/o9whichinteralia
enshrines forthethreemodesoftransport :
~theprinciple oftheelimination oftheobligations inherentinthe
conceptofpublicservice,
-themaintenance orimposition ofsuchobligations insofarastheyare
required toensuretheadequate provision oftransport "services .
Itisworthknowing howmuchadvantage istakenofthepossibi­
litiesopenedbynational andComunityprovisions toachievesocial
andeconomicobjectives throughtheestablishment ofpublicservices .

-34- VII/176/75-3rov.1
Obli^tions t3operateservices andtoprovidetransport facilities
54*Inalmostr..lltheMemberStates,railservices ,"bothpassenger
'im&goods,arerequiredtocomplywith'obligations to'operateservices
andtoprovidetransport facilities .Theothernodesoftransport ,except
fortheregularcarriageofpassengers "byroad,arenotsubjecttosuch
obligations .
55*'Themaintenance of-theobligation tooperateservices means,anong
otherthings,that "certainlow-traffic connections nustcontinuetobe
operatedj theirdeficits'arecoveredfromfinancial compensation bythe
State,inaccordance withCommunity regulations .Itiswellknownthat
thissituation arisesfromreasonswhichinprinciplefalloivtsidethe
transport sectorsitisnotentirelyoutofthequestionthattransport
operations carriedoutatthefreeinitiative oftheundertakings night
incertaincasesbeabletoneetthesetransport needswithoutbeinga
chargeonpublicfunds."
56.Theobligation toprovidetransportfacilities isageneralobli­
gationwhichisimposedmainlyontherailways andwhich,togetherwith
tariffobligations ,maymeaneconomic disadvantages fortheundertakings
concerned .
Inanincreasingly competitive marketwherethereisawiderange
oftypesoftransport ,thequestionofwhetherthisobligation shouldbe
maintained oughttobeexamined .

-35- VII/176/75-Erev.1
4»3*Tariffobligatione
57«Pgrreasonsoigeneraleconomicpolicy,governments usitallyhave
.ahandinsetting ,thegenerallevelofthetransport ratesappliedby
theirrailwayundertakings .Fortheothernodesoftransport thisinter­
ventionisrestricted tothesectorsubjecttocompulsory rates.
Theseinterventions ,particularly refusalsto.authorise general
increases inrates,resultfortheenterprises concerned inlossesof
*
revenuewhicharenotautomatically eligibleforcompensation andthus
undermine theprofitability oftheseundertakings .
Furthermore ,incertain'countries ,changesinratestoadaptto
marketconditions arealsosubjecttopriorauthorization ,whichina
'competitive marketconstitutes aseriouscommercial disadvantage forthe
enterprises subjectto'theinterventions,' Generally speaking ,thisisthe
casefortherailwayundertakings .
Interventions ofthisnatureoughttoberestricted tothecases
referredtoinArticle30ofEECTreatyandArticlejoofECSCTreaty(l).
(l)Seefootnote 1topoint41*

-36- VIl/175/73-3 rev .1
;
5-The effectiveness and suitability ofState intervention
WC
inthe common organization ofthe transport markets
*0, m ■!■.■ J>MI IWUlMI
50. Inthelight of .what hasbeen stated above ,thevalue ancleffective -,
ness ofthenational andCommunity rules governing capacities andprices
relating tothetransport ofgoods within acommercial market should be
discussed .
The .various types ofrules governing capacity
59» Theplacing ofquantitative restrictions oncapacity isdesigned
tolimit ,competition between means oftransport andundertakings engaged
• • •
intheoperation ofthe sane means oftransport .Theintroduction ofsuch
restrictions isinfact aneffort toinfluence the level oftransport
prices indirectly inorder tobring them toalevel which isconsidered
adequate .Thefollowing instruments aregenerally used :
-transport authoriaation quotas , ,
-theexamination oftheindividual requirements oftransport undertakings .
Thefirst method isused inmost cases ,'while thesecond has sofar'
been applied only intheNetherlands .
5.1.1 .Transport authorizationquotas
oO.'Thequota system generally applied involves thelaying down of
quotas inadvance ,and itisbyitsvery nature -relatively rigid .Conse­
quently ,andinthelight oftheexperience gained inthis field ,aquota
system applied onapermanent basis could not .ensure asufficiently flexible
andrapid quantitative adaptation ofsupply todemand .Particular mention
must ,bemade ofthefact that thequotas areas ,ageneral rule determined
without reference toforecasts ofrequirements aridforaperiod fixed in
advance ,which means "that they areunable tocope with thaoften "very
considerable fluctuations onthemarkets concerned jbecause ofitsarbitrary

-37- rev.1
nature,;th6useofthequota ..systemisliabletoresultinanexcessive
limitation ofcapacity andanunjustified increaseintransport prices.
If,ontheotherhand,thequotaslaiddownaresuchthattheyin
nowayrestrict theutilization ofexistingcapacities ,thesystemcanbe
regarded ascompletely uselessandgivesriseonlytobureaucratic forma­
litiesandunjustifiable expenditure .
Tosuraup,thereisariskthatthecurrently applicable quota
systemislikelyeithertoleadtoarbitrary resultsortobecompletely
ineffective .(*)
61.Finally .,itmustnotbeforgotten thatthetransport ofgoodsby
■roadisdesignedtofulfilspecialrequirements (door-to-doortransport
withouttheneedfortrans-shipment ,flexibility oftheundertaking ,
specialization ,accompaniment ofthegoods,etc...)which,especially
inthecaseofcertaincategories oftransport ,arenowconsidered tobe
essential conditions .
Ifaquotasysteminvolves actualrestrictions onthefulfilment
ofusers'transport requirements ,thisresults -,inthelongterm,.,ina
shifttowardsown-account transport whichissubjecttopractically no
restrictions .
(*)TheUICgroup,whilerecognising thatthequotasystemcanfavournational
interests ,isinfavourofitscontinuance inanyfuturemarketorganization :
-indiminishing itsrigidity bylimitingthelengthofvalidity ofthe
•authorisations ,
-.intakingintoconsideration theveryimportant elementofelasticity ,
whichistobefoundinthemoreorlessintense useoftheauthorisations
foracertaincapacityintons,depending uponthemarketsituation ,
-inestablishing forecasts andinliningupthequotaswiththepattern ;
oftrafficdevelopment . *',* l'
Finally,asageneralrule,thequotasystemwillnotleadtoanunjustified j
.•••••increase intransport costs.'.. _•
"TheBundesverband Spedition undLagereiquotesa.Germanexampletqshowhowthe
quotasystemcanbeappliedflexibly andwithoutilleffects. /

-38- VII/176/75-Erev.1
■'5.1.2.Theexamination ^ofIndividual reqmreaents
,62.TheITetherlands controlscapacity byexamining individual transport' '
requirements .Underthissystemanytransport undertaking wishingtoobtain
atransport authorization mustprovideproof(byproducing thecontracts )
ofthetransport requirements whichitmustfulfil.
Underthissystemrenewal *ofan^3Uthci?ization «is,.subjectto"the
provision ofproofthatthetransport operator haseffected avolumeof
.transport operations proportional totheauthorized capacity andwitha
;sufficient profitmargin.
Furthermore ,thecompetent authorities maysuspendtheissueof
authorizations ifthemarketsituation sorequires . •:
various systemsofcharging
S3*Thesystemsofchargingcurrently appliedmaybedividedintotwo
maincategories :
-compulsory tariffs,involving fixed .,prices,eithermaximumor-minimum,
orbrackettariffs ,differing mainlyaccording tothetypeofproductand ■
thetonnage|transport operators andusersmustapplythesetariffsand
anypricesnotbasedonthesetariffsmustbeexamined bytheauthorities
beforeoraftertheirapplication ;
-reference tariffs,involving pricesorscaleswhichthetransport
operator andtheuserarefreenottoapplyiftheydonotwishtodoso,
initfhichcasenoexplanation isrequired bytheauthorities .
Inthefirstcasetheapplication oftariffsisthegeneralrule,
whiletheapplication ofindividual pricesistheexception .
Inthesecondcase,thesituationisgenerally reversed.

-39- VII/176/75-E rev .1
Atpresent ,all .tariff s-,,which ,furthermore -,have been -ratified
-andsometimes even laid down -bytheauthorities ,arebased onthe
average cost oftransport ,andcorrespond totheactual costs incurred
byindividual undertakings only totheextent that thedifferences between
thetariffs :arepresented with avery detailed breakdown .
The effects oftariffs onthe prices applied
/
64* Where thecompulsory application oftariffs isactually monitored
andauthorized ,and -where prices deviating from thetariffs arethe
exception ,thetariffs constitute aform ofprotection andguarantee
therevenue oftransport operators .Price competition ispossible only
within thelimits provided forbythetariffs .
This method oforganizing themarket bycoordinating tariffs
implies theapplication oftariff systems with equivalent effect ,byall
transport operators irrespective ofthemeans oftransport involved .
65* Atpresent compulsory tariff systems ,reference tariffs andsystems
involving thefree formation ofprices coexist ., , >
Furthermore ,theextent towhich some compulsory systems ofcharging
areapplied varies inpractice .

