EUROPEAN
COMMISSION

Brussels, 31.5.2017
COM(2017) 281 final
2017/0123 (COD)

Proposal for a
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
amending Regulation (EC) No 1071/2009 and Regulation (EC) No 1072/2009 with a view
to adapting them to developments in the sector

(Text with EEA relevance)
{SWD(2017) 194 final}
{SWD(2017) 195 final}

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EXPLANATORY MEMORANDUM
1.

CONTEXT OF THE PROPOSAL

•

Reasons for and objectives of the proposal

Regulation (EC) No 1071/2009 on access to the occupation of road transport operator 1 and
Regulation (EC) No 1072/2009 on access to the international road transport market2
('Regulation (EC) No 1071/2009', 'Regulation (EC) No 1072/2009' or 'the Regulations') were
adopted as part of a package of measures aimed at modernising the rules governing admission
to the occupation of road transport operator and access to the road transport market.
As a global objective, the Regulations support the good functioning of the single market in
road transport, its efficiency and competitiveness.
Regulation (EC) No 1071/2009 lays down the provisions that undertakings must comply with,
in order to access the occupation of road transport operator (passenger and freight). It also
lays down certain provisions to regulate and enable enforcement by Member States.
Regulation (EC) No 1072/2009 lays down the provisions that undertakings intending to
operate on the international road haulage market and on national markets other than their own
(cabotage) must comply with. It includes provisions related to the documents to be issued to
such undertakings by the Member State of registration (Community license), as well as to
drivers from third countries (driver attestation).
An ex-post evaluation of the Regulations was carried out in 2014-20153 and concluded that
the Regulations were only partly effective in achieving their original objective of creating
suitable competitive conditions in the market. The main difficulties encountered were linked
to shortcomings of the rules and their enforcement. This proposal, which is a REFIT
initiative,4 is also intended to correct these shortcomings.
•

Consistency with existing policy provisions in the policy area

This proposal is part of a broader ongoing review of the road transport legislation. It is closely
linked to other existing legal acts concerning road transport, in particular the social legislation
for road transport (Regulation (EC) No 561/2006,5 Directive 2002/15/EC,6 Directive
2006/22/EC7 and Regulation (EU) 165/20148). Better enforcement of "market rules", as
suggested in the present proposal, will therefore be made easier through existing synergies
while, conversely, contributing to the enforcement of social legislation in an indirect manner.
•

Consistency with other Union policies

The proposal contributes directly to one of the priorities of the current Commission, namely to
promote a deeper and fairer single market. Its main objective is to further improve the single
market for road transport through amendments intended to eliminate causes for disparities and
to ensure better enforcement of the rules.

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OJ L 300, 14.11.2009, p. 51.
OJ L 300, 14.11.2009, p. 72.
The Commission published a Staff Working Document with the results of this evaluation:
https://ec.europa.eu/transport/sites/transport/files/swd20160350.pdf
Initiative No 10 in annex 2 to the Commission Work Programme 2017.

OJ L 102, 11.4.2006, p. 1.
OJ L 80, 23.03.2002, p. 35.
OJ L 102, 11.4.2006, p. 35.
OJ L 60, 28.2.2014, p.1.

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This proposal meets the REFIT objective by increasing effectiveness and reducing the
administrative and regulatory burden for businesses. It also gives the Member States the
possibility of reducing certain unnecessary implementation costs relating to enforcement of
the rules.
2.

LEGAL BASIS, SUBSIDIARITY AND PROPORTIONALITY

•

Legal basis

The legal basis for the Regulations and for the proposed amendment is Article 91(1)of the
Treaty on the Functioning of the European Union ('TFEU') (formerly Article 71 TEC).This
article provides the basis for the adoption of EU legislation laying down notably: (i) common
rules applicable to international transport to or from the territory of a Member State or passing
across the territory of one or more Member States (Article 91(1)(a) TFEU); and (ii) the
conditions under which non-resident carriers may operate transport services within a Member
State (Article 91(1)(b) TFEU).
•

Subsidiarity

The EU shares competence with Member States to regulate in the field of transport pursuant
to Article 4(2)(g) TFEU. However, amendments to existing rules can only be made by the EU
legislator itself.
Besides, the existing differences in Member States practices and weaknesses in respect of
enforcement are detrimental to the operation of the single market, are intrinsically tied to
shortcomings in harmonisation and can therefore effectively be addressed only by the Union.
•

Proportionality

As indicated in Section 6.3 of the impact assessment report, the policy proposal is
proportionate to the problems that have been identified and it does not go beyond what is
needed to solve them. On SMEs, in particular, the envisaged policy measures would in
general have no disproportional impact. The proposal is mainly focused on a simplification
and clarification of the existing regulatory framework, together with more robust enforcement
requirements, and it does not create additional regulatory requirements for interested parties
which would not be proportionate to the identified problems.
•

Choice of the instrument

Since the legal acts to be amended are Regulations, the act amending them should in principle
take the same form.
3.

RESULTS
OF
EX-POST
EVALUATIONS,
CONSULTATIONS AND IMPACT ASSESSMENTS

•

Ex-post evaluation/fitness check of existing legislation

STAKEHOLDER

The Regulations were subject to an ex-post evaluation.9 This evaluation was complemented
by an external study.10
On enforcement, the main issues identified are the following:
9
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See Footnote 3.
http://ec.europa.eu/transport/sites/transport/files/facts-fundings/evaluations/doc/2015-12-ex-postevaluation-regulations-2009r1071-and-2009r1072.pdf.

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–

There are different levels of control by Member States, in particular on the stable
establishment and good repute criteria for access to the profession and illegal
cabotage operations.

–

There is a lack of cooperation between (at least some) Member States, notably on
compliance with the stable and effective establishment criterion for access to the
profession.

Other shortcomings of the rules concern the fact that some rules are not specific on given
questions or leave explicit room for unilateral measures by Member States, all of which has
led to differences in practice that are negative for the operation of the single market:
–

The definition of stable and effective establishment, including the term operating
centre, leaves open many questions. As a consequence, different practices have
emerged.

–

The period of time before good repute is reinstated is neither defined nor otherwise
regulated in Regulation (EC) No 1071/2009, and varies widely between Member
States.

–

Invoking Article 3(2) of Regulation No 1071/2009, some Member States impose
additional conditions on access to the occupation of road haulier.

–

The cabotage provisions are not specific on certain points and this has led to
differences in Member States practices. Some Member States accept several loading
and/or unloading operations within the same cabotage operation, while others do not.

