EEC transport policy starts to roll, but no decision on weights
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by John Darker • Last week in Luxembourg M. Albert Coppe, EEC Commission member for transport, chided Transport Ministers of the Six for the meagre progress made with transport policy since the foundation of the Common Market. He condemned compartmentalized transport systems within national frontiers. Interstate traffic, said M.
Coppe, was carried out on the basis of totally disparate systems. It was almost inconceivable, he declared, that there should be totally divergent tariff systems for the same modes of transport in a customs union moving towards an economic union.
This could only cause distortions in traffic patterns, with a negative effect on productive activities in the EEC. M. Canoe stressed the policy importance of organizing the transport market and introducing "infrastructure tariffs". It had to be decided whether a common transport policy could be separated from action aimed at equalizing the conditions under which the national markets worked. Was this a matter for member States solely, or not?
A lengthy discussion took place on the size and weights of goods vehicles. Three member countries (France, Belgium and Luxembourg) at present authorize a maximum load of 13 metric tons per axle.
Germany, Italy and the Netherlands have a 10-ton axle limit, like Britain. But an early agreement among member countries on the higher (13 tonnes) axle limit is most unlikely to come about.
The Benelux countries are the most adversely affected and it is on Belgian initiative that the Commission recently proposed that between now and 1974 an intermediate load limit per axle of 11.5 metric tons should be introduced.
Germany feels that the question of damage to roads is fundamental. Raising the limit above 10 tons means higher infrastructure costs. Germany is anxious that British views on this vexed matter should be sought, but at Luxembourg, Herr Georg Leber, the German Minister, said he was prepared to come to a compromise on a European level. He was at pains to say, also, that engine power was another matter requiring agreement.
France is under strong pressure from French vehicle manufacturers against any change in their legislation. M. Jean Chamant, French Minister of Transport,.
seemed to agree last week that a compromise solution could not be ruled out but he stressed that new legislation could not be introduced in the Community to operate from 1974. French manufacturers would need much longer than this to adapt their designs to any modification, say 11.5. tons. Italy is now considering changing to a13-ton limit, but might support a compromise, and Belgium is thinking of lowering the limit to 10 tons. M. Alfred Bertrand, Belgian Minister of Communication. said categorically that unless the Six made up their minds by the end of the year, his country would change over to the 10-ton limit. A guideline text is to be prepared by the Commission.
A long document concerning the organization of the transport market prepared by the Commission was studied by the Ministers, It dealt with access to the transport .market, qualifications of new entrants, introduction of tariff systems, etc. Broadly, the Netherlands, Italy and Luxembourg accept Commission thinking, especially on the need to inter-link all measures ;to be taken dealing with the organization of the transport market.
• Germany, giving priority to . social aspects, is less concerned than the Commission about other alleged deficiencies in the transport market situation in the Community, and feels that the first aim should be harmonization of conditions of corn petition.
France, too, thinks harmonization important. It takes the view that member States can safely be allowed to settle certain details of transport policy so long as the lack of Community regulations does not adversely affect international transport.
On these issues there was a large measure of agreement that the will to concert policies was strong, though it seems doubtful if the Council will be able to pronounce before the end of the year on the measures advocated by the Commission.
The technical details of the Commission's proposals on infrastructure charging were not considered at length last week. But all member countries agree that such a system of charges, designed not only to create equal conditions of competition between transport operators but also between different modes of transport, is an essential element in a common transport policy. Germany and, above all, France, attach great importance to this issue. Real progress in this area is a pre-condition for the greater liberalization of the transport market in the Community.
The Dutch, in contrast, feel that harmonization of tax should not be a pre-condition for the liberalization of transport. The Luxembourg meeting could not decide when to begin preparatory work for the introduction of infrastructure charges. Some delegates thought additional research should first be undertaken.
Positive agreement was reached during the meeting for control measures for regular and shuttle ("express service") bus services • between member states. Henceforth, a common system of authorization will apply. The main unresolved question over regular services concerned the right of inspection which might be given to countries through which they transit. For shuttle services, the problem of the so-called "inverse" shuttle, without passengers, had delayed agreement. It is understood that a compromise agreement was reached in both matters.
The coach and bus regulations agreed will be finally adopted at a subsequent Council meeting, once they have been officially translated into the various languages.
Three months after the basic regulation has been adopted the Commission will draw up, in a regulation, specimens of the authorizations provided for. They will be made out in the name of carriers who, in the member states in which their vehicles are registered, fulfil both the general conditions laid down by Regulation No 117/66 — enabling them to operate internationally — and the specific conditions laid down by the two regulations.
Regular service authorizations will last for a maximum of seven years but "special regular" services will be licensed for two years. Shuttle services will be authorized for a maximum of one year. The authorizations will precisely define the conditions to which the various services are subject, including the circumstances relating to the introduction or withdrawal of a service, changes in operating conditions, etc.
In principle, the member state at the departure point takes decision on shuttle services. But the countries of destination and, in certain circumstances, the transit countries, have the right of appeal to the Commission. The Council have the right to give a final ruling.
When a regular service is being considered the number and quality of existing services, present and foreseeable requirements, and the transport market in the areas concerned, will be borne in mind.
For regular and "special regular" services the Council, on a proposal from the Commission, will draw up a specimen operating plan, with which operators must comply. And the regulations will determine provisions relating to inspections and penalties to ensure compliance with basic rules.