-40- VI1/17^/7!:rev.1
66,.Undertheseconditions ,withtheexception ofthecompulsory tariff
systemoftherailways ,itistherefore difficult toconsider asystemof
charging ,evenoneinvolving compulsory tariffs ,capableofservingas
morethanaguideline fordetermining individual prices ?atthemostit
nayberegarded ashavingapsychological effect.Infact,ifthemarket ■
situationresultingbothfromthesupply/demandrelationship onthetrans­
portmarketandfromthetrendofcostsisnolongerreflected inthe
tariffsapplied,transactions betweencontracting partieswillinevitably
adaptthemselves totheactualeconomicsituation .
Itisparticularly easyinthecaseofadownward tendencyin
relationtofloorpricesnottocomplywiththeregulations laiddown,
ifamutualagreement isreachedbythecontracting parties,whomay
employnumerous means(refunds,fictitious pricesonthetransport docu­
ment,discountsforregularcustomers ,etc..,)whichmakeiteasytoavoid
compliance withregulations .
Inthecaseofanupwardtendency in.relation tothemaximum
prices,transport operators naya,voidtheapplication ofcompulsory
tariffsbyselecting thoseoffers ,whichenablethemtoobtainthe
greatestpro'fit,
Therelative ,ineffectiveness offixedtariffs hasbeenconfirmed
bytheapplication ofRegulation (EEC)17O1174/68,.themainfeaturesof
whichare'contained inthevariousreportsdrawnupbytheCommittee of
ExpertssetupbythatRegulation (*).
(*)TheBundesverbsnd Spedition undLagereiquestionsthisconclusion and
,claimsthatitistheinadequacy ofbothchecksandsanctions insome
countries thatisthebasisofthefailureofthisexperiment .

41- VII/176/75-3rev.1
TheCommittee hasnotedinparticular thatinthecaseofcertain
transport routesbetweentheMemberStatesthe"bracketspread,fixedat
23<fo,haswidenedconsiderably asaresultofthechangesintheparities
ofthecurrencies oftheMemberStatesconcerned .However,thi3conside­
rablewidening ofthebrackethasnotaffectedtheaveragelevelof
pricesapplied,thesehavingremainedrelatively stable.
5.4.Theeffectsofrul::sgoverning capacity ontheeconomicviability of
themeansoftransport
67.Theservices oftheCommission donothavesufficient information
toenablethemtoassesstheeffect,ineithergeneraltermsoronindi­
vidualsectors,oftheregulations governing theorganization ofthe
transport marketontheeconomicviability ofmeansoftransport andto
outlinethetrendsoverthepastyears.
Nevertheless ,mentionshouldbemadeofcertainfactorswhichhave
anegative effectontheeconomicviability .
68.Theroadtransport sectoris,especially atinternational level,
governed byregulations whichrestrictcapacity andthusreduceits
economicviability .Forexample ,underbilateral agreements ,transport
operators makingtheoutwardjourneyladenmrynotmakethereturnjourney
ladenunlesstheconsignment isintendedforthecountryoforiginof
thevehicle.ThecarriageofgoodsintendedforanotherMemberState(as
inthecaseoftheCommunity quota)isprohibited .Thesameappliesto
theexecution oftransport operations ontheterritory ofthecountryto
whichtheoutwardjourneyisbeingeffected ,
Furthermore ,bilateral quotasarenormallydetermined onthebasis
oftheprinciple ofreciprocity (*).Thusthecapacities ofthetwocontractu
(*)TheBundesverband Spedition undLagereiisinfavourofmaintaining this
principle aslongasnoharmonization ofbusinesscosts(taxes,fueland
vehicles,socialregulations ,weightsanddimensions ,etc...)hasbeen
agreedatcommunity level.

-42- VIl/l76/7?-Srcv..1
partiesengagediri"thetransport operations arethesameevenifthe
volumeofgoodsbeingtransported ineachdirection differs.Sucha
situation canonlypreventth.eoptimalutilization ,ofthe.meansoftrans­
port.Itshouldalsobenotedthattransport authorisations areissued
according toruleswhichplacetinadditional restriction oneconomic
viability .Thiscategory ofrulesincludes provisions prohibiting the
intexchangeability ofsemi-trailersbetweentransport operators ,(for
example,toenablearelaysystemtobeimplemented )andnotallowing
authorizations tobeusedonthebasisoftotaltonnage (whichmeans,
fcrexample,thatanauthorization forthetransport offortytonnesmay
beusedeitherforavehiclewiththatcapacity orfortwotwenty-tonne
vehicle .
Finally,several MemberStatesdonotoperateasystemofhiring
vehicles whichwouldmake,itpossible tocopewithpeaJcdemandendenable
reservecapacities tobebuiltuptodealwithseasonalfluctuations in
demand.
69..Inthefieldofinlandwaterwaytransport inwhich,asindicated
above,theprinciple offreedomtoprovideservices hasalreadybeen
adoptedtoalargeextent,andwherethereisnosystemofauthorizations
restricting capacities ,thesituation isbetter.
Theprincipal factorshavinganegativeeffectontheeconomic
viability ofthemeansoftransport areclimaticfactorswhichlimitthe
draughtofshipsandnecessitate thecreation ofareserveofholdcapacity .
Thesystemoftemporary immobilization ofvesselsshouldhelpto
reducethesedisadvantages . >;

■a43* VIl/176/75-3rcv.1
,70.As.faras.railtransportis.^concerned ,where ,theonlyrules
governing capacityare.the.restrictions ,resulting frontheamountof
■budgetary appropriations -allocated ,theproblemdealtwithheredocs
net..arise-..
•'.. ■ ^
5»5»Adaptation totherequirements ofthemarketintimeandsr-ace
-71'.Therulesgoverning pricesandconditions oftransport jinthe
forninwhichtheyareappliedtoday,ingeneralconstitute rigidinstru­
mentswhichpreventtariffmeasures frombeingadaptedtothechanges
tirhich -occurforeachtransport marketinthecourseoftine(onaccount
ofseasonalandcyclicalfluctuations indemand)ortothevarious
retirements ofatransport marketofcontinental size,suchasthe
Community market.
72.Measures "designed toregulatetransport capacities andprices
normally taketheformoflegislative provisions orregulations which
requirelongperiods(*)forpreparation andadoption andaretherefore
likelytoproducetheireffects whenthesituation onthemarketmsyhave
changedcompletely 5this'alsopreventsthenecessary measurestodeal
withseriousandsudden disturbances onthemarketfrombeingadoptedin
goodtime.
73.Furthermore ,suchprovisions areappliedonageneralbasis:
consequently theydonotallowfordifferent situations ,whichcould
ariseincertainsectionsofthetransport markets,particularly onthe
geographical markets.Thusthemeasures adoptedareliabletoprove
uselessincertainregionsandeventobecontrarytotheactualrequire­
mentsofsomesections ofmarkets. :
Finally,thewayinwhichthesedifferent instruments areused
issuchthatitisnotpossibletospreadtheirapplication oreffects
overaperiodoftimecarefully usingthemsimultaneously oratintervals .
(*)TheBimdesverband Speidition undLagereiquotestheGermanexamplewhere
theprocedures areprompt (8weeksforatariff).

jnneo11©u»TIX/iwT5-
»
VIl/136/75E
DESCRIPTION OTITSLEGALAITDREGULATORY SITUATION INTHEVATJOUS
LSUBER STATESAIDATCOKLONITY LEVEL
.RAIL'/AYS
1* IneveryIlemberStateacompanyoperating onanationalbasis
isresponsible forthecarriageofpassengers andgoods.
Thesettingupofthesecompanies wasonlycadepossible asa
resultofintervention "bythepublicauthorities whichhadtomakeit
legallypossible fortherailwaycompanies todeveloptheinfrastructure
required forsuchtransport.Speciallawshavebeenintroduced inallthe
KeraberStatesinordertopreventabuseofadominantposition asa
resultofthemonopoly heldbytherailwaycompanies .Asaresultofthe
growingcompetition resulting fromthedevelopment ofroadhaulage,the
specialrulesapplicable totherailways havehadtoberelaxed *
IncertainMemberStatesthereare,inadditiontothenational
companies ,railwaycompanies whichoperateonsecondary routesandwhich
are,inmanycases,operated bytheregionalauthorities .
§1»Accesstothemarket
2. Theoretically ,therailwaycompanies arenotrestricted as
regardscarryingcapacity,whethernationalorinternational carriage
isinvolved# Increases inrollingstockarelimitedonlybythefinancial
meansgrantedtothorailt;aycompanies bythepublicauthorities .
•/••

VH/L36/T5E
ï
Tariffs andterms ofcarriers
Atnational level
3. Insome tiember States theraili;<^r companies aregiven
almost conplets freedom whon fixing their prices ,whereas inother
Member States they are "bound byastrict system oftariffs and,in
aost cases ,theobligation toeffect transport operations .
TheBritish andIrish railway companies fixtheir tariffs
freely# Thetariffs ,which aredependent onthemarket situation ,are
neither published norcommunioated toanyauthority ,except inthe
case ofthecarriage ofECSC products .They arehowever subject tothe
obligation toruntheservioe andtoeffect transport operations *
TheNetherlands railway companie s,while subject toasystem
Oftariffs (very single tariff system involving maximum prices authorized
bytheGovernment ),effect moat oftheir transport operations onthe
basis ofindividual oontracts based onlower tariffs .Such contracts
orepublished only ifECSC products are "being transported .
Theother Member States onthe Continent used tohave a
qystera ofcompulsory ,fixed advalorem tariffs applicable under normal
oircumstanoes ,andasystem ofspecial published tariffs .Allsuch
tariffs hadtobeapproved bythesupervisory authorities before their
application .Incertain States therailway companies could ,under
certain oircumstanoes andsubject toprior approval ,conclude individual
contraots notbased onthepublished tariffs .