Regulation (EC) No 1071/2009 leaves Member States the faculty to apply its provisions to
vehicles the permissible laden mass of which does not exceed 3.5 tonnes ('LCVs'), which
leads to different requirements for the same vehicles in different Member States.
•

Consultations of interested parties

The consultations of interested parties conducted in preparation of this proposal complied
with the minimum standards for the consultation of interested parties set out in the
Commission Communication of 11 December 2002 (COM(2002) 704 final).
The consultation process included two types of actions – opinion gathering and data
collection. Open and targeted consultation methods and various consultation tools were used.
As for the open consultation, an online public consultation took place between 15 June and
15 September 2016. The main objectives were (i) to gather additional information on the
existence of the problems identified during the ex-post evaluation, as well as information
allowing the quantification of the problems found to exist, (ii) to seek the opinion of
interested parties on possible policy measures, and (iii) to assess the expected impacts of the
possible policy measures. The Commission received 175 contributions: 23 replies from
medium and large companies (hauliers and shippers with 50 or more employees); 18 replies
from small companies (hauliers and shippers with 49 or fewer employees); 17 replies from
logistics industry representatives; 33 replies from associations representing road transport
workers; 48 replies from associations of road transport operators; 18 replies from national
authorities and relevant associations; and 18 replies from other respondents.

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Moreover, as part of the public consultation 22 position papers were received from a variety
of interested parties including industry associations, workers organisations, national
authorities, enforcement organisations, NGOs and experts.
The consultation paper, the contributions received and a summary of these contributions are
available on the webpage 'A road transport stategy for Europe' of the Directorate-General for
Mobility and Transport and on the Commission's 'Your voice in Europe' website.11
The targeted consultation process included the following:


A SME panel survey focused on issues around the use of LCVs in road transport and
the potential impact of policy measures related to the extension of the scope of the
legal framework to cover LCVs. A total of 17 responses were received, including 7
providers of road freight transport services using owned or hired vehicles for hire and
reward, 7 firms that use owned or hired vehicles for the transport of their own goods
('own account operators') and 8 users of road freight transport services.



A survey of authorities to obtain the views of the national authorities on the policy
measures proposed here in terms of their expected impact on the implementation and
enforcement of the legal framework and to obtain data or estimates of the possible
costs those measures could entail for the authorities. A total of 18 responses were
received, covering 16 Member States12 and 1 from Euro-Contrôle-Route.



A survey of hauliers to obtain relevant data from transport operators on costs and
characteristics of operations that could be used in the assessment of the impacts (as
part of the baseline scenario) and also their views and estimates on the costs or
savings from the policy measures under consideration. A total of 80 firms responded
to the survey of hauliers.



Telephone interviews of interested parties (31 interviews of national and
international transport companies and the respective associations and national
authorities) to gather more detailed insight into the opinions of interested parties on
the different measures under consideration, obtain data or estimates of costs and
views on possible difficulties that may arise in relation to each measure.



Several stakeholder seminars, meetings and other events were organised during the
course of the ex-post evaluation and impact assessment of this initiative, involving
the social partners and the Commission also participated in several initiatives
organised by the social partners.

The information gathered during the consultation confirmed the existence of the main
problems identified during the evaluation phase, as well as the pertinence of the main
objectives of the intervention.
On the potential policy measures identified during the consultation, there was strong support
for measures intended to strengthen enforcement.
On changes to the cabotage restrictions, there were mixed reactions, with some groups of
interested parties supporting changes and others expressing reluctance. High-wage Member
States, supported by trade unions, tend to favour stricter rules on cabotage, whereas low-wage

11

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Please see http://ec.europa.eu/transport/node/4817.

BE, BG, CY, DE, EE, EL, FI, HR, HU, LU, LV, NL, PL, RO, SE, UK.

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Member States, supported by most of the hauliers' associations, tend to favour further
liberalisation of the cabotage rules.
There was a positive reaction to the idea of adopting measures intended to strengthen the
criteria underlying the requirement of a stable establishment. Many interested parties opined
that it was necessary to ensure that only cases of real activity in the Member State of
establishment qualify under the corresponding rules.
The inclusion of LCVs in the scope of the Regulations was also seen as a positive measure by
a majority of interested parties consulted.
•

Collection and use of expertise

An external contractor contributed to the ex-post evaluation report and an accompanying
study for the impact assessment,13 which were concluded in April 2017.
•

Impact assessment

The proposal is accompanied by an impact assessment, which has received a positive opinion
with reservations from the Regulatory Scrutiny Board.As detailed in Annex 1 to the impact
assessment report, the reservations were addressed by explaining in greater detail the
magnitude of the identified problems and the REFIT nature of the initiative, improving the
rationale for the structure of the policy options and better explaining the interactions between
this proposal and the initiative concerning road social legislation.
Four policy packages were considered, reflecting an increasing level of regulatory
intervention and entailing an increasing level of expected impacts. The first policy package
focused on clarification of the legal framework. The second policy package focused on the
strengthening of enforcement. The third policy package focused on substantive changes in the
rules, in particular on cabotage and establishment, on top of the measures covered by the first
two policy packages. The fourth policy package involved an extension of the scope of the
Regulations to LCVs.
The preferred option is a combination of the third policy package, with amendments to the
cabotage rules and the establishment provisions,and a partial extension of Regulation (EC) No
1071/2009 to LCVs.
Overall it is the most effective option and it is estimated to generate savings for businesses in
the range of EUR 2.7-5.2 billion for the EU-28 in 2020-2035. It is expected to reduce
infringements of cabotage rules by up to 62% and to reduce the risk of formation of letterbox
companies by around 10%, which should have a positive impact on working conditions. It
should also lead to more professionalisation of LCV operators. The preferred option will,
however, trigger increased implementation and enforcement costs for national authorities in
the range of EUR 65-166 million for the EU-28 in 2020-2035. The partial application of
Regulation (EC) No 1071/2009 to LCVs will also trigger additional compliance costs for
businesses in the order of a 4-10% increase in operating costs.
The proposal is in line with the preferred option in the impact assessment.
•

Regulatory fitness and simplification

The proposal pursues the REFIT objective of increasing effectiveness and reducing regulatory
burdens for businesses. This is done mainly through the mandatory acceptance of electronic
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See Footnote 10.

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transport documents in international transport by national enforcement authorities and through
clearer and more harmonised rules on access to the profession. While enforcement costs for
public authorities are expected to increase, this increase is of a much lower magnitude than
the savings for businesses and is anyway justified by the improvement in the competitive
conditions, with fewer infringements of cabotage rules, fewer letterbox companies being
created and better working conditions for transport workers.
•

Fundamental rights

The proposal respects the fundamental rights and observes the principles recognised in
particular by the Charter of Fundamental Rights of the European Union. In particular, insofar
as it provides for additional data to be included in the national electronic registers of road
transport undertakings and to be processed by national authorities, it complies with Article 8
of the Charter, since this data is necessary to achieve the purpose of a better national and
cross-border enforcement of the provisions of the Regulations.
4.

