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Transportudvalget 2013-14
TRU Alm.del Bilag 330
Offentligt

Cabotagestudien

A study on the movement of international

vehicles in Denmark

HENRIK STERNBERG, ANDREAS HOLMBERG, GUSTAF LINDQVIST & GÜNTER PROCKL

REPORT

Packaging Logistics

Lund University

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Cabotagestudien:

A study on the movements of

international vehicles in

Denmark

Version 0.98

Henrik Sternberg, Andreas Holmberg and Gustaf Lindquist, Lund University

Günter Prockl, Copenhagen Business School

Date 2014-06-25

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Dansk resumé

Dette er en foreløbig rapport af de første danske resultater fra den skandinaviske undersøgelse

"Cabotagestudien". De endelige konklusioner vil blive præsenteret i en Skandinavisk rapport, der

forventes at blive offentliggjort i efteråret 2014.

Et åbent Europæisk marked for varer og tjenesteydelser, herunder transportydelser, stimulerer handel,

global konkurrenceevne og økonomisk vækst. Samtidig har bekymringer for national jobsikkerhed og

miljøet udløst debat. Denne rapport skal betragtes som et første beskedent bidrag til et overvejende

uudforsket område af tidligere studier. Cabotagestudien består af en gennemgang af tidligere forskning

i deregulering af vejgodstransport, en dataindsamling af internationale lastbilers bevægelser i

Skandinavien, metodevalidering og statistisk sammenligning. Dele af dataindsamlingen præsenteret i

denne rapport er baseret på en innovativ mobil app til lastbilsoptælling, som registrerer køretøjers

bevægelser, med hjælp fra 8 000 frivillige. Fordi de anvendte metoder er helt nye og mangler statistisk

præcision skal resultaterne fortolkes ved at holde disse underliggende antagelser i rapporten for øje.

Vores datasæt rummer tre centrale indikationer:

1. Cabotage fremmes af politiske beslutningstagere som en måde at forbedre fyldningsgrader.

Vores data samt inddragelsen af vognmænd i undersøgelsen tyder på, at nogle vognmænd

baserer deres forretningsmodel på indenlandsk godstransport med udenlandske køretøjer,

såkaldt "big cabotage". I lyset af at Danmark har nogle af Europas højeste chaufførlønninger

er cabotage som en forretningsmodel en logisk konsekvens. Som forretningsmodel er det

stadig meget begrænset udbredt i Danmark, men fra et dansk perspektiv er det tvivlsomt, om

det reelt forbedrer fyldningsgraderne. Tidligere forskning tyder på, at deregulering

hovedsageligt forbedrer omkostningseffektivitet, med kun har en mindre effekt på teknisk

effektivitet.

2. Vores data viser ingen tegn på juridiske overtrædelser af cabotage reglerne, det vil sige at

ingen af observationerne viser tegn på, at lastbiler kører en fjerde tur efter en international tur.

Da Danmark er et lille land med hyppige danske politikontroller er der få incitamenter og høj

risiko for vognmændene at deltage i ulovlig cabotage.

3. De indsamlede data kan bruges til at supplere Eurostats cabotage statistikker. Efter korrigering

for bias tyder vores data på, at store dele af nye medlemslandes cabotage aktiviteter i Danmark

ikke indgår i Eurostat 2012. Vi foreslår et alternativt billede delvist baseret på Eurostat og dels

på køretøjernes faktiske bevægelser, hvilket giver en minimum cabotage penetration i

Danmark på 4,6% - med data, der giver plads til en betydeligt større procentdel.

Yderligere uddybning af disse indikationer samt yderligere data og beregninger vil blive offentliggjort

i den endelige rapport om det skandinaviske ”Cabotagestudien”.

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Acknowledgements

First of all, we would like to thank the 8 000 volunteers in Scandinavia that used the smartphone apps.

In particular, we would like to mention “Truckerbobo”, who carried

out 2 669 observations in

Denmark.

Cabotagestudien, using a novel methodology, is rather cost intensive. Lund University wants to thank

the numerous organizations that donated funding, including, but not limited to, the Elin and Charles

Lindley Foundation, DTL and 3F. At DTL, we would like to especially thank Sören Larsen, Erik

Östergard and Frank Davidsen for their patience and wholehearted support on a wide array of matters.

We would like to thank 3F for playing an important role in motivating volunteers and in particular Jan

Villadssen, Harald Fabricius and Robert Grandt for happily sharing their insights.

We would like to express our deepest gratitude to Henrik Hansen, managing director of Contrans, for

his invaluable and extensive efforts to support this research by providing 100% transparency to our

investigations. We thank ITD for establishing haulier connections and for supporting with data. At DI

we thank Rune Noack for legal input and advice. In addition, we would like to thank all the other

participants in the Lund University, Campus Helsingborg workshop on the 16 of December, 2013, in

particular Tommy Pilarp, Swedish International Freight Association, and Fredrik Engström, Swedish

Association of Road Transport Companies.

Our gratitude goes out to a large number of partners. At Copenhagen Business School we would like

to thank assistants Claes Bjerre Gunvig and Mette Kathrine Vinther Korsgard. Henrik would like to

thank all the researchers and staff at Norweigan Transport Institute of Economics, Oslo, for their

hospitality and their expert input on a number of aspects of Cabotagestudien. We thank our graphics

expert Carl Hagerling, programming and optimization expert Dr. Martina Maggio and volunteer

Martin Stjernström. We thank our professional editor Eileen Deaner and all the other staff at the

Division of Packaging Logistics for their support. Thanks to Per-Olof Arnäs (Chalmers) for social

media expert advice and to Sten Wandel (Lund University) for review.

We are also very thankful

to Fredrik Eng Larsson, transport operations researcher at Lund University, for his specialist

mathematics review.

To all the people that have been waiting for the results, we want to apologize for the extensive delay.

We would like to thank all the people active on social media and all the journalists who have helped

spread the word about Cabotagestudien. In particular we would like to thank the magazine

Lastbil

magasin,

that sponsored with prizes to top volunteers in Denmark.