3 VII/136/75E
toensurerespectoftheprincipleofnon-discrirdnation ,therailway
companies hadtoallowcomparable tariffsandtermstouserswhowere
operating undercomparable conditions *^ c
Nowadays sucharigidsystemappliesonlyinItaly.Hie
tariffeystemappliedbytheFSinvolvesageneraltariff,specialfixed
tariffsandindividual contracts concluded ,inparticular circumstances ,
bytheFSintheirowninterest.
Thestrongest tendency towardsgreaterliberalization in
railtransport hasbeenrecordedinFrance*TheSNCFhasgradually been
freedfroraitsprincipaltariffrestrictions *IngeneraltheSNCFapplies
asystepofso-called referencetariffs,whichdonotrequireprior
approval ,comprising eitherafi::edtarifforamaximumandmininruntariff,
thedifference betweenwhichmustnotexceedthatapplicable inthecase
oftheconpetitive neansoftransport ?withinthatbrackettheSNCFmay
fixanapplicable tariff.Itnayalsoconcludeindividual contracts based
ontariffsfallineitherwithinoroutsidethetariffbracket *
InCercanvtheDBapplieseitherfixedorbrackettariffs *
TheDBresortsonlyrarelytothelattertype;ontherareoccasions when
itdoesapplysuchbracketrates,thebracketmayhaveawidthof23$*o.
Allratesarcsubjecttogovernment authorization andarepublished *
Nevertheless ,theDBisauthorized ,withinthefraoevrorkofitsbusiness
management ,toadaptitstariffsannurJLlytothesituation 0:1themarket,
■hy\xtbynomorathan20jf-*Furthermore ffortheroutesleadingtoandfrom
theGormanseaports,the-DBis,undercertaincircumstances ,authorized
tofixitstariffsfreely,byconcluding individual contracts ,notbased
onthepublishedtariff**Hietariffsappliedonthebasisofsuch
contracts arenotpublished unlesstheyaretobeappliedtothecarriage
ofECSCproduots *
InEelgiuatheSNCBuustapplyfixedtariffswhichhavebeen
published andauthorized beforehand bythesupervisory authority,butithas
beenauthorized toconcludeindividual contracts forthecarriageofnon-ECSC
goods,afnon-published rates,providedthatsuchcontracts improvethe
•/'

4VII/136/75-S
company *sfinancial position .Contracts concluded foraperiod ofmere
than oneyear aresubject toprior authorization "bytheI'inister *
J*\1r
Special published tariffs naybeapplied tothecarriage
ofECSCproduct e«They mustbefixed forauiniuum period ofoneyear ,
andprior authorization bytheMinister isrequired only ifthey are "
concluded foraperiod ofmore than eighteen months .
TheGrand Duchy ofLuxecbour /;applies asystem ofpublished ta-
riffs# Thelows inthis connection provide that individual contracts nay
beconcluded |buttheLuxembourg Government still hastolaydown tfte
terms onwhich such contracts naybeconcluded andtherules governing 1
thepublication ofthetariffs .
InDenmark therailway tariffs arogenerally fixed ,approved
andpublished *TheDanish railway have only alimited number ofspecial
published tariffs .They mayapply reductions ofupto5ofthepublished
tariffs .
Atinternational level
4. Thetariffs andterms applicable torail transport are
determined atinternational level bytheprovisions ofArticle 9ofthe
"International Convention concerning theCarriage ofGoods byBail"(CIM)
inthecase oftraffic between thecountries which have signed theConvention .
AlltheMember States have signed it.
Pursuant tothose provisions ,"thecost oftransport and
supplementary expenses areoaloulated onthebasis ofthetariff® legally
inforce andduly published ineach State ".Thepublication ofinternational
rates isoonpul sory only where thepublication' ofnational rates is
oompulsory .Individual contraots maybeconcluded ,provided "that . •
comparable rates areapplied toother users incomparable circumstances *

VII/13Ô/75E
Thepublication ofsuchcontractsisnotobligatory under
theCIH,Itisobligatory onlyinthecaseofcontracts fortheintra-
Copmunity carriageofECSCproducts,
5* AtCommunity levelreference mustbemadetotheAgreement
of21March1935concluded bytheMemberStatesoftheECSCwithaview
toestablishing throughinternational railwaytariffsforcoalandsteel
trafficbetween MemberStates,
II.ROADTRANSPORT
§1#Accesstothemarket
6, Asregardqtheconditions fortheadmission totheoccupation
ofcommercial roadhaulageoperator,adistinction oustbemadebetween
thesubjective conditions ,vrhichrelatetothetransport operatorhimself|
oiidtheobjective conditions ,whichrelatetotheorganization oftho
transport marketandthefulfilment ofthetransport requirements ,
7* Therearethreetypesofsubjective condition :theperBon
oustbeofgoodrepute,beofappropriate financial standing andsatisfy
thecondition astoprofessional competence .
On12November 1574theCounciladoptedaDirective on
"admission totheoccupation ofroadhaulageoperatorinnational end
international transportoperations "*.ThisDirective introduces the
principle that,witheffectfrom10Jriuiary197^»admission tothe
occupation ofrondhaulageoperatoristobesubjecttotheperson-
concerned satisfying thecondition astoprofessional conpetence ,as
wellofbeingofgoodreputeendofappropriate financial standing.
l)0,J,n°L308,19November1974»p.1°

^ ... •-–
Asregardssupervising thecapacityofroodhaulageundertakings
intheMemberStatesonthebasisofobjectivecriteria,verydifferentrules
existdepending ontheviowsheldbyeachI-ieubcrState'withregardto
transport coordination .
TherulesappliedbytheHeulerStatesgenerallydiffer
depending onwhethernationalorinternational transportisinvolvedand,
inthecaseoftheformer,afurtherdistinction uustbemadebetween
short-andlong-distance transport .
National transport
9* Asageneralrule,nospecialrulesgovernaccesstothemarket
inthecaseofshort-distancenationaltransport.
Anauthorization orlicenceisrequired byoperators forlong¬
distanceroadhaulage,
-InBelgiumsuohauthorization areissued,withnoquota
restnotions,toundertakings whichcanprovethattheycarryoutsome
short-distanceroadhaulageoperations *
-InGermany,DenmarktFrance,IrelandandItalythereare
quotarestrictions onlong^-distancetransport,
-IntheNetherlands therearenoquotarestrictions onsuch
transport,butalioenceisrequired whichis.Issuedonlyaftertheindividual
requirements ofthetransport undertakings havebeeuexamined ."•
-IntheGrandDuchyofLuxeribov.rfl national roadhaulageis
subjectneithertoquotarestrictions nortoanyexamination ofthe
requirements ofthemarkets,
~IntheUnitedKingdomadmission totheoccupation depends .
solely i,'■?.r-af-nltsofqualitative controlcarriedoutforthesakeof
xtoad

7 VII/136/75B
Norestrictions arcplacedonprivateroadhaulageexceptin
theNetherlands wheresuchhaulagereust "beregistered.Registration nay
lierefusediftheapplicant cannotprovethatheplanstocarryoutsuoh
haulageonlyonaprivate "basisorifitisnecessai'y torefusethe
application inthegeneralinterest#
International transport
10. Inordertobeabletocarryoutinternational roadhaulage
operations ,undertakings inalmosteverycountrynustobtainprior
authorization )butsuchauthorization isgenerally issuedwithoutdifficulty
toholdersofanational haulageauthorization .
Furthermore ,bilateral agreements bctvreenMemberStateslay
do*mannualquotaswhichr.ioybetransported betweentwocountries bythe
•operators fromeachcountry.TheCommission doosnotintervene inthe
conclusion ofsuchagreements#
Effortstoachieveacommonorganization ofthemarketsin
roadhaulagebetv/ecnKemberStatesledtotheadoption bytheCouncilon
19July1968ofaRegulation introducing aCommunity quotaof1200
authorization andlayingdour,thenumberofauthorizations tobegranted
toeachofthesixoriginni T':er/borStatesoftheCommunity.AsthatRegulation
expiredon31December 1972,theCounciladoptedanet-/Regulation on28
December 1972layingdownanowCommunity quotafor1973and1974and
capableof.beingextendedforoneyear#ThatRegulation alsolaiddownthe
nucberofauthorizations tobegrantedtothenev;MemberStatesandraised
theoverallquotafor1973tolr>&4»andfor1974"to1792*On19^Decetiber
1974 "theCouncilextendedthevalidityofthatRegulation foroneyear,
raisingtheCoununity quotato2363authorizations#
InadditiontotheCorxxunity quotas,agreements certain
MemberStateslaydownbilater^JLquotas^-#Hienumberofsuchauthorizations
tobegrantedisdetermined byagreement betweentheStatesconcerned#
^Seetableannexedhereto ^

8 Vïî/135/75B
Finally,withintheframeworkoftheECI1T,asystemof
multilateral quotasoperatesalongsidethetwoethersystems®
Tariffsandconditions of-transport
National transport
11» Thetariffsapplied "bythevariousMeanerStatesintheroad
sectordifferconsiderably ,
–InIreland,Denmark,theUnitedKingdoaandtheGrandDuchy
ofLmcenbourr :.roadhaulagetariffsarenotsubjecttoany
restrictions laiddovmbyregulation .Thetariffsarearrived
at"byfreediscussion "betweenthehauliers andtheusers#
Alongside thesecompletely freesy-jtens,theotherMember
Statesimplementtariffpolicies i.'.uchirvolvodiffering
degreesofintervention .
GermanyandFrancehavethemostexhaustive setsofrules,
-InGernan' radistinction mustbemadebetweenshort-distance
haulage (Gfltemahverkehr )andlonr-distancehaulage
(GCterfernverkehr ).
Inthecaseofshort--distancehaulage,i.e.withinafifty
kilometre radiusoftheplacewhorethevehicleisregistered ,transport
undertakings applycompulsory tariffsvdtha4&bracketspread*Thereare
alsocertainregionaltariffswhichcontaineitherfixedratosorrates
withasnailerbracketspread.
Long-distance transportissubjecttocornpulsory tariffswith
a17r>bracketspread.Until19olallthetariffrateswerefixed.