BUDGETARY IMPLICATIONS

The proposal will have no implications on the Union budget.
5.

OTHER ELEMENTS

•

Implementation plans and monitoring, evaluation and reporting arrangements

Information on the prevalence of LCVs in national and international transport for hire and
reward should be further developed. Therefore, close monitoring and data collection is
necessary to follow the market trends in this respect. This will be done through a combination
of national data gathering and Member State reporting. This monitoring should start
immediately after the entry into force of the Regulations.
•

Detailed explanation of the specific provisions of the proposal

The main elements of the proposal are the following:
Regulation (EC) No 1071/2009
Article 1 – Subject matter and scope
Current Article 1(4)(a) excludes hauliers operating solely with LCVs from the scope of the
Regulation, unless otherwise provided by Member States (cf. introductory sentence). In order
to ensure a minimum level of professionalisation of the LCV sector by way of common rules
and thus to approximate competitive conditions between operators, it is proposed to delete
this provision and to make certain rules mandatory for this category of operators as well.
To this end, it is proposed to add a new paragraph 6 excluding hauliers operating solely with
LCVs from some, but not all of the requirements of the Regulation. Requirements on the
transport manager, good repute, professional competence and obligations related to those
requirements are not proposed as mandatory, but Member States would keep the possibility to
apply them as hitherto. By contrast, the requirements regarding effective and stable
establishment and appropriate financial standing are proposed to apply to such hauliers in all
Member States. The scope for differences between Member States would be reduced
accordingly.
Article 3 – Requirements for engagement in the occupation of road transport operator
It is proposed to delete paragraph 2, which so far permits the imposition of additional
conditions on access to the occupation, beyond the four criteria laid down in Article 3(1). This

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possibility has led to divergences in respect of the conditions for access to the profession.
Therefore, and because this possibility has not proven to be required in light of imperative
needs, it should be abolished.
Article 5 – Conditions relating to the requirement of establishment
It is proposed to clarify the terms of Article 5 to ensure that undertakings established in a
Member State have a real and continuous activity there. In detail, the following is proposed:
in point (a), a reference to commercial and labour contracts is added, which therefore would
also need to be kept in the premises situated in the Member State of establishment; point (c) is
split into points (c) and (d) to better distinguish between the conduct of administrative and
commercial activities and operations involving vehicles; point (e) is added to require
undertakings to hold assets and employ staff in the Member State of establishment in
proportion to the establishment's activity.
Article 6 – Conditions relating to the requirement of good repute
In Article 6, a number of amendments are proposed to clarify and further harmonise the
assessment of good repute and to extend the list of infringements which may lead to loss of
good repute. In detail, the following is proposed:
Paragraph 1 is amended to better circumscribe the categories of persons whose conduct
should be taken into account for the purposes of assessing an undertaking’s good repute. One
additional point (vii) is added in point (a) of the third subparagraph, so that serious
infringements of national tax rules are taken into account in the assessment of the good repute
of the transport manager or transport undertaking. Two additional points (xi) and (xii) are
added in point (b) of the third subparagraph, so that serious infringements of EU rules on the
posting of workers and the law applicable to contractual obligations are taken into account in
the assessment of the good repute of the transport manager or transport undertaking. Article
6(2) is amended to further specify the administrative procedure which must be followed by
the competent authority of the Member State of establishment of a transport undertaking or
transport manager having committed a serious infringement of national or EU rules in order to
determine whether the transport undertaking or transport manager concerned has lost good
repute. A new paragraph 2a replaces former point (b) of Article 6(2) and specifies that the
Commission is empowered to adopt delegated acts establishing infringements of Union rules
which may lead to the loss of good repute, in addition to those set out in Annex IV. In this
context, it is proposed to empower the Commission to define the degree of seriousness of
infringements also according to their potential to distort competition (which concerns notably
cabotage rules). Infringements likely to undermine working conditions should, because of
their competitive effects, be treated in the same way.14
Article 7 - Conditions relating to the requirement of financial standing
It is proposed to amend paragraph 1 to provide for specific, less demanding,conditions to be
fulfilled by hauliers operating solely with LCVs. In paragraph 2, it is proposed to clarify the
means by which undertakings may prove their financial standing in the absence of certified
annual accounts, in order to enable the assessment of compliance with this criterion by
enforcers, in particular for newly created undertakings which have no certified accounts yet.
Article 13 – Procedure for the suspension and withdrawal of authorisations
The proposed amendment to Article 13(1)(c) clarifies the position of competent authorities
where undertakings no longer comply with the requirement of financial standing. Within the
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The possibility for the Commission to define the degree of seriousness of infringements also according
to their potential to create a risk of fatalities or serious injuries would remain.

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time limit set, the undertaking is expected to demonstrate that that requirement is again
satisfied (and not only that it will be satisfied in the future).
Article 14 – Declaration of unfitness of the transport manager
It is proposed to specify that, after having lost good repute, a transport manager cannot be
rehabilitated by the competent authority earlier than one year from the date of loss of good
repute (cf. new subparagraph added to paragraph 1). The intention is to avoid important
divergences on this point between Member States.
Article 16 – National electronic registers
In paragraph 2, it is proposed to add elements of information to be included in the national
electronic registers. This should allow better enforcement of the rules on access to the
profession.
Article 18 – Administrative cooperation between Member States
It is proposed to further specify the terms of the cooperation between Member States. In
particular, it is proposed to set a maximum time period for Member States to reply to reasoned
requests from other Member States and an obligation for Member States to conduct
inspections concerning non-compliance with the criteria on establishment by undertakings
established in their territories on the basis of evidence provided by other Member States.
Article 26 – Reporting
It is proposed to require that Member States report to the Commission information about the
activities of hauliers operating with LCVs in their territory (new paragraph 3). Draft new
paragraph 4 provides that the Commission shall report to the European Parliament and the
Council by the end of 2024 on the presence of LCV operators in national and international
road transport and that, on this basis, it will reassess whether there is a need to propose
additional measures.
Annex IV – Most serious infringements for the purposes of Article 6(2)(a)
Paragraph 1, point (b) is amended in order to make it consistent with Regulation (EC) No
561/2006 on the harmonisation of certain social legislation relating to road transport15 and to
remove legal uncertainty in its implementation.
Regulation (EC) No 1072/2009
Article 1 – Scope
In paragraph 1a new subparagraph is added to clarify that the carriage of empty containers or
pallets is to be considered as a carriage for hire and reward only if it is subject to a transport
contract between a consignee and a consignor.
Article 2 – Definitions
Point 6 is amended to clarify that a cabotage operation can involve several loading points,
several delivery points or several loading and delivery points.
Article 8 – Cabotage – general principle
The following amendments are proposed:
In paragraph 2 the maximum number of cabotage operations which may be carried out in a
host Member State following an incoming international carriage is removed, while reducing
the maximum number of days for carrying out such cabotage operations. In line with the
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See footnote no. 5.