Henrik Sternberg, Andreas Holmberg, Gustaf Lindquist and Günter Prockl

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Contents

Executive summary .................................................................................................................................. i

About the authors ............................................................................................................................... iii

Acknowledgements ................................................................................................................................ iv

Background ............................................................................................................................................. 1

Why carry out a study on international trucks in Denmark? ............................................................... 1

State of deregulation and brief overview of applicable rules

–

June 2014 .......................................... 1

The Danish transport market ............................................................................................................... 2

Existing knowledge in the field ............................................................................................................... 5

Efficiency ............................................................................................................................................ 5

Motor Carrier Act of 1980 (MCA) ...................................................................................................... 5

Road freight deregulation in Europe ................................................................................................... 6

Methodology

–

overview......................................................................................................................... 8

Position reporting of foreign vehicles

–

Cabotagestudien app ............................................................ 8

Engaging volunteers in observation ................................................................................................ 8

Ethics and privacy ........................................................................................................................... 9

Error sources in the data collection ................................................................................................. 9

Error sources in the preliminary data analysis .............................................................................. 10

Validation trucks ............................................................................................................................... 10

Scandinavian field trip....................................................................................................................... 10

Remaining work ................................................................................................................................ 11

Results ................................................................................................................................................... 12

Volunteer data overview ................................................................................................................... 12

Observer bias

–

validation trucks ...................................................................................................... 13

Validation trucks ........................................................................................................................... 14

Antagonistic observations ............................................................................................................. 15

Indications

–

business and legal ........................................................................................................ 15

Estimating cabotage in Denmark .......................................................................................................... 17

Concluding discussion and reflections .................................................................................................. 20

References ............................................................................................................................................. 22

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Background

Why carry out a study on international trucks in Denmark?

10 million Europeans work in the transport industry and transportation is the basis for trade enabling

societal wealth. Europe is currently deregulating the domestic road freight transport markets and the

European Commission has outlined the benefits, such as increased efficiency, reduced environmental

impact and reduced administration from the deregulation (European Commission, 2011, European

Commission, 2014). It is a well-known fact that cost effective transportation enables economic growth

(for example, Woodcock et al., 2007,

Mačiulis et al., 2009),

as does the reduced administration as a

result of deregulation. The positive environmental claim, however, has been questioned due to, for

example, potential modal shift (Visser and Francke, 2010, Ministerie van Infrastructuur en Milieu,

2013) and an increased transport demand as a result of decreased transport cost (Sternberg, 2013). In

addition to environmental concerns, studies show unintended social effects on truck drivers as a result

of the deregulation (Hilal, 2008).

Despite the strong impact on both society and industry, as well as the major political debates and

media attention given to the matter, European freight deregulation has received rather little research

attention. This is in contrast to the amount of literature that has addressed the American road freight

deregulation through the Motor Carrier Act of 1980 (e.g. Corsi, 2005). Logistics and in particular

transportation have a large environmental and societal impact (Wu and Dunn, 1994) and the societal

costs of freight transportation are rarely internalised, causing concern among policy makers (Runhaar

and Heijden, 2005, Stern, 2008).

Given both the lack of studies on the European road freight transport deregulation (hereafter referred

to as “the deregulation”), and the financial, environmental and social importance of freight

transportation, this study provides some insights into the European road freight transport deregulation

in the case of Denmark. Some of the questions this report will try to contribute to are: What is the

extent of cabotage in Denmark? What are the current effects of the deregulation?

The purpose of this report is to provide a picture of foreign trucks on Danish roads.

Our aim is to

present objective data, which can be viewed as a complement to existing statistics, and can be used for

research and analysis.

This preliminary report presents initial findings mainly relating to Denmark. The final findings from

the study,

entitled “Cabotagestudien”,

will be presented in a Scandinavian report scheduled to be

released in the autumn of 2014. We would like to emphasise that this study is, despite massive

volunteer support, still a small-scale initiative with small resources placing limitations on the analysis.

The report is organised as follows: The remainder of this section explains the current state of

deregulation and the rules governing foreign hauliers’ activities in

Denmark. The second section

provides an overview of existing knowledge which is followed by an elucidation of the methodology

on which the research is based. Then the results from the data collection and analysis are presented.

Finally, the implications of the analysis are discussed.

State of deregulation and brief overview of applicable rules

–

June

2014

The international traffic between EU countries is completely deregulated, whereas the domestic freight

transport markets are still regulated, currently through Regulation (EC) 1072/2009 (2009). The

Regulation states: “Hauliers who are holders of Community

licences provided for in this Regulation

and hauliers authorised to operate certain categories of international haulage service should be

permitted to carry out national transport services within a Member State on a temporary basis in

conformity with this

Regulation, without having a registered office or other establishment therein”.

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The word

cabotage

originates from the sea domain and according to most dictionaries, applies to

transport between two locations within a country, carried out by a foreign carrier. A foreign haulier

carrying out national transports is generally referred to as cabotage. “Temporary” in the Regulation is

defined as three cabotage transports in another country within one week, upon the completion of an

international trip. Notably,

the Regulation’s definition of temporary cabotage does not exclude

systematic cabotage, which means that in practice a foreign haulier can spend 365 days in another EU

country, as long as the haulier ensures having an international trip every week. Schramm (2012)

suggests the conceptual definition

of “big cabotage”, meaning that large-scale

international hauliers

with a critical mass of international trips, can act as domestic hauliers and continually rotate their

trucks between two countries with three domestic trips in each of the countries.

Some road transports between two domestic locations are not cabotage, but

combined transports.

Combined transport is promoted within the European Union (EU) through the Combined Transport

Directive (Council Directive 92/106/EEC, hereafter referred to as

“the

CT Directive”). The CT

Directive seeks to promote combined transport operations through liberalisation of road cabotage, the

elimination of authorisation procedures for combined transport operations, as well as financial support

through fiscal incentives for certain combined transport operations. In order to be eligible for the

provisions within the CT Directive, the movement of goods must meet a number of criteria, including:

Goods must be moved in a load unit which is more than 20’ (6m) long; and

2. Goods must be moved by rail or inland waterway or maritime transport, where this section

exceeds 100 km as the crow flies; and

3. Goods must be moved by road transport on the initial and/or final leg of the journey either:



between the point where the goods are loaded and/or unloaded and the nearest suitable

rail loading station; or



within a radius of 150 km as the crow flies, from the inland waterway port or seaport

of loading or unloading.

The CT Directive is supported by other EU policies, such as the Weights and Dimensions Directive

(Council Directive 96/53/EC) which currently provides for Member States to permit movement of

heavier intermodal load units by road when used in combined transport operations (European Union,

2014).

Several of the world’s largest and most famous transport companies are Danish and Denmark has a

long tradition of international freight transportation. With relatively high salary levels (European

Commission, 2014), Danish hauliers and transport workers are, together with other western and

northern European trade and interest organisations voicing concerns over their future existence.