-9- VII/136/75E
Asinthecase oftheDB,long-distence road haulage under­
takings mayconclude special contracts notbased onthepublished
tariffs when transporting goods toanfrom theGerman seaports .Such
contracts must bepublished .
TheFrench tariff system isapplicable tothecarriage of
goods within France over distances of150kmormore .The tariff rates
applicable tohaulage over shorter distances may befixed freely .
The tariff system consists ofacompulsory tariff with abracket
6pread of23%•Thetariffs maybeapplied freely within aI**%
bracket spread ;where thebracket spread lies between '\k%and23
theapplicable tariff rates aresubject toprior authorization by
taeCNR (Comits national routier );such tariffs must bepublished .
J
Special contracts may beconcluded under certain circumstancest
subject totheprior approval oftheMinister ofTransport andpubli­
cation ifthe rates onwhich such contracts are based lie below the
lower limit ofthe tariff bracket .
InBelgium road haulage tariffs are fixed freely except inthe
case ofthecarriage ofECSC products .Carriage ofthelatter is
subject toacompulsory tariff with abracket spread of30 and
those ra.tes which aremore than 5%above thelower limit ofthe
bracket inthecase ofcoal ,andmore than 10%above that limit in
the case ofsteel »must bepublished .
The Netherlands has asystem oftariffs based onmaximum
rates below which transport undertakings may fixtheir tariffs freely
depending onthelawofsupply anddemand provided that therates
actually applied areeconomically viable .
Byalawof6June 197^theItalian Government approved the
introduction ofasystem ofcompulsory tariffs with abracket spread
of23 Under that system contracts based ontariff rates outside
the23%bracket areprohibited .TheItalian Government Btill has
toadopt themeasures fortheenforcement ofthat law .

10 VII/136/75-12
International transport
12.Asregardsinternational transport withintheCommunity ,
Regulation (EEC)No1174/68of30Julyl$i68introducescompulsory ,
directtariffswitha"bracketspreadof23$forthecarriageofgoods
byroadbetweenMemberStates.Thoserules,introduced bywayof
experiment ,donotpreventtheconclusion ofspecialcontracts baaed
ontariffsfallingoutsidethelimitsofthebrackets ,providedthat
allofthefollowing conditions arefulfilled :
«•existence ofoireumstancea notprovidedforinthetariffs,in
particular competition fromothermoansoftransport orprivateroad
haulage,
–largequantitytobetransported (500tonnesin3months),
-guaranteed viability .
Suchcontracts nustLepubliohed .
13•Asregardsinternational transport notcarriedoutbetween
MemberStatoB,mentionshouldb^madeoftheNTJOtariffsapplicable
intheNetherlands totransport toandfromnon-member countries .
Thoseteriff'shavealargebracketspreadofUhwhichisapplicable
onlytotheNetherlands transport undertakings „
UndertheGermanlawnonroadhaulage,tariffrulesare
applicable totheGormansectionoftherouteirrespective ofthe
/nationality ofthotransport operator.ApartfromtheGermantariff
ratesapplicable tothoGermainsectionoftheroute,asuitablerate
/'
mustbefixedforthenon-Gcrmcn sectionoftheroute.
IIIDILAND NAVIGATION
14,NotalltheMemberStatestransport roodsbyinlandwaterway ;
inthosecountries whichdo,theimportance ofthismeansoftransport
variesconsiderably .

-11- VII/136/75
ItISvery important intheNetherlands .Belgium Germany #
Although itisle3S important inPrance ,itisnonetheless not
negligible#
Intwoother Member States tItaly andtheUnited Kingdom ,the
scale of'inland waterway transport isminimal .
§1»Access tothemarket
15. Anexamination ofthelegal systems governing access tothe
river transport market inthe seven Kernber States concerned reveals
that they differ less than those governing road transport .
Incertain countries ,such asEel£ium ,Germany *theGrand Duchy
ofLuxembourg andthoUnited Kingdom there arenobarriers preventing
access tothemarket .
InPrance vessels must boregistered ,which generally means
that foreign vessels cannot usetheFrench waterways# Infact ,as
aresult oftheconclusion ofinternational agreements ,vessels not
registered inFrance mayusetheFrench waterways near theborder or
inorder toreach aport uhere they have been offered aninternational
load# InPrance ,anewvessel cannot bebrought into service unless
anold vessel istaken out ofservice atthe same time#
InItaly andtheNetherlands alioence isrequired before
goods canbetransported bywaterway#
Incertain countries ,c#g «Belgium private river transport •
i3governed byvery strict rules a3regards authorizations tooperate#
•••/•••

••12 VII/136/75
Itshould also bementioned that inBelgium ,France and
theNetherlands river transport operators cancarry outtransport
operations only after registering onalist (freighting rota ),Undor
this system theuser cannot select thetransport operator freely andit
isnotpossible toconclude transport contracts freely#
•Tarif fsand torms oftransport
16, InItaly andtheUnited Kingdom river transport tariffs arefixed
freely bytransport undertakings andusero .
Itisonly since thecanalization cfthe Ifoscllq that
Luxembourg hasbeen affected byinland waterway transport ,butno
tariff regulations have boon adopted inthis sector asanyriver
transport concerning Luxembourg isalways international transport .
Theother four Hember States inwhich inland waterway
transport plays animportant part inthetransport economy ,have systems
oftariffs which arefixed ,published ,supervised andapproved bythe
State .InBelgium ,Prance andtheNetherlands such systems c;re
applicable alongside thesystem cffreighting rotas .
Tariffs arefixed (Germany ),fixed within abracket
(Netherlands )|within brackets (France )crh*veminimum rates (Belgium ),
Exceptions maybegranted subject tctheapproval ofthe
freight committees .
Inrecent years therulos have tended tobecome more flexible ,
especially intheNetherlands andGermany ,
Abill hasbeen presented intheNetherlands infavour of
the .abolition ofthesystem offreighting rotas ;inGermany usewas
recently made ofthepossibility granted undor thelaws inforce to
fixfreight rates within abracket .

-13- VII/136/75
International freight rates arofixed freely .Incertain
countries freight rates forexports aropoetod intho .freight offices .
Asregards transport cntheRhine ,mention must tomado ofthe
existence ofpools andagreements concluded bytheoperators todeal
with the latent crisis threatening this sector .
ACHllCVn IU'TT SATCOIflTUIIITY LEVEL
1965 framevjerk decis ion
17• During itssession of22June 1965 theCouncil reached an
agreement ontheorganization ofthetransport r.iarket .
Part oftheagroement related tothetariff system tobe
introduced within the framevrork ofthecommon transport policy .On
29October 19^5 »after this agreement hadbeen reached ,theCommission
presented theCouncil with aproposal forageneral regulation ,with
amendments toaninitial proposal ,relating tothointroduction .ofa
system ofbracket tariffs forthecarriage ofgoods byroad ,railway
and inland waterway .
Theproposai provided fort
-theintroduction ofasystem ofreference tariffs ,inaddition totho
compulsory tariff brackets ,i.e. ofasystem ofapproved ,published
tariff brackets ofanindicative ,notcompulsory nature ;
-publication ofthetariffs andterms oftransport applied outside the
compulsory tariff brackets andreference tariff brackets ;
%
–theabandonment ,inthecase ofspecial contracts based ontariffs
outside the *compulsory tariff brackets ,oftheprinciple ofprior
authorization ,sothat such contracts would ,asageneral rule ,
only require subsequent justification andpublication ;

»14** VH/136/75
–theeetti »gJ*PintheCommission ofaoonwittee tomonitor the
.transport market ;
•theintroduction ofasafeguard clause enabling theMember States to
employ aCommunity prooedure toremedy serious distortions which oould
give rise totheapplication ofthenewtariff system .
During aninitial three-year -period ,thenewtariff system would
beapplied only totraffio "between theMember States *Compulsory
tariffs would beapplied tooarriage byrail androad ,andreference
tariffs totransport byinland waterway .
After this initial stage ,thesystem should beextended to
national traffio andthesystem ofreference tariffs should beapplied
tothetransport byrail androad ofcertain bulk goods#
Inorder togive the flyatornthegreatest possible degree of
economic compatibility ,theCommission hadconsidered itadvisable to
introduce additional provisions relating tocertain points notdealt
with explicitly bytheCouncil .TheCommission hadtherefore allowed
theMember States tofixcompulsory tariffs ,,onatemporary basis ,
with maximum orminimum rates fortransport towhich reference tariffs
areapplied ,inorder toprevent ,where necessary ,abuse ofdominant
.positions orcut-throat competition .
Apart from providing fortheintroduction ofthetariff system ,
theagreement of22June 19^5 also made provision foranumber of
other 1measures aimed atharmonizing theconditions fortheoperation
ofthemarkets andconcerning ,inter alia ,admission totheprofession ,
monitoring ofcarrying capaoities ,agreements ,non-State intervention
incompetition ,infrastructure anditscosts ,thefinanoial equilibrium
•••/•••

