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EU-wide common job quality and working conditions for truck drivers SEC(2008)2632

FACT SHEET NO.: Cat-No.4 / Subcat-No.4.1-2

General Information

Title

FACT SHEET NO.: Cat-No.4 / Subcat-No.4.1-2

Category

4. Internal market

Subcategory

4.1 Internal Market (intramodal): road

Transport policy measure (TPM)

EU-wide common job quality and working conditions for truck drivers SEC(2008)2632

Description of TPM

Regulation of job quality and working conditions for truck drivers applies to road transport services, establishing common rules on access to the profession and to the market, setting minimal standards for working time, driving time and rest periods (including enforcement and the use of tachograph) for professional road transport [1] [2] TPM applies also to self-employed drivers.

Implementation examples

- EU27 countries: EC directive applies in all Member States, which provide reporting data on implementation and checks to the Commission
- US: since 2011 changes in the regulation of hours of services for truck drivers have been analysed and applied by the US Department of Transportation

Objectives of TPM

The TPM is introduced to ensure minimum harmonized social rules throughout the EU. In addition, other objectives are related to create fair conditions for competition, to promote and harmonise safer technical standards and conditions, to guarantee that road transport rules are applied effectively and without discrimination.

Choice of transport mode / Multimodality

Possible (minor) change (shift from road to rail if cost and time for road haulage become less competitive) [3][7]

Origin and/or destination of trip

No major change

Trip frequency

Possible change (more trucks might be needed to haul the same amount of freight) [6]

Choice of route

No major change

Timing (day, hour)

Possible change (some deliveries might be shifted during the day to comply with the working / rest time rules) [6]

Occupancy rate / Loading factor

Possible change (increased load factor to contrast increased cost) [5]

Energy efficiency / Energy usage

Possible change (related to changes in trip frequency and load factors) [5]

Main source

[1] European Commission (2002): DIRECTIVE 2002/15/EC on the organisation of the working time of persons performing mobile road transport activities
[2] European Commission (2002): Regulation (EC) 561/2006 on the harmonisation of certain social legislation relating to road transport
[3] European Commission (2008): COMMISSION STAFF WORKING DOCUMENT - IMPACT ASSESSMENT accompanying the proposal for a directive of the European Parliament and of the Council amending Directive 2002/15/EC of the European Parliament and of the Council of 11 March 2002 on the organisation of the working time of persons performing mobile road transport activities
[4] Institute for Employment Studies (2007): Impact of the working time directive on collective bargaining in the road transport sector
[5] European Parliament DG Internal Policies (2009): Shortage of qualified personnel in road freight transport.
[6] American Trucking Associations (2011): Changes in Truck Driver Hours-of-Service Rules White Paper: Potential Impact on Shippers/Receivers
[7] US Analysis Division - Federal Motor Carrier Safety Administration (2011): 2010-2011 Hours of Service Rule Regulatory Impact Analysis
[8] US Department of transportation - Federal Motor Carrier Safety Administration (2011): Final environmental assessment for the 2011 final Hours-of-Service (HOS) of drivers rule

Traffic Impacts

Passengers 

         

Transport operators 

           

Unassigned 

         

Travel or transport time

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Risk of congestion

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Vehicle mileage

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Service and comfort

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Overall impacts on social groups

Implementation phase

Operation phase

Summary / comments concerning the main impacts

- transport time might increase, i.e. due to rules on working time / rest time for drivers [6]
- transport companies might decide to use smaller truck types below the current 3.5 tonnes limit, e.g. vans, that have to comply with less strict regulations. In this case more trucks would be required for the haulage (also to comply with possibile changes in delivery time), and congestion might be affected [5][6]. Nevertheless, the impact might be compensated in case of load factors optimisation or mode shift.

Quantification of impacts


Economic Impacts

Passengers 

         

Transport operators 

           

Unassigned 

         

Transport costs

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Private income / commercial turn over

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Revenues in the transport sector

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Sectoral competitiveness

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Spatial competitiveness

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Housing expenditures

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Insurance costs

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Health service costs

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Public authorities & adm. burdens on businesses

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Public income (e.g.: taxes, charges)

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Third countries and international relations

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Overall impacts on social groups

Implementation phase

Operation phase

Summary / comments concerning the main impacts

- distorsion in terms of competition is avoided [1][3][5], but the overall competitiveness of road sector might be affected negatively
- the TPM (in terms of regulation of working time) has had a direct impact on pay: employers complain since working hours are reduced but pay has remained the same, thus increasing costs [3][4][5][6][7]
- As a result of the increased transport cost, revenues for transport operators might decrease [3][5][6][7]. Another consequence might affect consumer prices, which might be increased. [3]
- Administrative burden of implementation and enforcement for public bodies might increase [3][5]. Enforcement undoubtedly plays a crucial role because it ensures fair competition in the transport market, road safety and adequate working conditions for professional drivers [5] The Tachograph Regulation might reduce the administrative burden and provide more effective enforcement. Currently there is a lack of public enforcement in the EU Member States, often due to the reduction of public budgets or to a very narrow interpretation of the Directive.
- A minor impact might be expected on health service costs, which might decrease because of improved job quality (better working conditions)

Quantification of impacts

Transport costs:
- In some cases, as a result of increased employment in transport companies their operating costs would increase and the overall EU-27 cost of transport would increase by 1.1%. The consequent increase in the final consumer prices is not possible to estimate [3]
- with new rules in US, additional cost are estimated to be from 0.25% to 1 % of revenues [6]

Social Impacts
Environmental Impacts

Passengers 

         

Transport operators 

           

Unassigned 

         

Air pollutants

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Noise emissions

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Visual quality of the landscape

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Land use

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Climate

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Renewable or non-renewable resources

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Overall impacts on social groups

Implementation phase

Operation phase

Summary / comments concerning the main impacts

- No major impacts, depending on reorganisation of road haulage in terms of load factors and number of trucks required [3]
- According to the US case study:
* a minor increase of pollutant emissions might be observed [8]
* GHG emissions should be almost unchanged or with a minor increase [8]
* in case of mode shift of freight from long-haul truck to rail there might be a slight reduction in energy consumption [8]

Quantification of impacts

not available (depending on reorganisation of road haulage)

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