Recent research confirms their concern. For example, Kummer et al. (2014) showed that over a

decade, half of the Austrian truck fleet had flagged out. According to Eurostat (2014b), the Danish

domestic freight market was 12 292 million tonne-kilometres (mtkm) in 2012, as shown in Table 1.

The same year the total amount of cabotage transports was 343 mtkm (Eurostat, 2014a). The total

market national market was 12 635

mtkm and the share of cabotage transports was 2.7%. However,

all domestic freight transports carried out in Denmark do not have access to international vehicles, but

instead have specific vehicle combinations that do not render themselves useful for the international

transport of goods. This means in practice that they cannot be granted the right to carry out cabotage

within the framework of the current regulations (e.g. agriculture bulk transports).

In Table 1 the national transports in 2012 are displayed by product category and are marked with a

“Yes” in the column “Cabotage Feasible”

if it is feasible for the category to be handled out by

international drivers within the current regulations. The total national market that is exposed to

This figure includes domestic national transports carried out by Danish registered vehicles (12 292 mtkm) and

by international vehicles

–

cabotage (343 mtkm). As we have seen from several other figures (e.g. 2.6%:

http://itd.dk/en/InternationalItem.aspx?NewsID=3669),

there seems to be a lack of consensus on the figures.

The Danish transport market

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international drivers is thus only 6 737.7

mtkm. When comparing the cabotage with the exposed

national freight market the share is instead

estimated

to a minimum of 5.1% based on current statistics.

Table 1. National freight market in Denmark divided into product category and if the category can be transported by

cabotage transports.

Product Category

Food, feed, beverages, tobacco

General cargo, mixed goods

Agriculture, forestry and fishery products

Gravel, stone, sand, clay, salt, asphalt

Building materials, minerals

Gasoline and other petroleum products

Soil and waste

Metal products

Processed wood, paper, and paper products

Unknown type of goods (e.g. in containers)

Chemical products, fertilizers, plastics, rubber

Machinery, appliances, electrical appliances,

etc.

Vehicles and associated parts

Ores, iron, and other metal

Letters and parcels

Furniture and other manufactured goods

Empty containers and swap bodies

Textiles and clothing

Moving goods

Charcoal

Total

Amount Cabotage

mtkm

Feasible

2 656.7

Yes

1 963.0

Yes

1 868.2

1 444.6

1 017.0

520.6

472.1

390.7

Yes

386.9

Yes

371.2

Yes

254.4

179.3

Yes

161.6

152.4

142.0

102.4

89.0

53.6

40.4

25.9

12 291.9

Yes

6 394.7

Every year the ITD (Danish road transport trade organisation) counts vehicles passing the main Danish

border crossings (Figure 1). The counting is carried out using hired assistants and done in a systematic

manner. Padborg dominates as the road freight centre of Denmark.

6 394.7 + 343 = 6 737.7

The “Cabotage Feasibility” has been assessed by trade organization experts. In the assessment, we decided to

include rather than exclude, so the actual figure of the “cabotage feasible” market is likely to be considerably

lower.

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50,0%

45,0%

40,0%

35,0%

30,0%

25,0%

20,0%

15,0%

10,0%

5,0%

0,0%

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Denmark

SE, NO, FI

Germany

Eastern Europé

Holland

Others

Figure 1. Market share in Denmark by country of registered vehicles going in to Denmark (source:

http://itd.dk/Default.aspx?ID=593).

Given the importance of the Danish transport industry for the national economy, cabotage

transportation in Denmark sparked political debate resulting in action. The Danish police have

received considerable resources for controlling heavy goods vehicles, making Denmark well-known

for extensive controls. The latest statistics from the Danish police indicate illegal cabotage at 0.5%

(Bröndum, 2014).

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Existing knowledge in the field

This section offers a broad summary and discussion of the existing knowledge in the area of the report.

Before presenting the existing research on transport regulation, a brief primer on various views on

efficiency and logistics trade-offs is provided.

The lack of a common definition of a

system’s efficiency, both in general and in specific scientific

fields (Shaw, 2009), often makes it difficult to understand communication using

efficiency.

Generally

efficiency relates to the input used in a process transforming it into output in order

for the system’s

goal to be achieved.

When looking into transportation, considering

externalities

becomes very important.

“Externalities are

an economic concept that refers to activities of a group that have unintended consequences, positive or

negative, on other groups and most importantly that those consequences, particularly if they are

negative, are not assumed by those causing them. The impacts are therefore ‘externalised’”

(Rodrigue

et al., 2013, p.260). The European Commission report,

“Towards

Fair and Efficient Pricing in

Transport” (European Commission, 1995), is one sample of many papers and investigations, all

recommending transport policies that enable internalisation, such as

“polluter pays”

regulations and

infrastructure charges (Hultkrantz et al., 1997). Road freight transportation in particular is associated

with externalities, but in many transport setups, no other option is viable. Hence, the European

Commission states in the

“Roadmap

to a Single European Transport Area

–

Towards competitive and

resource efficient transport system” (2011):

“In longer distances, options for road decarbonisation are

more limited, and freight multimodality has to become economically attractive for shippers. Efficient

co-modality is needed. The EU needs specially developed freight corridors optimised in terms of

energy use and emissions, minimising environmental impacts, but also attractive for their reliability,

limited congestion and

low operating and administrative costs.”

Before we start the walkthrough of existing knowledge relating to deregulation, we would like to

outline how freight transport networks are planned. A central factor is

cost.

Freight transport demand

is induced. This means that it is not a service consumed without a relation to geographic utility (Hesse

and Rodrigue, 2004) and has economic gain of the geographic utility being greater than the cost of the

transport. As will be argued in the next section, deregulation strongly decreases cost. In the short-term

that only means gains for the shipper through reduced transport costs, but in a longer perspective,

transport costs are a major factor influencing decision making when locating factories, warehouses,

distribution centres, etc. The network planning is always a trade-off between warehousing and

transport costs. Decreasing transport costs means that in the long-term it becomes more profitable to

centralise warehouse structures, cut inventory and transport goods more frequently and over longer

distances (Lumsden, 2006, Simchi-Levi et al., 2007). The incentives for advanced planning to increase

the fill rate of heavy-goods vehicles decreases as freight rates decline. On the contrary, higher

inventory costs enable higher fill rates and/or larger transport units. At the core of corporate economic

models for network planning is a total cost minimisation under given service levels.