-15- VII/136/75
oftherailways,thostandardization cftheiraccounts thoir
relations withtheStato.
§2»1966CouncilResolution
18.Atitssessionof19and20October1966theCounciladopted
aResolution inwhichitoeasodtogiveprioritytothotariff
system,advocating theadoptionofmeasuresinallfield3ofthe
commontransport policywithaviewtoachieving abalanoed
organization ofthetransport market.Itrecognized inparticular
theneedtopreventabuseofdominant positions orcut-throat
competition ,andaskedtheCommission topresentproposals regarding
roadandinlandwaterway carryingcapacity andadmission totho
profession .
§3*1967framework décision
19.OnthebasisofamemofromtheCommission andofanother
fromtheItalianGovernment ,towhichfurtherpointswereaddedby
theCommission ,theCouncildecided,on13and14December 1967»to
adoptthefollowing Regulations concerning thetransport marketas
soonaspossible ;
–theRegulation applyingrulesofcompetition totransport ,
–theRegulation ontheintroduction cfasystemofbrackettariffs
forthecarriage ofgoodsbyroadbetween MemberStates,
–thoRegulation ontheCommunity cmotaforthecarriageofgoods
byroadbetween MemberStates,
–inaddition,inotherfieldsconnected withtheoperation ofthe
market,theRogulation onactionbyMemberStatesconcerning the
obligations inherentintheconceptofapublic ,service,andthat
onthenormalization oftheaccounts ofrailwayundertakings .

-16- VII/13C/75
Those Regulations were adopted ,bytheCouncil #praotioally
bythedeadlines laid down .
WORK OFTHS OTTER INTERNATION ALIN-TTITTi'I OKS
20* Several other international institv.'Hons ,inparticular the
Central Commission fortheNavigation cftheRhine (CCR)fthe .
European Conference ofMinisters ofTransport (ECU?)ar.dtheUnited
Nations Organization (UNO)inGeneva -andespecially it?;Inland
flrarsport Committee -areintcrectod inthoeconomic aepccss (and
also intheother aspects )oftransport .TheECKT recently
introduced alimited quota ofmultilateral auxhorizatlone forthe
international commercial carriage ofgood ?bj*rsad between the
Member States oftheCCMT .Tfte EOITT isc^rr'-ritly proposing ,inter
alia ,action inthefield ofcombined tr,vzepr-r ?.«

-17-V\t/136/7S -F-D-t
Nature desautorisations délivrées pourlestransports routiers demarchandises effectués entre lesEtats «entres
ArtderfurdenGûterkraftverkehr zwischen denMtgl1edstaaten ausgestellten Genehmigungen •
Nature oflicences issued forgoods transport byandbetween Member States
Uestination
Bestjamungsort
Départ
Abgang
..DepartureBelgique
Belgien
BelglumDanemark
Danemark
DanmarkAllemagne
Deutschland
GermanyFrance
Frank reich
FranceIrlande
Irland
IrelandItalie
Italien
ItalyLuxembourg
Luxemburg
LuxembourgPays-Bas
Niederlande
NetherlandsRoyaume-Un |
Ver.Königreich
United Kingdom
12 3' 12 3|1 2 34 |12 34 1 2 3 1 2 3 i23~|M 23|i 2iï
Belgique
Belgien
BelgiuaC:La:La:
At At At
ou et ou
oder und oder
or and or
Av Av' AvC:L C2:
Av AvC:Cl:Cl-
Av Av Av
At At At
.(2contingents ..
distincts
2verschiedene
Kontingente
2separate quotes )
Zc ZI
und/et/andpasd'accord
keine Vereinbar
noagreement
La:La:La:
Jkv-»Av Av»C L C)
•ungL L L L L L L L L
Danemark
Danemark
DanmarkC:L C2
At Av
ou/oder/or
AvC:L C2:
At Av
ou/oder/or
AvC:C2;C2:
Av Av Av
ou/oder/or
At At At*)
Pasd'accord
La:La:La:
Av Av AvC:C2:Cl
Av Av AvL L L L L L Renseignements
nonfournis
keine Auskunfte
noinformation
provided
Al1emagne
Deutschland
GermanyC:L L?:
Av AvC: L C2:
At Av
ou/oder/or
AvC:L C2:Cl:
Av Av Av
ou/oder/or
Atk)
pasd'accord
La:la:La:
Av Av AvC:L C2:
At AvLa L LI
C:LC2:
At AvI
:C:LC2:Cl:
Av Av Av
France
Frankreich
FranceC:LLa:
Av AvC:Av C2:C2:
ou/Av Av
oder/or-–>
At At AtC:L C2:Cl:
Av Av Av
ou/oder/or
'AtPasd'accord^
La;La;La;
Av Av AvC:C2:Cl:
Av Av Av
(2cont.distinct s
2verschied.Kont ,.
2separate quotes
Zcet/und/andZI)L LL
)
!L L L C:Av C2:C2:
Av •Av
Irlande
Irland
Irelandpasd'accora
Leu LLa:
Av Avpasd'accord
La:La:La:
Av Av Avpasd'accord^
La:La:La:
Av Av Avpasd'accord *)
La:La:La:
Av Av Av• • mpasd'accord *)
La:La:La:
Av Av AvL L L L L LI
Pasd'accord
Keine Verein barung
noagreement exists

Destination
BestiMungsort
Oépart
Abgang
Départ ureBelglque
B«19l«n
Belglua
1 2 3Danemark
ifeaaark
Danemark
1 2Alleu ?»
Qeutsctiland
Geruany
1 2 3Franc*
Frankrelch
France
1 2 3Irlande
Irland
Ireland
12 3 1Italy
Italien
Italy
3*Luxeabaurg
Luxeaburg
LUxeaburg
1 2 3Pays-8as
Niederlanda
Netherl andt
12 3RoyUwe MM
Vereinigtes KBnlgrvtch
United Klngde «
1 3
Italie
Italien
Italy
Luxembourg
LuxemburgC: LLa:
At AvC:C2:C1:
Av Av AvC:LC2:
At Av
L L Lpastfaccord "«T|
renseigneets.non
fournls
Keine Angaben
noinformation
providedC:
AtC2:
AtC:C2:Cl:Cl:La
AvAv Av Av IAv
(2conti ntents dist.
2verschied.Konting .
1pasd'accord ♦)
La:La:La:
Av Av Av
Pays=8ds
Niederlande
NetherlandsiL LL
Royaume=un1
Vereinigtes
Konigreich
United KingdonL LC:LC2j
Av AvC: C2: C2
Av Av Av
(2conti ngents distJ
2verschiedoKontingJ
2separate quotes )I
Zcet/und/and Z1pasd'accord ♦]
La:
AvLa:La:
Av AvL L L L L L C:
AvC2:C2: C1:
Av Av Av
pasd'accord ♦]
LaLa LaL L L L
C:LC2:Cl:
Av Av Av
At AtC: C1: C2:
At Av Av
et/und/and
Av
C: C2: C2:
Av Av Av
At At Atpasd'accord ♦)L L
La:La:La:
Av Av AvL L L c[–T
pasd'accord ♦)
La:La:La:
Av Av AvC:
AvC2:C2:C1
A* Av Avpasd'accord »)
L L LIL L L
1-conpte d'autrui /'geverblicher Verkehr /transport forhlreerrevard
2-coBipte propre/Werkverkehr /transport onownaccount
3-transit /Transi t/translt
K"coïblné rail-route /kambiniert Schiene=Strasse /coeblned rall-roadAt=autorisation àteœps/Genehalçung aufZelt/perlod pernit
Av-autorisation auv#yage/Geneh«içung JeFahrt/journey pereit
C-contlngentenent /Kontlngentleruug /queta
C1-contingent spécial/Sonderkonti ngent/speclalquêta
C2-àvaloir surcontingent peurceapte d'autrui/
/aufdasKontingent fürgewerblichen Verkehr anzurechnen /
/tobeapplied tetransport forhlre errevardL•liberté total s/abselute Frelhelt /tetal
1iberty
La-réglée del'autorisation sans centlngenteaen *
/Genehalgung ehneKentlngentlerung /
/licence eutsidethequota
Zc>zone courte /Nahverkehr /shert distance haulaga
ZI»zene lengue/Feraveriiehr /lengue distance haul.
♦)«pasd*accord/Veine Vere1nbarunç. /neamenant