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conclusions of the Impact Assessment, these amendments render the rules easier to enforce.In
paragraph 3, the requirement to produce evidence of each cabotage operation is suppressed,
since it becomes redundant as a consequence of the amendment of pararaph 2. New draft
paragraph 4a specifies that evidence of compliance with the cabotage restrictions shall be
provided during the duration of the road side check and possibly through electronic means,
thereby simplifying procedures and removing legal uncertainty regarding the timing for the
presentation of the evidence.
Article 10 – Safeguard procedure
It is proposed to amend Article 10(3) to update the reference to the relevant committee
procedure, following the proposed deletion of Article 15.
Article 10a – Cabotage – checking systems
Article 10a is added to require that Member States carry out a minimum amount of checks of
compliance with the cabotage provisions (i.e. 2% of cabotage operations from 1 January 2020
and 3% from 1 January 2022). It also requires Member States to carry out a minimum number
of concerted roadside checks per year (3) on the cabotage provisions of the Regulation.
Article 14a – Liability
It is proposed to specify that shippers and freight forwarders shall be subject to sanctions in
case they knowingly commission transport services which involve infringements of the
provisions of the Regulation.
Article 17 – Reporting
It is proposed to amend paragraphs 1 and 2, specifying the date by which Member States are
required to report to the Commission on the number of Community licences, certified true
copies and driver attestations issued in the previous calendar year, i.e. by 31 January of the
following year. New draft paragraph 3 requires Member States to report to the Commission
on the number of cabotage checks performed during the previous year.

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2017/0123 (COD)
Proposal for a
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
amending Regulation (EC) No 1071/2009 and Regulation (EC) No 1072/2009 with a view
to adapting them to developments in the sector

(Text with EEA relevance)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on the Functioning of the European Union, and in particular
Article 91(1) thereof,
Having regard to the proposal from the European Commission,
After transmission of the draft legislative act to the national parliaments,
Having regard to the opinion of the European Economic and Social Committee16,
Having regard to the opinion of the Committee of the Regions17,
Acting in accordance with the ordinary legislative procedure,
Whereas:
(1)

Experience with the implementation of Regulations (EC) No 1071/200918 and (EC)
No 1072/200919 revealed that the rules provided for in those regulations offered scope
for improvement on a number of points.

(2)

So far, and unless otherwise provided for in national law, the rules on access to the
occupation of road transport operator do not apply to undertakings engaged in the
occupation of road haulage operator solely by means of motor vehicles with a
permissible laden mass not exceeding 3.5 tonnes or combinations of vehicles not
exceeding that limit.The number of such undertakings which are active in both
national and international transport operations has been increasing. As a result, several
Member States have decided to apply the rules on access to the occupation of road
transport operator,provided for in Regulation (EC) No 1071/2009,to those
undertakings. To ensure a minimum level of professionalisation of the sector using
vehicles with a permissible laden mass not exceeding 3.5 tonnes by way of common
rules, and thus to approximate competitive conditions between all operators, this
provision should be deleted, whereas the requirements regarding effective and stable
establishment and appropriate financial standing should be rendered mandatory.

16

OJ C , , p. .
OJ C , , p. .
Regulation (EC) No 1071/2009 establishing common rules concerning the conditions to be complied
with to pursue the occupation of road transport operator and repealing Council Directive 96/26/EC (OJ
L 300, 14.11.2009, p. 51).
Regulation (EC) No 1072/2009 on common rules for access to the international road haulage market
(OJ L 300, 14.11.2009, p. 72).

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EN

(3)

Currently, Member States are entitled to make access to the occupation of road
transport operator subject to requirements additional to those specified in Regulation
(EC) No 1071/2009. This possibility has not proven to be necessary in order to
respond to imperative needs and has led to divergences in respect of such access. It
should therefore be abolished.

(4)

It is necessary to ensure that road transport operators established in a Member State
have a real and continuous presence in that Member State and conduct their business
from there. Therefore, and in light of experience, it is necessary to clarify the
provisions regarding the existence of an effective and stable establishment.

(5)

To the extent that access to the occupation depends on the good repute of the
undertaking concerned, clarifications are needed as regards the persons whose conduct
must be taken into account, the administrative procedures which must be followed and
waiting periods in respect of rehabilitation once a transport manager has lost good
repute.

(6)

In view of their potential to considerably affect the conditions for fair competition in
the road haulage market, serious infringements of national tax rules should be added to
the items relevant to the assessment of good repute.

(7)

In view of their potential to considerably affect the road haulage market, as well as the
social protection of workers, serious infringements of Union rules on the posting of
workers and the law applicable to contractual obligations should be added to the items
relevant to the assessment of good repute.

(8)

Given the importance of fair competition in the market, infringements of Union rules
relevant to this issue should be taken into account in the assessment of the good repute
of transport managers and transport undertakings. The empowerment of the
Commission to define the degree of seriousness of relevant infringements should be
clarified accordingly.

(9)

National competent authorities have had difficulties identifying the documents which
may be submitted by transport undertakings to prove their financial standing, in
particular in the absence of certified annual accounts. The rules regarding evidence
required to prove financial standing should be clarified.

(10)

Undertakings engaged in the occupation of road haulage operator solely by means of
motor vehicles with a permissible laden mass not exceeding 3.5 tonnes or with
combinations of vehicles not exceeding that limit should have a minimum level of
financial standing, to ensure that they have the means to carry out operations on a
stable and long-lasting basis. However, since the operations concerned are generally of
a limited size, the corresponding requirements should be less demanding than those
applicable to operators using vehicles or combinations of vehicles above that limit.

(11)

The information about transport operators contained in the national electronic registers
should be as complete as possible to allow national authorities in charge of enforcing
the relevant rules to have a sufficient overview of the operators being investigated. In
particular, information regarding the registration number of the vehicles at the disposal
of operators, the number of employees they hire, their risk rating and their basic
financial information should allow a better national and cross-border enforcement of
the provisions of Regulations(EC) No 1071/2009 and (EC) No 1072/2009. The rules
on the national electronic register should therefore be amended accordingly.

(12)

The definition of the most serious infringement concerning exceeding the daily driving
time, as provided for in Annex IV of Regulation (EC) No 1071/2009, does not fit the

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existing relevant provision laid down in Regulation (EC) No 561/2006 of the
European Parliament and of the Council20. That inconsistency leads to uncertainty and
diverging practices among national authorities and ensuing difficulties in the
enforcement of the rules in question. That definition should therefore be clarified to
ensure consistency between the two Regulations.