Efficiency

Motor Carrier Act of 1980 (MCA)

The Motor Carrier Regulatory Reform and Modernization Act (more commonly known as the Motor

Carrier Act of 1980 (MCA) is a United States federal law which deregulated the trucking industry. In

short, before the deregulation of road haulage in the United States, each state regulated the traffic

licenses and hauliers were only allowed to traffic those distances they were licensed for. In addition,

bureaus controlled price levels, e.g., through checking if prices were, quote: “reasonable”. Notably, the

learnings from the Motor Carrier Act of 1980, seem to be kept out of the discussion/debate on the

European deregulation. One of the reasons for this, could be that the previous US structure involved

bureaus controlling price levels.

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The deregulation following the MCA resulted in several effects. First off, strong reductions of

shipping costs, that have remained low after the initial adjustment to deregulation (Kling, 1990, Ying

and Keeler, 1991). Service quality improved or remained constant

–

small communities experienced

minor cost decrease, whereas dense areas faced major cost cuts. Several new firms entered the Full

Truck Load (FTL) segment, whereas numerous firms in the Less than truckload (LTL) went bankrupt,

without being replaced by other firms on the market, leading to fewer and larger firms (Kling, 1990).

The major technical efficiency gain was achieved by private fleets (operated by a shipper for the

purpose of transporting that shipper’s goods)

being dissolved, enabling hauliers to move goods from

more shippers and more efficiently balance their assignments. Centralization of transport planning is

typically associated with higher fill rates (Cruijssen et al., 2007, Cruijssen et al., 2010).

A major effect of the US deregulation was that the transport geography changed. Trucking replaced

rail as the main mode of transportation. In 1980, 70% of US freight expenditure were paid to road

hauliers, whereas it was 87% in 2004, despite significant price reductions through the deregulation. As

expected, an increased centralization of warehouses took place.

Several researchers have addressed effects on worker conditions,– unionized carriers went out of

business (Belzer, 2000). Driver salaries fell by 21% between 1973 and 1995, with deregulation

accounting for roughly one third of the decrease and de-unionization for another third (Belman and

Monaco, 2001). Belzer (2000) outlines drivers as the big losers of the deregulation in his book

“Sweatshops on wheels”.

Researchers have proposed different effects of the effects on driving safety

from the regulations. We have found no significant evidence of increasing accidents, but between the

hauliers there exist significant difference

–

in terms of safety and accidents, unionized hauliers clearly

have less accidents than non-unionized (Corsi et al., 2012). In the aftermath of the heated debate in the

end of the 70ies in the US, Unions and trade organizations were wrong about service decline, but right

about deteriorating

drivers’ conditions.

In North America, the U.S., Canada and Mexico have signed an agreement called North America Free

Trade Agreement (NAFTA) which facilitates cross-border movement of goods and services between

the countries (NAFTA, 2014). The agreement has efficiently facilitated cross-border movement

between Canada and the U.S., thanks to similar safety regulations (Webster, 2010). However, the

border to Mexico has remained closed due to pressure from safety and labour organisations in the U.S.

Therefore, a new accord was signed in 2011 opening up the US-Mexican border for Mexican trucks

(Black, 2011), tough with strict restrictions and control mechanisms:

“

Mexican trucks must comply with all Federal Motor Vehicle Safety Standards and have monitoring

systems to track hours on the road, the Transportation Department said. Also, truck drivers must take

drug tests that are analyzed in the U.S., hand over complete driving records and prove their English-

language skills … Mexican trucks will be allowed to carry loads to a U.S. destination and bring cargo

back to Mexico.

They won’t be able to deliver goods between two U.S. cities. U.S. trucks will be

allowed to circulate in Mexico under the same guidelines.

”

In order to ensure that no domestic runs are carried out and to track compliance with US hours-of-

service laws, the Mexican trucks are enforced to carry electronic recorders (Williamson, 2011).

Road freight deregulation in Europe

In the beginning of the 1990s, some of the first logistics researchers to address European deregulation

were the Americans, Cooper et al. (1990),

with a conceptual outline of “Europe 1992: Benefits and

Challenges for International Transportation”. Pfohl

(1993) followed with a study on the logistics

implications of the unified European market and found that the decreasing costs from low-level road

hauliers would enable a centralisation of companies’ manufacturing and distribution sites. From a

German perspective, Pfohl also predicted that logistics managers would increasingly want to rely on

outsourcing logistics and in particular outsourcing transport operations.

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From other scientific fields, transport deregulation has gained significant interest from law and

political sciences, studying how national authorities have met the deregulation (for example, Heritier,

1997). Several economic policy researchers have praised the deregulation. Boylaud and Nicoletti

(2001, p.244)

state: “The available empirical evidence suggests that liberalisation has promoted

efficiency and consumer welfare in the countries that have implemented reforms”. Lafontaine and

Malaguzzi Valeri (2009) analysed data series of international transportation and cabotage. They found

that the increase of tonne-kms was due to increased tonnes transported, not an increased transport

length, implying positive trade effects. That fill rates have remained somewhat constant over time is

supported by minor investigations. One such study is the longitudinal Swedish-Norwegian border fill

rate study by Ramböll (Wall, 2013), that show a very low decrease in fill rate between 1989 and 2013

(measured 1989, 1994, 1999, 2004 and 2013).

Hilal (2008) investigated, from a sociological perspective, the worsening social conditions (also

referred to as “social dumping”) of European truck drivers. She explains how unscrupulous companies

use legal vacuums occurring when deregulation is operational faster than national police forces can

carry out inspections. According to Hilal, the intensified use of subcontracting leads to dodging of

national tax laws and labour and welfare regulations, with worsens working conditions.

The competitive international long-haul segment is characterised by low operating margins. Fuel

prices do have an effect on competitiveness of international hauliers, as shown by the case of the UK

(McKinnon, 2007). Kummer et al. (2014) carried out a longitudinal study in Austria, showing the

dynamics of transport services and the ease of both flagging out and the extent of heavy goods

vehicles (HGVs) being flagged out. They found that over a period of 10 years, 50% of the Austrian

vehicles had been flagged out to East Europe. The price differences between a Western/Northern

European (EU15) haulier and an Eastern European (from now on referred to as new member states)

one is typically around 20-40%, depending on the type of haulage and countries compared (European

Commission, 2013, Kummer et al., 2014). The cost difference is to a large extent an effect of lower

wages, but also due to lower fixed costs, for example vehicle tax and inspection costs.