Tableau/Tabelle/Table1
EvoV.;iion dutratictotaldeoarehandlses parBoycndetransportd^nsles[taisn-.cm'sres(enmilUcnsdetcnncs/kilociMres)
Entwfc-klung desGes^icjUrvórkel'.rs naehVeriuArystr'dgen fndonKiitglïedskaaton (ir,Kio/to/km)
EvolutionoftotalgoodstrafficbymodeinthefeberStates(inmillionsofto.ine/kl1orceters)VI1/137/75
j~~ 1563 1972i Indlies-Evolution 1963/1972
■' 11
Paysiceobres j
(a) !iFer♦
\(b)iRecta
I
t(c)[Voie!
fluviale ;[(dì|!Oléoducs
LU)TOTAL j
I
I
L !IFer '
I
!(b)|Route
i
!(cj|/o1e
fluviale
M j01éoducs 1
(e)j1TOTALj
' S
!Fer j
'(b)Route '
SûVole i
fluviale !J I01éoducs
i(e)jTOTAL
I
fâjjtfAGSE ::63.756 !i
i5Û.2uC(l)!!29.513 |
lr j4.921 ,
i1158.390 j
iI65.C80[
j87.5CQ(1)I43.969|
i18.509|
i[215.658 j
IS103174 111 376 136
6£LGIDE |i
I7.017 lI6.596(1)]4.779 18.392 i7.675 J14.328(1){6.758j1.554 ;30.315 I
I!109 !
I217■141
I**I162
DANBWK 1.619 I
II8.200(1)!
i '!I
I-
i»
m9.819|
l2.C01 ;
i
i13.400(1)
(5)!_
i
i15.401 124 163
II
m
!
i157
FRANCE :66.172I
37.087 |11.358 4.C82 118.639i
..6G-2S3 Ii ••
|72.-®°®i
î14.156 32.470 189.414 106 196 125I
795 160
IRLANDE i
i358 I
ij1.715(4)1lI
I'2.073 5732.5CC(2)f
i"3.078 161 143'. !
I i148
iITALIE I17.002 45.170 II237731i£3.20017.844 j58.985 39110.766 I87.987 105 131 132 1.472.139
i
!l'dXt'-iBCIjRG 650 ;;115(2)1I
I
»765 781 I|279(2110i1.070120 II243 |
l i" il
I"|140
PAYS-SAS '|4.167 jj7.552(3)120.201 |1.206 II33.226 !
I!3.071
[13^Q3(3j I29.333
i 5.703 j52.007 |!74|!182
I145 472157j
ROYAL'SE-US !'25.178 1
i:57.000 |
i242!
J[891|
l !I63.311j21.025
I '!84.000 91
! !
; à..3.032|
I1108.148
i
L84|14738
i340
iI130
i
jTOTAL'
I–_1135.919 •213.735 !
ip ,
!76.390 j
i 1j11.831j! :
487.875|183.643 !
j!347.693 I'94.708
| Ji72.034
1 ![703.078|I
I101j163124||609
'144
SOURCES:Stat<OWJ/OhQ_1973
'-aveclesexceptions ci-opràs:
QUELLE:-mitnatheUhandon «jsnahsen :
-vithtfiô|ollcuingexceptions:
(l)!RF•
(2jlitressources/WtreOjoI1en/Othersources
(3)TraficIntérieurtuiqutnent/NurBinncnverkehr/1n+e«naltraffîconly
(4)1S64
(5)1971a)Paysnesbres/Hltgltadstaaten/fieaberStates
b)Fer/Elsenbahn/Railuay
c)Route/Strasse/Road
d)Voiefluvia'o/Binnenschiffahrt /Inlandwaterways
e)Oléoducs/Oelleitunçen/Pipelines
(♦)-indices-évolution 1963/1972
-Indicss-Entuicklung 1363/1C72
-Incicesofgnwth1i>63/'!372

DOCUMENTATI 01»STATI SìIUUE
V
TaBLEAU 1•-Evolution dutrafic total demarchandises parmoyen detransport danslesEtats membres (enaillions detonnes/kilomètres )
-Entwicklung desGesamt guterverkehrs nachVerkehrsträgern indenMitgliedstaaten (inMioto/km}
-Evolution oftotal goodstraffic bynodeintheMecber States (inasiilicns oftonne/Kilometers )
TaBLEA'J 2:-Répartition dutrafic aarchandises selon lesdivers sodés detransport surlabasedestonnes/kaen1963et1972
-Aufteilung desGuterverkehrs aufdieeinzelnen Verkehrstrager n3cht/kafur1963 und1972
<»Distribution ofgoodstraffic bymodeoftransport for1963 and1972„based ontonne/ka
TABLEAU 3•-Noeibre devenicules routiers :camions /Anzahl derStrassenfahrzeuge :Lastkraftfahrzeuge /Nunber ofroadvehicles :Motor vans (trucks )
TABLEAU k:-Nombre etcapacité desvéhicules routiers lcamions ,remorques ,semi-reacrques )
-Anzahl undKapazität derLastkrüftfahrzeuge (LKW,Anhinger ,Sattelanhänger )
-Number andloadcapacity ofroadootor vehicles (motor vans (trucks ),trailers ,seai-trailers ).
TAâLEAU 5:-Nombre debateaux (automoteurs »chalands ,barges )
-Anzahl derSchiffe (Motorschiffe .Kähne ,Schubleichter )
-Number ofboats (self-prepel 1edbarges ,lighters ,barges )
TABLEAU 6:-Résultats financiers :Evolution duproduit aoyen ,enwagon complet ,partonne/km,destransports parchesins defer,coaparé auxprix àlaconseEnatîon
-Finanzielle Ergebnisse :Entwicklung derÜurc'nschnittserträge ,inWagenladungen ,jeto/km,fürEisenbahntransporte iaVerg .eich zuaVerbraucherpreis
«•Financial results :Growth ofaverage revenues ,byfull wagon load,pertonne/ka,carried outbyrail,incomparison with consumer prices .
GRAPHIQUE 7:-Relation entre lesindices duproduit aoyen .part/k.n,destransports parfer,effectués varwagons complets ,etdesprix àlaconsolation ,pourlapériode 1963,1973
-Relation zwischen denIndicas derDurchschnittserträge -jeto/km-fürEisentahntransporte inWagenladungen undderVerbraucherpreise fürdenZeitraua 1963/1973«
«Relation between theIndices ofaverage revenue ,pertonne/km,carried outbyrailincomplete wagon load,andconsumer prices fortheperiod 1963/1973.
TABLEAU 8:-Evolution desfrets rhénans ,prixàlatonne/Intwickluug derRheinfrachten ,Preis proTonne/Growth ofRhlne freight prtces ,price partonne
TABLEAU 9:
TABLEAU 10:-Evolution desfrets rh£nans /Entwicklung derRheinfrachten /Growth ofRhJw freight prices :INDICES
Evolution desprix detransport parroute enAllemagne (Rép*Féd .) )
Entwicklung der8efdrderungspreise laGutarkraftverkehr inderBundesrepubl ikDeutschland )
Growth ofroadtransport prices within theFederal Republic sfGermany )INDICES
TABLEAU •Tibelle /Tabla
GRAP YUCSJC.- Dars^el^una /GraoH

«Rlpartltlen dutrafic aarchandlsas seien .Iisdivers modes detran-pcrt sur base destonnes/klloa£tres enis63et197t
-Aufteilung desGüterverkehrs aufdieeinzelnen Verkehrsträger nacht/kmfür1963 und1972
-DlstrlbutUn ofgoods trafflc byBodeoftransport for1972,based ontonne/ko.TABLEAU /TA8ÊLLE /TABLE 2
VI1/137/75rev.
01
F3%
32ï
//'t',tf'//
 ''"/'Ί
ii//, 4hi
196391
-.-m -.-:
412
py.tr
all^AOT362
''/fa'AV
/>"■!.'il' -,r.
1961η
-ΏΧ
482
Wi'/y
mr
BÈmlTR 64% 87%
c'''WV ,/. /■Ali',';/,
N /
DANEnM01
F
R32
ir-mt------
31%
,ssr
^--:-x
V-'.-.l ,/-ss,'y'
'S,s/*
1963352
y/.'''s'
y-pi';-.
's."/■■■
S .S.in
RANCIicTR 83% R 812
vïiïtï' .'Mïtâ ;
N IRLÀiTœ 1
01
F12
712122
r''t'''
*/////.'
1963Ffli;ri»>/»'«'»>.|1
i)»•»i|tl4>iil.A
672
wmY.',,'A152
cV'&zïr44
262
£-w;->j
C;:---
.*'-
r'x S'
 
- ^:-v'42
0
Fi-Ptt -yJ
ITALIE LUXEMIRQR
C
JV232
issr^-122
Cl
tSÛYzj
272
Cr'l
PAYS^AS012
692
'/O 'L''
-<y'*
C'''''so3Z
p'-n 'U'■1/»y'".♦S'!»**' 10>l
782
1972
ROYAUMW 4JM01»Oléoducs /Rohrleltur.çan /
PIpellres
F■Volefluvlale /Binnsrv .
Schiffahrt /Inland waterways
R•Route/Strasse /Road
C•Che«!ns defer/Elser.fcahr.an /
Rallueys