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(13)

The rules on national transport performed on a temporary basis by non-resident
hauliers in a host Member State ('cabotage') should be clear, simple and easy to
enforce, while broadly maintaining the level of liberalisation achieved so far.

(14)

To this end, and in order to facilitate checks and to eliminate uncertainty, the
limitation on the number of cabotage operations subsequent to an international
carriage should be abolished, while the number of days available for such operations
should be reduced.

(15)

The means by which road transport operators can prove compliance with the rules for
cabotage operations should be clarified. The use and transmission of electronic
transport information should be recognised as such means, which should simplify the
provision of relevant evidence and its treatment by the competent authorities. The
format used for that purpose should ensure reliability and authenticity. Considering the
increasing use of efficient electronic exchange of information in transport and
logistics, it is important to ensure coherence in the regulatory frameworks and
provisions addressing the simplification of administrative procedures.

(16)

Transport undertakings are the addressees of the rules on international carriage and
are, as such, subject to the consequences of any infringements committed by them.
However, in order to prevent abuses by undertakings contracting transport services
from road haulage operators, Member States should also provide for sanctions on
shippers and freight forwarders in case they knowingly commission transport services
which involve infringements of the provisions of Regulation (EC) No 1072/2009.

(17)

Insofar as this Regulation introduces a degree of harmonisation in certain areas so far
not harmonised by Union law, in particular in respect of transport with light
commercial vehicles and enforcement practices, its objectives, namely to approximate
conditions of competition and improve enforcement,cannot be sufficiently achieved by
the Member States but can rather, by reason of the nature of the objectives pursued in
combination with the cross-border nature of road transport, be better achieved at
Union level. Therefore, the Union may adopt measures, in line with the principle of
subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance
with the principle of proportionality, as set out in that Article, this Regulation does not
go beyond what is necessary to achieve the objectives pursued.

(18)

In order to take into account market developments and technical progress the power to
adopt acts in accordance with Article 290 of the Treaty on the Functioning of the
European Union should be delegated to the Commission to amend Annexes I, II and
III to Regulation (EC) No 1071/2009, to supplement that Regulation by drawing up a
list of categories, types and degrees of seriousness of serious infringements which, in
addition to those set out in Annex IV to Regulation (EC) No 1071/2009, may lead to
the loss of good repute and to amend Annexes I, II and III to Regulation (EC) No
1072/2009. It is of particular importance that the Commission carry out appropriate

20

Regulation (EC) No 561/2006 of the European Parliament and of the Council of 15 March 2006 on the
harmonisation of certain social legislation relating to road transport and amending Council Regulations
(EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (EEC) No 3820/85 (OJ L
102, 11.4.2006, p. 1).

13

EN

consultations during its preparatory work, including at expert level, and that those
consultations be conducted in line with the principles laid down in the
Interinstitutional Agreement on Better Law-Making of 13 April 201621. In particular,
to ensure equal participation in the preparation of delegated acts, the European
Parliament and the Council should receive all documents at the same time as Member
States' experts, and their experts should systematically have access to the
Commission's expert groups meetings dealing with the preparation of delegated acts.
(19)

Regulation (EC) No 1071/2009 and Regulation (EC) No 1072/2009 should therefore
be amended accordingly,

HAVE ADOPTED THIS REGULATION:
Article 1
Regulation (EC) No 1071/2009 is amended as follows:
(1)

Article 1 is amended as follows:
(a)

paragraph 4 is amended as follows:
(i) point (a) is deleted;
(ii) point (b) is replaced by the following:
'(b) undertakings engaged in road passenger transport services exclusively for
non-commercial purposes or which have a main occupation other than that of
road passenger transport operator.
Any carriage by road for which no remuneration is received and which does
not create any income, such as carriage of persons for charity purposes or for
strictly private use, is to be considered as carriage exclusively for noncommercial purposes;';

(b)

the following paragraph 6 is added:
'6. Article 3(1)(b) and (d) and Articles 4, 6, 8, 9, 14, 19 and 21 shall not apply
to undertakings engaged in the occupation of road haulage operator solely by
means of motor vehicles with a permissible laden mass not exceeding 3.5
tonnes or combinations of vehicles with a permissible laden mass not
exceeding 3.5 tonnes.
Member States may, however:
require those undertakings to apply some or all of the provisions referred
to in the first subparagraph;

(b)

lower the limit referred to in the first subparagraph for all or some
categories of road transport operations.';

(2)

in Article 3, paragraph 2 is deleted;

(3)

Article 5 is amended as follows:
(a)

21

EN

(a)

point (a) is replaced by the following:

OJ L 123, 12.5.2016, p. 1.

14

EN

'(a) have premises in which it keeps its core business documents, in particular
its commercial contracts, accounting documents, personnel management
documents, labour contracts, documents containing data relating to driving
time and rest and any other document to which the competent authority must
have access in order to verify compliance with the conditions laid down in this
Regulation;';
(b)

point (c) is replaced by the following:
'(c) conduct effectively and continuously its administrative and commercial
activities with the appropriate administrative equipment and facilities at
premises situated in that Member State;';

(c)

the following point (d) is added:
'(d) manage the transport operations carried out with the vehicles referred to in
point (b) with the appropriate technical equiment situated in that Member
State;';

(d)

the following point (e) is added:
'(e) hold assets and employ staff proportionate to the activity of the
establishment.';

(4)

Article 6 is amended as follows:
(a)

paragraph 1 is amended as follows:
(i) the second subparagraph is replaced by the following:
'In determining whether an undertaking has satisfied that requirement, Member
States shall consider the conduct of the undertaking, its transport managers,
executive directors, general partners in the case of partnerships, other legal
representatives and any other relevant person as may be determined by the
Member State. Any reference in this Article to convictions, penalties or
infringements shall include convictions, penalties or infringements of the
undertaking itself, its transport managers, executive directors, general partners
in the case of partnerships, other legal representatives and any other relevant
person as may be determined by the Member State.';
(ii) in point (a) of the third subparagraph the following point (vii) is added:
'(vii)tax law.';
(iii) in point (b) of the third subparagraph the following points (xi) and (xii) are
added:
'(xi)the posting of workers;
(xii) the law applicable to contractual obligations.';

(b)

paragraph 2 is replaced by the following:
'2. For the purposes of point (b) of the third subparagraph of paragraph 1,where
the transport manager or the transport undertaking has been convicted of a
serious criminal offence or has incurred a penalty for one of the most serious
infringements of Union rules as set out in Annex IV, in one or more Member
States, the competent authority of the Member State of establishment shall
carry out and complete in an appropriate and timely manner an administrative