Changing the structure of transportation inevitably has large effects on the environment. Previous

studies show both positive environmental impacts from cabotage (Visser and Francke, 2010) and

negative ones (Ministerie van Infrastructuur en Milieu, 2013, Sternberg, 2013). All three studies were

small-scale and conducted using different data and different calculation methods. The data of

Sternberg (2013) also raised concerns that a large number of international vehicles did not show signs

of leaving Sweden

The first round of data collection for Cabotagestudien was carried out in the spring of 2013. The second round,

6 months later, revealed that a very large number of trucks that moved only domestically, were no longer present

in the country, whereas the international trucks largely remained. These findings will be elaborated in the

Swedish report published in the autumn.

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Methodology

–

overview

As confirmed by (Lafontaine and Malaguzzi Valeri, 2009), only a few scientific articles have

addressed the European freight deregulation. Hence, we have applied a combination of methodologies

in order to investigate international truck movements in Scandinavia. Firstly, we developed an

innovative smartphone app for collecting a large dataset. Secondly, we validated the dataset against

the actual GPS positions (in some cases complemented with consignment notes). Thirdly, we

investigated various documents (literature, legal cases, consignment notes, news articles, etc.) and

carried out a field trip in Denmark. In addition, an expert workshop was carried out, to discuss legal

interpretations and potential errors in the data. The final piece of work carried out (a calculation model

to analyse business models of international hauliers) was not completed at the time of this report.

During the whole time, we have maintained a fruitful dialog with various Danish interest

organisations.

Politicians, authorities and researchers all rely on Eurostat to retrieve statistics on road freight

transportation. In the Eurostat data, some countries statistics are non-disclosed and some European

countries lack routines for collecting haulage data (Eurostat, 2013). We have applied

“empirical

crowdsourcing”,

that is, using volunteers to collect position data of foreign vehicles, in order to

complement the Eurostat data with additional insights.

Position reporting of foreign vehicles

–

Cabotagestudien app

Engaging volunteers in observation

Early studies on collecting GPS data have shown that, with technology, volunteers are typically

positive to participating in research projects (Murakami and Wagner, 1999). Previous studies on truck

drivers carrying out self-observation (for example, Klaus et al., 2008, Sternberg, 2011)

have shown

that truck drivers to some extent are motivated to participate in research programmes, in particular

when given incentives. In addition to the potential for collecting large amounts of empirical data that

might otherwise be hard to come by, early experiments on

using smartphone apps with drivers by Sternberg (2011)

indicated that some quality problems of the collected data need

to be taken into account.

Given this background, an initial version of Cabotagestudien

was carried out in Sweden in the spring of 2013. A simple app

for Android and iOS was made freely available and promoted

using social media. The user entered the licence plate number

of the observed vehicle and submitted the position, using the

phone’s GPS

coordinates. During the first round of

Cabotagestudien, the platform and quality assurance tools were

continuously developed. There was great interest for the study

in Denmark, and a large number of Danish volunteers used the

Swedish app. Hence when the Scandinavian Cabotagestudien

started, a critical mass of users was ready to use the Danish

version of the app, the Facebook page and website.

Data were collected from 8 October to 9 November 2013. The

data collection method itself rendered considerable media

attention, which further boosted the number of users. In

addition to drivers acting out of fear of losing their jobs in the

light of deregulation, we believe the visualisation component of

Figure 2: Screenshot from Google Play

Further contributions on the driver observation methodology are currently under review in

Transportation

Journal.

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the project played an important role. The users could continuously monitor the results of the project on

the project homepage:

http://dk.cabotagestudien.com/da/steder/#/plates/

. Continuous news and

updates were given on the Danish Facebook page, monitored by assistants of the Copenhagen

Business School. In addition, the

Lastbil magasin

(Danish trucking magazine) offered free

subscriptions as a prize to the most productive Danish volunteers. The most productive Danish

volunteer, “Truckerbobo”, reported

2 669 truck positions over the data collection period. The top list

(http://www.cabotagestudien.com/sv/topplista/) was published in the app to give recognition to the top

contributing volunteers.

Ethics and privacy

The app contained warning texts, strongly advising against using it while driving. In the information

material as well as continuously in social forums, volunteers were informed and reminded to respect

the

privacy of foreign drivers and individual companies. In a deregulated market, shippers’ transport

purchasing policies are governed by the strategy of the company. The Cabotagestudien team’s advice

to domestic drivers concerning job security and safety has always been to encourage informed

consumption, that is, using their power as end consumers rather than stigmatising foreign truck drivers

who in many cases already live under harsh social conditions.

During the field trip (see Scandinavian field trip section) the Cabotagestudien team met with over 100

foreign drivers. The app’s functionality was demonstrated to several groups of drivers and they were

told how their privacy and the licence plates of their trucks were to remain confidential.

Error sources in the data collection

Several sources of error needed to be taken into consideration. The following non-antagonistic errors

were observed:



Technical errors: These occur when, for example, the smartphone sends erroneous GPS

coordinates (or no coordinates at all,

making it look like an observation was made at 0’0

[outside the coast of Africa]).



Double typing: Some double submissions were made. These were filtered out.



Erroneous typing: This is an apparent weakness in the study, since there is no guarantee that

the user has not entered the licence plate of a personal car, trailer or a fictive licence plate. A

few users reported their errors. Since licence plates with only one observation are unlikely to

have spent more than a maximum of one day in a Scandinavian country, they were not of

interest for the purpose of the study anyway.

Several app users in Denmark carried out impossible observations (e.g. a truck being at two different

locations within an implausible time interval) or simply reported foreign trucks they had previously

seen, in order to either criticise the app or to try to “over use”

it to increase the presence of foreign

vehicles in the statistics. Early on, the Cabotagestudien team decided not to carry out any real-time

blocking of such antagonistic usage

of the app, since that would potentially lead to a kind of “arms

race” between the data verification functions and the antagonistic users. 4% of the Danish

observations were discarded because of quality issues, as will be explained in the analysis section.

Drivers have a bias in their reporting and tend to report new member states trucks more frequently

than EU15 ones. As the results section will show, the expert was right and this error source is

accounted for. Some larger hauliers are known to apply rigid internal control measures to prevent

illegal cabotage, hypothetically creating a company reporting bias, i.e., drivers are aware and focus on

observing small or medium-sized haulier vehicles. The limitations of the current dataset does not

support or reject the existence of such bias.

