With the ongoing concerns over refugees, migrants and the world economic situation continually dominating the news headlines, I thought it might be an idea this month to remind ourselves about some of the key concerns affecting EU road transport operations which might otherwise be hidden below the parapet. Matters which the European Commission needs to get a grip on.

A worrying trend of disruptive national developments, causing new obstacles for international transport operations, is occurring. Such national measures not only have a disruptive impact on the sector, but on the free movement of goods and services as such, going against the principles of the single market as set out by the EU Treaties. Examples of such recent national measures are the French and Belgian laws on resting times for truck drivers, the German minimum wage law affecting transport operations and the introduction of the EKAER anti-fraud system in Hungary.

Weekend or inner city driving bans or overly burdensome customs procedures in some Member States can hamper a well-functioning internal market, leading to long traffic jams at borders and around cities.

Intelligent transport systems need to play an increased role to increase the efficiency of road use, improve safety and enhance the environmental performance of vehicles.

Cost-effective diversification of fuels is also an essential component for building a more sustainable transport system in Europe. The Directive on the deployment of alternative fuels infrastructure provides a good foundation, introducing common standards which need to be swiftly implemented by the Member States and closely monitored by the Commission. A positive signal needs to be given to national authorities and investors to support a market driven approach.

It may be of little concern to movers but a number of issues still need to be resolved regarding the legislation on cabotage (allowing transport companies established in one EU country to carry goods within another Member State). Likewise, the Commission must make it clear that, following the 2012 (Commissioner Kallas’) guidelines, cross-border movements of larger and/or heavier trucks are allowed if, when and where competent authorities on both sides of the border agree on the conditions – e.g. specific requirements for the vehicle, routes, infrastructure or the driver to assure an adequate level of safety, as well as compatibility with combined transport, etc.

The Commission should now tackle the case for putting in place a harmonised European framework for electronic interoperable distance-based charging of road infrastructure which should be fair, simple, transparent and non-discriminatory, ensuring a level-playing field with other modes of transport. Double taxation for users should always be avoided and revenues need to be earmarked to the specific mode of transport where these fees were imposed.

Meanwhile, the ‘Road Package’ that the Commission has announced for early 2016 will aim to address a number of challenges for the industry in Europe, relating to road charging, social aspects, market access, enforcement of existing rules and the international dimension of road transport. We shall see!