EN

15

EN

procedure, which shall include, if appropriate, an on-site inspection at the
premises of the undertaking concerned.
During the administrative procedure, the transport manager or other legal
representatives of the transport undertaking, as the case may be, shall be given
the right to present their arguments and explanations.
During the administrative procedure, the competent authority shall assess
whether, due to specific circumstances, the loss of good repute would
constitute a disproportionate response in the individual case. In that
assessment, the competent authority shall take into account the number of
serious infringements of national and Union rules as referred to in the third
subparagraph of paragraph 1, as well as the number of most serious
infringements of Union rules as set out in Annex IV, for which the transport
manager or the transport undertaking have been convicted or had penalties
imposed on them. Any such finding shall be duly reasoned and justified.
Where the competent authority finds that the loss of good repute would be
disproportionate, it shall decide that the undertaking concerned continues to be
of good repute. The reasons for this decision shall be recorded in the national
register. The number of such decisions shall be indicated in the report referred
to in Article 26(1).
Where the competent authority does not find that the loss of good repute would
be disproportionate, the conviction or penalty shall lead to the loss of good
repute;';
(c)

the following paragraph 2a is inserted:
'2a. The Commission is empowered to adopt delegated acts in line with Article
24 establishing a list of categories, types and degrees of seriousness of serious
infringements of Union rules as referred to in point (b) of the third
subparagraph of paragraph 1 which, in addition to those set out in Annex IV,
may lead to the loss of good repute. Member States shall take into account
information on those infringements, including information received from other
Member States, when setting the priorities for checks pursuant to Article 12(1).
To that end, the Commission shall:
(a)
lay down the categories and types of infringement which are most
frequently encountered;
(b)
define the degree of seriousness of infringements according to their
potential to create a risk of fatalities or serious injuries and to distort
competition in the road transport market, including by undermining the
working conditions of transport workers;
(c)
provide the frequency of occurrence beyond which repeated
infringements shall be regarded as more serious, taking into account the
number of drivers used for the transport activities managed by the transport
manager.';

(5)

Article 7 is amended as follows:
(a)

in paragraph 1, the first subparagraph is replaced by the following:
'In order to satisfy the requirement laid down in Article 3(1)(c), an undertaking
shall, on a permanent basis, be able to meet its financial obligations in the

EN

16

EN

course of the annual accounting year. The undertaking shall demonstrate, on
the basis of annual accounts certified by an auditor or a duly accredited person,
that, every year, it has at its disposal equity capital totalling at least EUR 9 000
when only one vehicle is used and EUR 5 000 for each additional vehicle used.
Undertakings engaged in the occupation of road haulage operator solely by
means of motor vehicles with a permissible laden mass not exceeding 3.5
tonnes or combinations of vehicles with a permissible laden mass not
exceeding 3.5 tonnes shall demonstrate, on the basis of annual accounts
certified by an auditor or a duly accredited person, that, every year, they have
at their disposal equity capital totalling at least EUR 1 800 when only one
vehicle is used and EUR 900 for each additional vehicle used.';
(b)

paragraph 2 is replaced by the following:
'2.By way of derogation from paragraph 1, in the absence of certified annual
accounts the competent authority shall agree that an undertaking demonstrate
its financial standing by means of a certificate, such as a bank guarantee, a
document issued by a financial institution establishing access to credit in the
name of the undertaking, or another binding document proving that the
undertaking has at its disposal the amounts specified in the first subparagraph
of paragraph 1.';

(6)

in Article 8, paragraph 9 is replaced by the following:
'9. The Commission is empowered to adopt delegated acts in line with Article 24 to
amend Annexes I, II and III in order to adapt them to market developments and
technical progress.';

(7)

in Article 11(4), the third subparagraph is deleted;

(8)

in Article 12(2), the second subparagraph is deleted;

(9)

in Article 13(1), point (c) is replaced by the following:
'(c)a time limit not exceeding six months where the requirement of financial standing
is not satisfied, in order to demonstrate that that requirement is again satisfied on a
permanent basis.';

(10)

in Article 14(1), the following second subparagraph is added:
'The competent authority shall not rehabilitate the transport manager earlier than one
year from the date of the loss of good repute.';

(11)

Article 16 is amended as follows:
(a)

paragraph 2 is amended as follows:
(i) the following points (g), (h), (i) and (j) are added:
'(g) the registration numbers of the vehicles at the disposal of the undertaking
pursuant to Article 5(b);
(h) the number of employees;
(i) the total assets, liabilities, equity and turnover during the last two years;
(j) the risk rating of the undertaking pursuant to Article 9 of Directive
2006/22/EC.';
(ii) the second, third and fourth subparagraphs are replaced by the following:

EN

17

EN

'Member States may choose to keep the data referred to in points (e) to (j) of
the first subparagraph in separate registers. In such a case, the relevant data
shall be available upon request or directly accessible to all the competent
authorities of the Member State in question. The requested information shall be
provided within five working days of receipt of the request. The data referred
to in points (a) to (d) of the first subparagraph shall be publicly accessible, in
line with the relevant provisions on personal data protection.
In any case, the data referred to in points (e) to (j) of the first subparagraph
shall only be accessible to authorities other than the competent authorities
where they are duly endowed with powers relating to supervision and the
imposition of penalties in the road transport sector and their officials are sworn
to, or otherwise are under a formal obligation of secrecy.';
(b)

paragraph 4 is replaced by the following:
'4. Member States shall take all necessary measures to ensure that all the data
contained in the national electronic register is kept up to date and is accurate.';

(c)
(12)

paragraph 7 is deleted;

Article 18 is replaced by the following:
'Article 18
Administrative cooperation between Member States
1. Member States shall designate a national contact point responsible for the
exchange of information with the other Member States on the application of
this Regulation. Member States shall inform the Commission of the names and
addresses of their national contact points by 31 December 2018. The
Commission shall draw up a list of all contact points and forward it to the
Member States.Member States shall immediately communicate to the
Commission any changes to the contact points.
2. A Member State which receives notification of a serious infringement which
has resulted in a conviction or a penalty in another Member State during the
last two years shall record that infringement in its national electronic register.
3. Member States shall reply to requests for information from all competent
authorities of other Member States and, where necessary, carry out checks,
inspections and investigations concerning compliance with the requirement
laid down in Article 3(1)(a) by road transport operators established in their
territory. Requests for information by competent authorities of Member States
shall be reasoned. To this end, requests shall include credible indications of
possible infringements of Article 3(1)(a).
4. Where the requested Member State considers that the request is
insufficiently reasoned,it shall inform the requesting Member State accordingly
within ten working days. The requesting Member State shall further
substantiate the request. Where this is not possible, the request may be rejected
by the Member State.
5. Where it is difficult or impossible to comply with a request for information
or to carry out checks, inspections or investigations, the Member State in
question shall inform the requesting Member State accordingly within ten