The final source of error, one that we have not been able to adjust for, is fake licence plates. Swedish

observers (and the authors during their field trip) took several pictures of truck drivers trying to hide

their licence plates, trucks driving without licence plates, etc., and sent them to the team. No such

pictures were taken or sent from Denmark (or Norway) during the time of the study (8 Oct. to 9 Nov.

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2013). As will be explained in forthcoming reports, surprisingly large differences between the

Scandinavian countries have been observed.

Error sources in the preliminary data analysis

Transportation researchers around the world are currently experimenting with various types of

smartphone-based approaches to data collection (Bohte and Maat, 2009). Collecting smartphone data

for transportation research is a novel, but is fast developing as an approach for collecting large datasets

in a cost efficient manner. As with other probabilistic methods, the analysis of geographic movement

patterns is by default very prone to errors (Bierlaire et al., 2013). The poor quality of GPS data

collected from smartphones precludes the use of state-of-the-art map matching methods (ibid.), yet

with complementary data on the actual characteristics of some trips, quality of the analysis can be

greatly increased (Du and Aultman-Hall, 2007, Bohte and Maat, 2009). Despite additional descriptions

and templates for matching GPS data to trip purpose, trips with many stops still represent a great

challenge to analyse (Du and Aultman-Hall, 2007). In practice this means that the greatest challenge is

distribution traffic with frequent stops.

When working with GPS datasets, several factors have to be assumed, despite the fact that they are not

true for the whole population studied. Denmark is a very small country and foreign trucks can easily

operate legal cabotage 365 days a year. For 43 out of the 100 most observed trucks, the team had

access to perfect data (see next section

–

Validation trucks), confirming that trucks operating

frequently in Denmark without being observed in Sweden, Norway or Finland, regularly make trips to

Germany.

The Danish experts in the workshop noted that trucking under the combined transport regulation is

relatively rare in Denmark and none of the three validation fleets carried out any combined transports.

None of the trucks on which the team retrieved detailed data had carried out combined transports.

Hence our analysis model of Denmark does not take combined transport explicitly into consideration.

Another constraint is assumed efficient route planning, which means that hauliers are assumed to carry

out their initial tour until a significant (100 degree) route change occurs in a period of 15 minutes.

Validation trucks

Twelve hauliers were requested to share data with Cabotagestudien. The data requested of companies

were GPS logs and copies of consignment notes. In return, the companies were offered anonymity and

a potential certificate that they had been externally scrutinised. Of the twelve hauliers, three agreed to

share data. One haulier answered our request, but declined assisting with data, because they did not

think their potential participation would be accepted by their customers. The remaining 8 never

answered our request and we refrain from speculating why.

The validation set used this far for the preliminary analysis consisted of a dataset of GPS logs of 114

trucks, with 99 trucks having carried out both international transports and cabotage in Scandinavia

during the period of the study.

Scandinavian field trip

During the first period of data collection in the spring of 2013, the users sent in many reports about the

international trucks regarding parking pitches, alarming social conditions, violations of Swedish laws

with replaced, covered or no plates at all, and so on. We started in Sweden on 27 October and travelled

the roads through Norway and Denmark, before ending up in Sweden on 3 November. The purpose of

the trip was to gain a better view of the international freight market in Scandinavia and establish

contacts with foreign drivers to validate the analysis.

The conditions of the drivers’ facilities very considerably. Most foreign drivers spend a majority of

their time in Scandinavia relying

on the shipping company’s hygienic facilities that they can

use when

loading and/or unloading.

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Polish drivers in general were very open and they seemed to have, in general, a positive attitude to

their work and the salary they were paid. Typically they stay out for 4-5 weeks followed by 2 weeks at

home. Most Bulgarian drivers were very hesitant to speak to the authors. The ones who did stated that

they stay out for 3-4 months, followed by 2-4 weeks at home.

Figure 3. Panorama picture of the Padborg toll station, 2 Nov. 2013.

Through Facebook and Skype, we maintained contact with some of the drivers. We spent two days (a

Friday and Saturday) in Padborg. At the toll station, the biggest challenge to driver conversations was

the large number of drunk drivers.

Finally, one of the authors collected observational data without nationality bias, in order to collect

supporting material for the calculations.

Remaining work



Additional validation cases: For the final report, our ambition is to incorporate further

validation cases.

Legal cases: The Cabotagestudien team set out to study legal cases, but due to the lack of

cases (finding only the court case of one international haulier), we discontinued this approach.

Currently the University of St. Gallen in collaboration with Lund University are developing a

microeconomic calculation model, to create addition insights on the Danish market. At the

time of the writing of this report, the model is yet to be validated.



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Results

This section presents the results from the data collection.

Volunteer data overview

A total of 172 261 observations were collected by approximately 8 000 Cabotagestudien app volunteer

users (some users were anonymous). Out of the 172 261 observations, 38 0861 were made in

Denmark. 436 observations were deleted because of, for example, erroneous coordinates or double

entry. In total, 56 947 different licence plates were reported (the main part of them, only once). 12 596

licence plates were reported by at least two observers, corresponding to 110 076 observations. The

remaining 60 697 valid sights were not used. The bulk of the observations were clearly made by truck

drivers, with the data collection patterns corresponding to their regular routes. 2 109 users (543 in

Denmark) contributed 10 or more observations. Figure 3 gives an overview of the coverage of the

Danish observations.

Figure 4. Overview of the observations collected. Purple dots indicate a strong concentration of observations (+1000).

Based on the observations, individual truck moving patterns could be established, see Figure 5 and

Figure 6 for a samples:

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Figure 5. A sample moving pattern (http://www.cabotagestudien.com/sv/rapporteringar/#/plates/2031/I_____H/),

based on 103 observations.

Figure 6. Another sample movement pattern

(http://www.cabotagestudien.com/sv/rapporteringar/#/plates/145/I_____H/).

Observer bias

–

validation trucks

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When the observers reported trucks, they could optionally enter nationality. The reported nationalities

of the trucks displayed a strong bias towards reporting new member states trucks, as shown in

Error!

Not a valid bookmark self-reference..

Out of 3 373 trucks observed in Denmark, 762 were Polish,

462 Bulgarian and 409 German. No nationality was entered for 669 (20%) trucks.

25%

20%

15%

10%

None

Other

Figure 7. Percentages of truck nationalities observed by volunteers.

This observation bias has led to that the distribution between EU15 and new member states vehicles is

somewhat false. Thanks to the validation case, the frequency of observations from the volunteers of

EU15 and

new member states’

vehicles respectively could be compared to the actual appearances.