VilHiT -nS
r«0;:BPELtVZHiCULES ROUTIFRS :CA^lCtiS (x)
kHMl DERSTRASCEHFAHRZEUGT :LASTKRAFTFAHR ZEUGE (X)
r!U!!8ER OFROAD VEHICLES :MOTOR VANS (TRUCKS )(x)Tablón :,TabclW'sbls 3
-U-2 :K.NuISKE DECAfîlONS ENMILLIERS
! (b) ,INDICES DL'NOhBRE DEC^ICKS
(1358-TOO)(c)NOMBRE DECAfîlONS PAR 10Û0
HABITANTS (d) |NOMBRE DEC^ilONS PAS Kl-
SUPERfICIE DUPAYS (9)l2DELA
1962
i _____1971 1302 1971 1962 1971 1962L 1971
' ■ ■"– f
ALLEMAGNE (R.F.A. ) I'782,8 1.203,5 121 | 167
I14,3 ' 20,3 3.2 4,8
EELGi ØJEi
180,0 229,0 115 1*7 19,5
I211 ;5,9 7,5
DANEMARK1
j201,0.219,4
i158 172 43,2 • 44,2Hi
S5,1
FRANCE 1.782,9 2.849,2 124 199 37,9 55,6 |
i3,2 5,2
IRLANDE447(1) | 445(1)
I103 103 15,8 15 0,6 0,6
ITALIE I|774,31.297,9 |
i»,i
|2a15,4 24,0 2,6 3,4
LUXEMBOURG 9,5 9,1 1Z7 13) 30,0 26,1 3,7 3,5
PAYS-BAS1
176,3 " ! 32),0 .136 261 14,9 25,7 4,3!>•
83"i0
I
"ROïAL'HE-UNi j1.524,5 * I
i1,623,5(1 ) 118 126.25,4 30,0 6,6 7.1
TOTAL I5.431,4 j
"– •'i7.770.6
- iI
i
Sources :Bulletin ar.nuel destatistiques detransferts pourl'Eurcpa (Hâtions Unies)
Quelle :Jahresfculletin derTransportstatistik furEurapa (Vereinte Nationen )
Kentiff.cfsource :Annual bulletin ofTransput Statistics forEurope (United Nations )
Mitgliedstaaten /îlesber States
b)Anzahl derLastkraftfahrzeuge /Kuraber of®otor vans(irucks )
c)IndexdsrAnzahl derLastkraftfahrzeuge /lndexefthenumber ofartor vaas(tracks )
dtAnzahl derLastkraftfahrzeuge pro1003Einwohner /Nur.ber ofaioior vanc (trudss )per1CC01r.h::b1tsnts .
cjAnzahl derLastkratt fahriieugs proksiarGrundf!3cfce desLa,n.des/Nunber efaaor vans(trucks )perkeofthecountry 'sarea.
Ureoorçues ,nise(M quos
aus^crietr.nen Anh^noo »"und Saltai £nh1Sr\OG-r(l)noncompris lestracteurs
Zugmaschinen ausgenoiaôn
excepted road tractors
y
(x)ytsccrls lestracteurs ,noncompris
Ixj L\n*vsK\\o«*\tch Zu^naacMnon ,aus^cru♦♦)«Leschiffres ayant étéfournis
trop tard,iln'yavsit pastccyen
d'entirer desconclusions pcir le
rappsrt (VI1/176/75)
-DadasZahlencaterial zusp'ätgslie «
fert wurde waresnicht sehr täglich
Schiussfol gerungen fürdenBericht
(VI1/176/75)zuziehen .
-There wasnopossibility ofdrawing
conclusions ferthereport
(V!1/176/75)asthefIcures arrive 3
-:\\l 137/IS

NombreetcapacitédesvéhiculesroutiersUaniens,remirques,sertl-romc-ques)
AnzahlundKapazitätderLastkraftfahrzeuga(LKW,Anhänger,Sattelanhänger )
Nucberandloadcapacity»froadmotorvehicles(m»torvans(trucks)trailers,serat-trallers )'fait.
'■'V/-\3-?
Tab!sau/Tabelle/Table4
PAYSMEMBRES
'M™
'd)ccopted'autrul
e)comptepropre
FRA?fCE
ò)coepted'autrul
e)coistepropre
ITALIE
d)coapted'autrui
e)coratepropre
PAYS-BAS
d)cespted'autrul
e)ccaptepropre
BQ.GIQUE
d)cospted'adrul
e)crapteprrpre
LUXSKBOURS
d)co-pted'autrul
•)coûteprepre1962Nombredevehículos a)
W1971!d'augaentatlcn
HMTonnage ~ . *
■ii A
1962 1971 |d'a'jycantatlsn *1(h)
'219.474
729.914
135.750
1.830.920
175.609
350.705
20.181
189.546274.759
1.064.077
264.785χ)
2.610.671 χ
212.321xx)
819.669xx)
25.860
193.405
*)pourISCO/Angaben.'flr 1SCfi/flguresfw1050♦25,2%
♦45,8%
♦95%
♦53-5%
♦20,9%
♦133,7%
23,]%
2,0%
a)cMffresp<w1967,ycooprlsletbfcycles&csburpourletransportAaarehandtew
AngatanKir1367,etnschllessllch zwe!r3drlga-KraftrScfcrarBeffcrdwung von(xitei7
fly-resfw19S7Includenottr-blcyclesfurgoidstrensp<*"t
t
Sron-e;Slat-st'quod3stransports,OfficeStatistics oeaC.E..
(J.-cllo'rlrcnsjcrtstatisTtk ,.StatletHchos tetderE.C.
x---fî ^",r,:1.318.726
1.943 >837
792.000
3.247.000
1.060.657
753.4312.191.740
3.411.530
1.590.937x)
5.504.241 x)
1.302.549 xx)
1.442.101 xx)
319.627
695.744
i
I♦66,2%
.75,5;
♦151,4%
♦69,5%
♦22,8%
♦91,4%
a)Ncabradasv#iluiles/AnzahlderFahrzeuaa/Nuabvcfvchlcles
b)%(faugMntaticn/prezentuale Erhttmng/fmreaaeInpercent
c)tonnaoB/beftrdertefango/tonnage C:'ctn\
d)transpartpourcoopted'autrul/gewerbllthor Verkehr/prvfKC'trjJ transpc
e)transportpourcaapteprtpre/Verkverkehr/transportoneukaccountceri

■VI!/137/75
Tableau/Tabel1e/Table5'
ffebredebateaux/AnzahlderScf;Tffe/Hunterofboats
(Ai:To«Ki.j,-f chalands,barges/Hotorsehiffe ,KShna,Schubleichter/Self-prapelledbarges,lighters,bargos)
IPayscó.:Lres/I'.itgliedstaaten I;/lutouoteixs/Hotarschiffs/ IIChalandj/Kähne/ IIBarges/Schubleichter/ .ITOTÀL .
IPieinberStates selfprcpolledbarges IIfghters Ibarges
r [1965 I!«71 ![1965 Ij1971 |j1565 1Ll |1965 |I1971
|ÎÏTÔQ7|10.169 ||XÏÔ21.372 175 . 743 14.24 12.23*
BELGIQUE 8.454 7.879 1.159 353 50 89 9.663 fi-32!
FRAf£E G.615 8.450 4.196 873 932 1.588 13.743 |
I10.911 .
I7ALIE 740|5622.276 423 31 3.016 . 1.016
LUXFiiBÛURG 17|
j«•
"PaYS-BÀS 17.411 18.036 !I11.334
L10.234 226 663 28.371
... . ..i23.933
46.227.j45.113 22.167 13.2551.333 jj3.11469.777 |61.482
Source:
Quel1e:
Source:Statistique dostransports,OfficeStatistique desC.E.
Transpcrtstatistîk fStatisttsches kst(terE.6.
Transportsttisties,Stat.OfficeoftheEX.

m
Si£8
DGB
SNCF
FS
t/L
Br
CiC
AlSRESULTATS FINANCIERS :Evoluticnduproduitaoyen,enwagoncomplet,partonne-kiloaètre ,destransportsparcheminsdefercomparéauxprix
àlaconsommation
FINAMIEUE ERGEBNISSE:Entwicklung derDurchschnittsertrage inWagenladungen ]et/kn,furEisenbahntransporte i®Vergleich zumVerbraucherpreis
FINANCIALRESULTS:Growthofaveragerevenuesbyfullwagon-load,pertonne/km,carriedcutbyrail,incomparisonwithconsumerprices
ALLEIWEALLEIWE :D-Ka*"
indices:
a)imjixprixconsoa-
«atlon
bVindicoprfxdegres
BELGI3JE:Frjtcbelge
indices:
a)
b)
DANEtwRK Courcnna
danoise
FRANCE1963-!1954 1965
0.071
100
100
100
0.856
100
100
100
a)
b)Francfrançais !
Indices:I
ITALIE
«•)Lire
Indices:0.062
100
100
100
100
100
100
ll|X£l,PlKG:Franclux.
IndicesU90
100
100
ROmire-ONI:llvrester1bg
Indices:
IRLAN'DÉ"illvresterling
_LIndices:
PAYS–BAS;
tFlorin
Indices:0.050
100
100
1000.069
97.2.
102.3
100.2
0,833
97.9
104.17
104,77"D.067
94.4
105.8
102.3
.0.811
94.7
108.4.
105J8
0.061
98.4
103.2
101.6
105.9
103.3
1.641
97.1
103.100.060
96.8
105.9
103.1
110.7
105.0
1.665
98.5
106.531956 19»?
0.070
98.6
109.5
103.4
0.849
99.2
112,93 .
108.2
0.CC5
104.8
108J
105.4
113.2
1G6.5
1.566
116.3
109.350.069
97.2
111.1
102.9
0.851
99;4
116.15
107.1
0.119(O
0.070
117.7
111.8
104.6
117.5
106.3
1.737
102.8
112.471968
0.069
97.2
112.7
97.0
0.834
97.4
119.35
.107.419GQ 19/0
0.069
97.2
116
S9.4
0.124(0
0.029
111.3
116.9
106.1
1-S.0
126.7
1.870
110.7
115.420.824'
96.3
123.83
112.6PT
0.127(0
0.072
116.1
123.9
115.2
122.2
111.0
1,751
103.6
118.S70.074
104.2
120.4
105.0
0.921
107.6
128.57
TW.0
0.122(0
0.075
121
130.8-
125.6
123.2
119.0
1.772
104.9
123.551371 '1975 i1573
0.084
118.3
126.6
109.9
1.026
119.9
134.26
117.4
0.124(0
0;u32
132,3
137.8
129.0
134.5
123.0
1.590
S4.1
129.320.090
126.3
133.9
143.9
1.041
121.2
141.57
122.2
0.120(0
0.032
132.3
146.2
135.3
142.2
128.0
TK6
100.4
136.07
(-)Résultatsexprimésen•perce"
la•pence1ausgs&uJckt/expressedIn■5»rce*:1£.0.791(0
103pence
voirANN
0.050
100
105.8
106EXE/sJANLAŒ/!seeANNEX
0.051
102
110.7
110G.0w2
104
117.1
1150.051
102
121.2
1150.051
102
125.7
1160,053
106
135
1170.057
114
141
1240.C57
114
151.7
1250.063
125
163.6
130.094
132.4
141.9
121.2
1.056
13.4
149.81
133.2
0.135(0
0.C86
133,7
153.3
149.2
152.6
139.7
0.81700,808(01,783
105.5
144.33
0.806(0
0.064
123
173.7
140TsMeari/TaSolle/Ç>
VI1/137/75
•)ycomprislesenvoisdedétail
(partonnetransportée )
Stiickçutsendungen (into)inbegriffa
part?!oadconsignants Included
a)Indicesprlxconswuaation
Indexd.Verbraucherprelses
cousumerprtwIndex
b)Indiceprtxdegros
Indexd.Grossh-widelsprcIses
wholesalepriceIndex
♦)ycocprlslestraflcs
routiersetsariUses
Kraftwaysnguterverkehr
u.Seeverkehr Integrlffen
road"andseatraffleIncluded
UfC:Leschiffressontprobants.
Laconcurrence aeepêchélahaussedes
prix.Dégradation desrésultatsfinan­
ciersdufer.
•NachAuffassung UICzeigendieseein»
drucksvollen Zahlen.dass.dieWöttbs-
werbslageeinAnstelgenderPreisever­
hindertu.sich'dadurchdiefininzlelle
Lag8derEisenbahnen ständigver­
schlechtert hat.
«Thefiguresarecenciusive.CecpctItici
•hagprevented ariseInprices.
'Deterioration Inthefinancialposition
Ioftherailways.
Source:Statistiqueintimée;?«.£.V)CetstatistiqueconjonctureU*Û.SX.E»/Internationale Eisenbahnstat.(U .!.C.)u.Kcijur,kt'.!rolle Stat.desStat.AœtesderEG
/International radlvaystatisticsandstatisticsofth&Sut.OfficeoftheE.C.