EN

18

EN

working days, with reasons. The Member States concerned shall discuss with
each other with a view to finding a solution for any difficulty raised.
6. In response to requests under paragraph 3, Member States shall supply the
requested information and carry out the required checks, inspections and
investigations within twenty-five working days from the receipt of the request,
unless they have informed the requesting Member State that the request is
insufficiently reasoned or of the impossibility or the difficulties pursuant to
paragraphs 4 and 5.
7. Member States shall ensure that the information transmitted to them in line
with this Article is used only in respect of the matter(s) for which it was
requested.
8. Mutual administrative cooperation and assistance shall be provided free of
charge.
9. A request for information shall not preclude the competent authorities from
taking measures in line with the relevant national and Union law to investigate
and prevent alleged breaches of this Regulation.';
(13)

Article 24 is deleted;

(14)

the following Article 24a is inserted:
'Article 24a
Exercise of the delegation
1. The power to adopt delegated acts is conferred on the Commission subject
to the conditions laid down in this Article.
2. The power to adopt delegated acts referred to in Article 6(2) and Article 8(9)
shall be conferred on the Commission for an indeterminate period of time from
[date of entry into force of this (amending) Regulation].
3. The delegation of power referred to in Article 6(2) and Article 8(9) may be
revoked at any time by the European Parliament or by the Council. A decision
to revoke shall put an end to the delegation of the power specified in that
decision. It shall take effect the day following the publication of the decision in
the Official Journal of the European Union or at a later date specified therein.
It shall not affect the validity of any delegated acts already in force.
4. Before adopting a delegated act, the Commission shall consult experts
designated by each Member State in line with the principles laid down in the
Interinstitutional Agreement on Better Law-Making of 13 April 2016.*
5. As soon as it adopts a delegated act, the Commission shall notify it
simultaneously to the European Parliament and to the Council.
6. A delegated act adopted under Article 6(2) and Article 8(9) shall enter into
force only if no objection has been expressed either by the European
Parliament or by the Council within two months of notification of that act to
the European Parliament and the Council or if, before the expiry of that period,
the European Parliament and the Council have both informed the Commission
that they will not object. That period shall be extended by two months at the
initiative of the European Parliament or of the Council.

EN

19

EN

___________________
* OJ L 123, 12.5.2016, p. 1.';

(15)

in Article 25, paragraph 3 is deleted;

(16)

in Article 26, the following paragraphs 3, 4 and 5 are added:
'3. Every year, Member States shall draw up a report on the use of motor vehicles
with a permissible laden mass not exceeding 3.5 tonnes or combinations of vehicles
with a permissible laden mass not exceeding 3.5 tonnes in their territory and shall
forward it to the Commission no later than 30 June of the year after the end of the
reporting period.This report shall include:
(a) the number of authorisations granted to operators engaged in the occupation of
road haulage operator solely by means of motor vehicles with a permissible laden
mass not exceeding 3.5 tonnes or combinations of vehicles with a permissible laden
mass not exceeding 3.5 tonnes;
(b) the number of vehicles with a permissible laden mass not exceeding 3,5 tonnes
registered in the Member State in each calendar year;
(c) the overall number of vehicles with a permissible laden mass not exceeding 3,5
tonnes registered in the Member State as of 31 December of each year;
(d) the estimated share of motor vehicles with a permissible laden mass not
exceeding 3.5 tonnes or combinations of vehicles with a permissible laden mass not
exceeding 3.5 tonnes in the overall road transport activity of all vehicles registered in
the Member State, broken down by national, international and cabotage operations.
4. On the basis of the information gathered by the Commission under paragraph 3
and of further evidence, the Commission shall,by 31 December 2024 at the latest,
present a report to the European Parliament and the Council on the evolution of the
total number of motor vehicles with a permissible laden mass not exceeding 3.5
tonnes or combinations of vehicles with a permissible laden mass not exceeding 3.5
tonnes engaged in national and international road transport operations. On the basis
of this report, it shall reassess whether it is necessary to propose additional measures.
5. Every year Member States shall report to the Commission on the requests made by
them under Article 18(3) and (4), on the replies received from other Member States
and on the actions that they have taken on the basis of the information provided.';

(17)

in Annex IV, in point 1, point (b) is replaced by the following:
'(b) exceeding, during a daily working period, the maximum daily driving time limit
by a margin of 50 % or more.';
Article 2

Regulation (EC) No 1072/2009 is amended as follows:
(1)

in paragraph 1 of Article 1, the following subparagraph is added:
'The carriage of empty containers or pallets shall be considered as carriage of goods
for hire or reward whenever it is subject to a transport contract.';

(2)

Article 2 is amended as follows:
(a)

EN

point 6 is replaced by the following:

20

EN

'6.‘cabotage operation’ means national carriage for hire or reward carried out on a
temporary basis in a host Member State, involving the carriage from the picking up
of the goods at one or several loading points until their delivery at one or several
delivery points, as specified in the consignment note;';
(3)

Article 4 is amended as follows:
(a)

in paragraph 2, the third subparagraph is replaced by the following:
'The Commission is empowered to adopt delegated acts in line with Article 14b
to amend this Regulation to adapt the maximum period of validity of the
Community licence to market developments.';

(b)

in paragraph 4, the second subparagraph is replaced by the following:
'The Commission is empowered to adopt delegated acts in line with Article 14b
to amend Annexes I and II in order to adapt them to technical progress.';

(4)

in Article 5, paragraph 4 is replaced by the following:
'4. The Commission is empowered to adopt delegated acts in line with Article
14b to amend Annex III in order to adapt it to technical progress.';

(5)

Article 8 is amended as follows:
(a)

paragraph 2 is replaced by the following:
'2. Once the goods carried in the course of an incoming international carriage
from another Member State or from a third country to a host Member State
have been delivered, hauliers referred to in paragraph 1 shall be allowed to
carry out, with the same vehicle or, in the case of a coupled combination, the
motor vehicle of that same vehicle, cabotage operations in the host Member
State or in contiguous Member States. The last unloading in the course of a
cabotage operation shall take place within 5 days from the last unloading in the
host Member State in the course of the incoming international carriage.';

(b)

in paragraph 3, the first subparagraph is replaced by the following:
'National road haulage services carried out in the host Member State by a nonresident haulier shall only be deemed to comply with this Regulation if the
haulier can produce clear evidence of the preceding international carriage.';