This showed that new member states vehicles were reported 1.31 times a day, whilst EU15 vehicles

only were reported 0.79 times per day.

Validation trucks

The validation case consisted of a dataset of GPS logs belonging to 114 trucks, with 99 trucks having

carried out both international transports and cabotage in Scandinavia during the period of the study. 45

were on the TOP100 list of most observed trucks.

The reports made from the volunteers in the study have been matched with the actual locations of the

vehicles in the validation case. The difference between the reports and the actual appearance of the

trucks in the validation case is taken into account when the estimation calculation of cabotage carried

out by vehicles from the new member states. The difference in the frequency of reports of EU15 and

new member states’

vehicles from the volunteers was further elucidated when comparing the results of

the volunteers with both the validation case and the reports of the authors. The volunteers have been

more prone to report new member state vehicles than EU15 vehicles, which has led to a skew relation

between the nationalities. Therefore, the bias calculations, used for calculating the estimation of new

member states cabotage, have been separated for to compare reports and validation case from EU15-

countries and new member states respectively.

One of the authors observed 199 trucks on the route from Fredrikshavn to Padborg and from Rödby to

Copenhagen. In order to generate a small unbiased set, he would report all trucks encountered on

parking lots where the team took their breaks. Since the authors’ data collection was carried out Friday

to Saturday, it does give a strong bias towards the trucks staying longer durations in Denmark. A

comparison with the volunteer observations is illustrated in Figure 8.

A difference is made between EU15-countries and the remaining member states, which from here on in the

report will be referred to as the “new member states”.

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25%

20%

15%

10%

None

Users

Author

Other

Figure 8. Percentages of truck nationalities observed by volunteers (left) and author (right)

The authors found that a large share of the trucks observed at the Padborg toll station had not been

previously observed, indicating that many foreign trucks only enter Denmark at Padborg and shortly

after leave the country.

Antagonistic observations

Comparisons of the volunteer sightings with the validation dataset showed a 96% match. A match was

defined as being both a time match (max 10 minutes difference) and a position match (radius of 30

km), though more than 90% matched within 1 minute and 1 km. Hence, an additional 4% of the

observation dataset was scrapped.

Indications

–

business and legal

As outlined in the methodology section, the trip analysis is based on assumptions that even though

they hold true for a major part of dataset, are not valid for each trip. While still more validation data

are necessary to ensure stronger validity, the preliminary findings are likely to apply.

The trips generated from our data show no indications of violations of the cabotage rules (i.e. no

instance of a fourth domestic trip after an initial international trip), nor did the trips analysed from the

validation sets

. The authors had access to complete legal documentation of one of the hauliers in the

dataset. The haulier had received several fines for cabotage violations, all of them being due to

documentation errors (e.g. the driver picked up the wrong consignments, failed to get a signature on a

consignment note, etc.). This does not mean there is no illegal cabotage in Denmark, it only means our

data does not support the existence of anything but administrative infringements. We have requested

access to further copies of court documentation from three more international hauliers operating in

Denmark, but have not received it so far.

In terms of business, the current dataset indicates that at least 150 and at most 200 foreign trucks

operate with cabotage as a business model, which means that they are stationed in Denmark,

continuously make 2-3 domestic trips, leave the country for shorter international hauls, and then return

to run cabotage in Denmark.

Figure 9 illustrates the basics of the model used to analyse the number of tours carried out

domestically.

Our initial assumption that a haulier following the rules will have no issues sharing their data proved to be true.

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Figure 9. A Romanian truck, graphically illustrating the route analysis model.

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Estimating cabotage in Denmark

The statistics on cabotage presented by Eurostat are based on reports submitted by the country where

the vehicles are registered. However, the reports from the volunteers, the observations by the authors,

and the statistics of vehicles crossing the border (ITD data) indicate that some reports from member

states to Eurostat on cabotage are too low.

Based on the assumption

that the Eurostat statistics of

cabotage transports carried out in Denmark by vehicles from countries in EU15 (Β in the formulas

below) are correct, it is possible to make an estimation of the magnitude of cabotage in Denmark by

new member states vehicles. Drivers have the right to carrying out cabotage following an international

trip.

A second assumption

is that all cabotage in Denmark is equally distributed over all international

vehicles.

If the number of observations of EU15 vehicles ( ) is put in relation to

then it is possible to

calculate an estimation of cabotage carried out by new member states vehicles in Demark. The number

of sightings of EU15 and new member states vehicles are both biased and have a margin of error that

needs to be taken into consideration. Also, since the latest statistics available from Eurostat on

cabotage carried out in Denmark are from 2012, and the collected observations from the study are

from 2013, the observed difference in border crossings (ITD border counting) is assumed as a baseline

for projecting change between the years (�� . In mathematical terms this can be described by the

formula below, based on common standard deviation calculations, resulting in a 95% confidence

interval.

We have constructed a model in order to estimate the amount of cabotage carried out in Denmark

based on the data collected in this study. This model is the result of some key assumptions made by

the authors and will be presented and discussed in this section and in the discussion section.

The first key element is that we define the information on cabotage carried out by EU15 vehicles from

Eurostat to be correct:

Β=

��

−

ℎ��

Secondly, we define:

This is separated for EU15 vehicles and new member state vehicles.

�½oreign transports = Cabotage transports + international transports

Thirdly, we assume that the observations

[1]

from volunteers represent how many transports they carry

out. The observations are connected to the number of days they are in Denmark and this is thus seen as

an indicator of how many tkm they travel. As mentioned in the

Antagonistic observations

section, the

distribution of observations between EU15 and new member state vehicles is skewed when compared

to the validation case, and this has therefore been taken into consideration by the factor .

��

ℎ

��

ℎ

��

Fourthly, since we cannot separate if the observations made are cabotage or international transports

being carried out, we assume that the ratio between cabotage and international transports are the same

disregarding if it concerns EU15 vehicles or new member state vehicles. This assumption is

considered to be realistic or to be biased to underestimate new member states cabotage, since the new

[1]

From here on

observations,

if nothing else is stated, refers to the observations made by the volunteers.

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member states can offer cabotage transports at a lower rate, making them a primary choice on the spot

market. This can be stated as:

��

Since the above ratio is assumed to be the same for new member states and EU15 countries, this

implies that this ratio also is valid:

��

�� 5

Lastly, since the latest available statistics from Eurostat on cabotage carried out in Denmark are from

2012 and the observations were made during 2013, we have a factor that takes this into consideration.