RESULTATS FINANCIERS :Evolution duproduit «toyen,anwagon complet ,partonne»kiloaètre ,destransports parchaains defer,comparé auprix àla
consommation
FlhANZIELLE ERGEBNISiE :Entwicklung derOurchschnittsertrage inWagenladungen ]et/km,furEisenbahntransporte inVergleich zuaVerbraucherpreis
FkKANC1 ALRESULTS :Growth ofaverage revenues byfull wagon-load ,pertonne-km ,carried outbyrail,incomparison with consumer prices
CIE
(Coras loapair
Eireann )IREL AMD:livre ster­
ling s)
Indices :
a)indice prix concora-
mation
b)indice prix degros1963.
1.345
1oo
1oo
1eo1964.
1.369
102
107
106w
1.442
107
112
1101966
1.290
96
115
1121967 . 19w„
1.235
92
119
1151.110
83
125
1221969,
1.115
83
134
1311970
1.223
~91
145
1371.202
158
1451972
1.308
9?
171
1601973A,
1.361
101
191
188
SOURCES :CIE et"Central Statistics Office -DUBLIN ■)lesrésultats sont eeprimés en"pence "
–in"pence *ausçedriickt
-expressed in"pence ■
Leschiffres ayant étéfournis troptard,iln'yavait pasmoyen d'entirer desconclusions pourlerapport (VII/176/75)
DadasZahienmaterial zusp2tgeliefert wurdewaresnichtoehritoglich ,Schlussfol gerijngen furdenBericht (VI1/176/75)zuZiehen.
There wasnopossibility ofdrawing conclusions forthereport (VII/176/75)'asthefigures arrived toolate.

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f^iatlon istv^r .tte -teviicas «f«v;r<75 ;^v»pertsr.r^/ri:flcsrrl?j cut r»H fn..^lot*v?;:n Itud (––Jandcinsue*r pric4$ (»iu> )ffc*v,jp*rU4 iyU/»a>?3.
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V VI1/137/75
Tableau /Tabelle/Table 8
Evolution desfretsrhénans /Entwickkng dcrRheinfrachten /Growth efRhlne freight prioes
Prix àlatonne/Preis proTonne/Prîce pertonne
Sel .on/VtrkehrsY^rb !ndung/ •
F.cutesMarchandise /
Gutart/Goods
i
_ _ if'on.iaio
Walirung
Currency1963
I196%
l1965 I1966
I1967 1968 1S69 1970 1971 1972
– 1
Ri;tterciar.-OuIsbur-g-Ruhrert jHinoral /Erz/
CresQi/tonfie 3,35 3,35 3,30 3,30 3,10 3,10i
3,10 4,13i
3,23 j
I3,13
i
Rotterdam -lidnnheia |
IICharbon/Kchle/
ISollaFuelDM/tonne 8,90 j8,90 i
ie90
9
Ie,90 8,30 6,90 8;9Q 10,25 10,42 |
l11,42
I
Rotterdam -Kohi j
ii
IC£real es/Getreide I
ICoreals !DM/lonne
l12,55 12,55 8,80 8,60 7,50 7,50 11,25 15,75 16,21 17,38
i
jKarlsruhe -Anvers
t
I
lGravicr /K1e3/
GravelFB/ior.r.ti 55,3 58 56 57,33 60,33 64,17 77,22 100 |
!
i|go
180
Source :R3ppcrt annuel delaC«r^icsion centrale pourlanavigation duRhîru
Uuelle J&hrssbericht derZsntralkcanfsslon fUrdieRhûînschlffahrt *
Source :Annual report oftheCentral Coisaiission fortheRhine.

VU/137/75
Tab1eau/T?belle/Table.9
Evolutiondesfretsrhdnans/Entwicklung derRhsinfrachtan /GrcuthcfRhlnefreiohtprices
» Indi
I . I
I ( s1063
L i195V 19C5 i
li1S66
l ij1967
I1968 1969
I i1S70 !
Ii1S71
L_j1972
jRotterdai-IXiisburg-Ruhrort ji 1
Iiiinera!s/Erz/1■.100 I
Ii100
I 28,5j!98,5
i|§2,5 92,5 92,5 123,3 '97,9 23,4|
a)indicoprixconsocoation j
b)indiceprixdogros |iOres
IDM
!100
100!102,3
j100,2
i105,8
102,3
i I|109,5
|103,4
I111,1
|102,9
t112,7
97116
99,4120,4
105125,5
109,9133,9
113,9
I
i
Rotterdaai-fafinhein .j
a)
b)• II
jCharbon/
Kchle/Solid
fuel
tti100
100
100100
102,3
100,2100
105,3
102,3100
109,5
103,4100
111,1
102,9100
112,7
97100
116
99,4115,2
120,4
105117,1
126,6
109,9123,3
133,9
113,9
Rotterdaœ-Kehl
a)
b). !!
Cör<falos/
Getreide/
cereals
|ßiI
100
100
100'j
II
1G0
102,3
|100,2
I70,1
105,8
102,370,1
103,5
103,459,8
111,1
102,959,8
112,7
9709,6
116
39,4125,5
120,4
105129,2
126,5
109,9133,5
133,9,
113,9
}Karlsruhe-wivers j|Gravier/Kies/j!100|1C4,3i
|101,3 •103,7 |109,1 116,4 j139,7 180,8 162,7 144,6
|a) ..i
ib)
j
i!gravel
ra j
L_ !100
100
i104,17 I
104,7j
>108,4
105,8112,93
108,2
i116,15
107,1
i*113,35
107,4123,«3
112,a
■ ■123,67
113,0134,26
117,4141,57
122,2
a)Indioeprixconsocsaticn
Indexd8SVertralicharpreises
consuaerpriceindex
b)indiceprixdegros
IndexdesOosshandel spreIses
wholesalpriceIndex

VII/137/75
Tabicau/Tabel1o/Tabie10
EvolutiondesprixdetransportparrouteenAllemagne(R.F.)
Entwlcklung derBof3rdorur.gspreise lflGi£erkr3ftv6rk6hrcJn cj^rBundcsrcpubllk Deutschlanq ^
CrowthofroadtransportpricesvithlntheFederalRepublicofGerraany
(Indices)
Année
Jahr
YearIndexgvnéraldesrecettest/ka :
pourletransport derriorchcndisas
AllgcseJnerlnd:xderErtr2gajat/ka
furdenGL'tc-rtrar.sjwt
Generalindexafreceiptspertonna/ka
forgoodstransport1Indexgénéraldesprixdegros
Allgcuelner IndtxderGrûsshandelspreisc
GeneralindexofwholesalepricasIndexgénéraldesprixàlaconsolation
Al]ger.einerIndexderVerbraucherprsise
Generalindexofconsumerprices
1353 I ico 1D0 100
1964 101,7 100,2 102,3
1965 100,9 102,3 105,8
! 1956
»1CS.1 103,4 109,6
1S57 I 107,9 102,9 111,1
■ 1S58 105,1 97,0 112,7
1369 ' i '107,9 j 99,4 116,0
I Tô7Û I
I '114,1 105,0 124,0
1j71 1238, -£J,o ,109,6 126,6
.1C72 131»3 113,9 !
i133,9 .
1973 I 129,8
l !I,■■■,. ■