(c)

the following paragraph 4a is inserted:
'4a. Evidence referred to in paragraph 3 shall be presented or transmitted to the
authorised inspecting officer of the host Member State on request and within
the duration of the roadside check. It may be presented or transmitted
electronically, using a revisable structured format which can be used directly
for storage and processing by computers, such as the eCMR.* During the
roadside check, the driver shall be allowed to contact the head office, the
transport manager or any other person or entity which may provide the
evidence referred to in paragraph 3.
_________________
* Electronic consignment note under the 'Convention on the Contract for the International
Carriage of Goods by Road'.';

(6)

EN

in Article 10(3), the first subparagraph is replaced by the following:

21

EN

'The Commission shall examine the situation on the basis in particular of the relevant
data and, after consulting the committee established pursuant to Article 42(1) of
Regulation (EC) No 165/2014 of the European Parliament and of the Council,**
shall decide within one month of receipt of the Member State’s request whether or
not safeguard measures are necessary and shall adopt them if they are necessary.
________________
** Regulation (EC) No 165/2014 of the European Parliament and of the Council of 4 February 2014
on tachographs in road transport, repealing Council Regulation (EEC) No 3821/85 on recording
equipment in road transport and amending Regulation (EC) No 561/2006 of the European Parliament
and of the Council on the harmonisation of certain social legislation relating to road transport (OJ L
';
60, 28.2.2014, p. 1).

(7)

the following Article 10a is inserted:
'Article 10a
Checks
1. Each Member State shall organise checks in such a way that, as from 1
January 2020, in every calendar year at least 2 % of all cabotage operations
performed in their territory are checked. They shall increase the percentage to
at least 3 % from 1 January 2022. The basis for the calculation of that
percentage shall be the total cabotage activity in the Member State in terms of
tonnes-kilometres in year t-2, as reported by Eurostat.
2. Member States shall target those undertakings which are classed as posing
an increased risk of infringing the provisions of the present Chapter, applicable
to them. For that purpose, Member States shall, within the risk classification
system established by them under Article 9 of Directive 2006/22/EC of the
European Parliament and of the Council*** and extended in accordance with
Article 12 of Regulation (EC) No 1071/2009 of the European Parliament and
of the Council,****treat the risk of such infringements as a risk in its own
right.
3. Member States shall, at least three times per year, undertake concerted
roadside checks on cabotage operations. Such checks shall be undertaken at the
same time by the national authorities in charge of enforcing the rules in the
field of road transport of two or more Member States, each operating in its own
territory. The national contact points designated in accordance with Article
18(1) of Regulation (EC) No 1071/2009 of the European Parliament and of the
Council**** shall exchange information on the number and type of
infringements detected after the concerted roadside checks have taken place.
______________________
*** Directive 2006/22/EC of the European Parliament and of the Council of 15 March 2006 on
minimum conditions for the implementation of Council Regulations (EEC) No 3820/85 and
(EEC) No 3821/85 concerning social legislation relating to road transport activities (OJ L 102,
11.4.2006, p. 35).
****Regulation (EC) No 1071/2009 of the European Parliament and of the Council of 21
October 2009 establishing common rules concerning the conditions to be complied with to
pursue the occupation of road transport operator and repealing Council Directive 96/26/EC (OJ
L 300, 14.11.2009, p. 51).';

EN

22

EN

(8)

the following Articles 14a and 14b are inserted:
'Article 14a
Liability
Member States shall provide for sanctions against consignors, freight
forwarders, contractors and subcontractors for non-compliance with Chapters
II and III, where they knowingly commission transport services which involve
infringements of this Regulation.
Article 14b
Exercise of the delegation
1. The power to adopt delegated acts is conferred on the Commission subject
to the conditions laid down in this Article.
2. The power to adopt delegated acts referred to in Article 4(2) and (4) and
Article 5(4) is conferred on the Commission for an indeterminate period of
time from [date of entry into force of this (amending) Regulation].
3. The delegation of power referred to in Article 4(2) and (4) and Article 5(4)
may be revoked at any time by the European Parliament or by the Council. A
decision to revoke shall put an end to the delegation of the power specified in
that decision. It shall take effect the day following the publication of the
decision in the Official Journal of the European Union or at a later date
specified therein. It shall not affect the validity of any delegated acts already in
force.
4. Before adopting a delegated act, the Commission shall consult experts
designated by each Member State in line with the principles laid down in the
Interinstitutional Agreement on Better Law-Making of 13 April 2016.*****
5. As soon as it adopts a delegated act, the Commission shall notify it
simultaneously to the European Parliament and to the Council.
6. A delegated act adopted under Article 4(2) and (4) and Article 5(4) shall
enter into force only if no objection has been expressed either by the European
Parliament or by the Council within a period of two months of notification of
that act to the European Parliament and the Council or if, before the expiry of
that period, the European Parliament and the Council have both informed the
Commission that they will not object. That period shall be extended by two
months at the initiative of the European Parliament or of the Council.
___________________
*****OJ L 123, 12.5.2016, p. 1.';

EN

(9)

Article 15 is deleted;

(10)

Article 17 is replaced by the following:

23

EN

'Article 17
Reporting
1. By 31 January of every year, at the latest, Member States shall inform the
Commission of the number of hauliers possessing Community licences as of 31
December of the previous year and of the number of certified true copies
corresponding to the vehicles in circulation on that date.
2. By 31 January of every year, at the latest, Member States shall inform the
Commission of the number of driver attestations issued in the previous calendar year
as well as the total number of driver attestations as of 31 December of the previous
calendar year.
3. By 31 January of every year, at the latest, Member States shall inform the
Commission on the number of cabotage checks performed in the previous calendar
year pursuant to Article 10a. This information shall include the number of vehicles
checked and the number of tonnes-kilometres checked.';
Article 3
Review
1.
The Commission shall evaluate the implementation of this Regulation, in particular
the impact of Article 2 amending Article 8 of Regulation (EC) No 1072/2009, by [3 years
after the date of entry into force of this Regulation] and report to the European Parliament and
the Council on the application of this Regulation. The report by the Commission shall, if
appropriate, be accompanied by a legislative proposal.
2.
Following the report referred to in paragraph 1, the Commission shall regularly
evaluate this Regulation and submit the evaluation results to the European Parliament and the
Council.
3.
Where appropriate, the reports referred to in paragraphs 1 and 2 shall be accompanied
by relevant proposals.
Article 4
Entry into force
This Regulation shall enter into force on the twentieth day following that of its publication in
the Official Journal of the European Union.
It shall apply from [xx].
This Regulation shall be binding in its entirety and directly applicable in all Member States.

EN

24

EN

Done at Brussels,

For the European Parliament
The President

EN

For the Council
The President

25

EN