We have chosen to take the observed difference in number of vehicles crossing the Danish borders by

ITD (��).

So consequently, assuming:

1) that Eurostat’s statistics on EU15 cabotage (Β)

are valid, 2) that they have changed by factor

��,

that the ratios between cabotage and international transports are equal for either type of cabotage, 4)

that the observations of both EU15 and new member state cabotage are related to the amount of

cabotage carried out, then the following model can be concluded for cabotage by new member state

vehicles:

Β×��

× × ×��

× ×��

where the function

��

represents the standard error of the difference between the observations and the

validation case.

ℎ��

��

The

estimation

of total cabotage in Denmark is calculated as follows:

∗��

∗

( − ) .

∗ ±√ − ∗ ∑

��=

(

��

− ̅ ) ∗

∗ ̅

∗

∗ ±√

−

∗∑

��=

��

− ̅

��

�� 5

��

�� 5

��= ℎ

��

−

ℎ��

��

∗

Before adjusting for volunteer observation bias, the number of vehicle observations from the EU15

countries was 5 456 and from the new member state vehicles was 22 916. As included in the formula

above, the data set has been divided and the bias has been calculated separately for the two figures.

The bias for new member states observations is calculated to 14% whilst the standard error for EU15

observations is significantly higher, due to a smaller portion of the data set, at 38.5%. The calculated

95% confidence interval for is 6 915±50% and for it is 17 441±50%

We have calculated the “one sample t-test” giving us a t-value

(t) of the samples:

−

∗

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The cabotage carried out with vehicles from EU15 countries was 251 mtkm in 2012 (Eurostat) and the

new member states cabotage was 93 mtkm in 2012 (Eurostat). The change between the years (2012 to

2013) was a decrease of vehicles from EU15 by 7.2% and an increase of new member states vehicles

by 20.9%. Taking these changes into consideration results in an

estimated

figure of 233 mtkm of

cabotage in Denmark in 2013 by vehicles from EU15 countries, and of 112 mtkm by vehicles from

new member states.

With these figures, an estimation of the total cabotage in Denmark can be calculated according to the

formula above. This results in an estimation that new member states cabotage in Denmark should at

least be 364 mtkm, but we want to highlight that this involves a high standard error factor. Also, this

figure is based on configured statistics from 2012 (Eurostat) which could potentially make the actual

figure either higher or lower. Given the above assumptions and our dataset, the calculated total

cabotage should at least correspond to 597 mtkm. This would mean that the total cabotage carried out

in Denmark accounts for at least 4.6 % of the total domestic market, if the Danish domestic statistics

are correct. It must be stated again that this figure is an absolute minimum and our calculations, based

on the given assumptions, support a larger cabotage share.

√

= .

= 3.

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Concluding discussion and reflections

As mentioned in the background, the authors have encountered several different figures on the share of

cabotage in the Danish transport market. The presented figure is 2.7% and is based on a national

freight market of 12 292 mtkm (Eurostat) and carried out cabotage of 343 mtkm (Eurostat). We also

presented the feasible cabotage market to 6 738 mtkm. However, this is based on the assumption that

the statistics on cabotage carried out in Denmark by Eurostat is accurate. If the calculations of

estimations made in the results chapter are used and compared to the feasible cabotage market, a

calculated estimation of the cabotage share of the available freight market in Denmark should be at

least 8.5%. However, we want to emphasize that this figure is based on multiple, nested assumptions

with numerous potential errors in each step of the calculation process.

The Eurostat team consists of highly skilled, expert statisticians. Unfortunately, that does not help

when some European countries entirely lack routines for collecting data and Eurostat lists some

countries’ cabotage operations as confidential. Given

the feasible assumption that EU15 countries

have sufficient routines for reporting cabotage operations and the large share of cabotage being carried

out by trucks from the new member states, statistic cabotage penetration should be significantly

higher. Currently, no one knows the actual figure.

Considering previous studies and the data at hand, we have no support of any resource efficiency

increase from the use of cabotage

–

only increased cost efficiency. The current regulation, allowing

three cabotage trips

after the completion of an international trip, enables “big cabotage” (cabotage as a

business model). In practice, the result of “big cabotage” is increased cost efficiency and a status-quo

in terms of resource efficiency. In terms of cabotage as a means of increasing fill rate, we are missing

detailed inside data from any of the large (500+ trucks) fleets operating cabotage in Denmark.

Studying their use of cabotage might give indications of actual resource efficiency increase and we

authors would be very happy if any large haulier would be open to sharing consignment and route

information.

Most stakeholders and policy makers acknowledge that regulation creates unnecessary administration

and wastes resources. One such inefficiency is that under the current regulation, a haulier first has to

complete an international trip before the haulier can operate cabotage. Particularly in multi-stop

operations, this will often lead to unnecessary empty-driving, since the haulier is not allowed to pick

up goods until the international trip is completed. We believe it would be interesting to develop a

model to test whether a time-based cabotage limit rather than a trip-based limit could potentially result

in both increased cost and resource efficiency.

Looking at the experiences from the North American trucking deregulation, it is clear that the shippers

are the big winners and that the drivers, regardless of company, are the big losers from the

deregulation. Research shows that deregulation itself is not a driver of accidents, but de-unionization

is. In a deregulation, unionized hauliers will have severe difficulties being competitive against non-

unionized hauliers. The Scandinavian countries apply a structure of national union agreements, which

prevent Scandinavian truck driver wages from decreasing. At the same time, salary levels in some new

member states might be relatively stable, since liberal labor immigration rules in some of the states

enable access to a large pool of non-EU citizens prepared to work for lower wage levels. We propose

for future investigations to look into if these factors actually maintain the existing large cost gap.

Considering the current major cost difference between Danish and new member states’ hauliers,

cabotage as a business model is likely to grow, as the industry adapts to take advantage of the potential

cost savings that can be achieved through combining international transports with cabotage trips.

Facing further liberalization, shipper preferences will play a decisive role. On the question of whether

it matters if a Romanian or Danish truck picks up containers, the CEO of a haulier operating cabotage

in Denmark says: “If they [the shippers] want Danish trucks and Danish drivers, they will of course

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get that, but currently they don’t

care.” The same manager says: “The shippers will not pay me for

Danish trucks and drivers. If I stop operating these container transports, then someone else will

operate cabotage and haul them in Denmark.” These pragmatic statements highlight both the

complexity and flexibility of the market players. It is a fact that the hauliers adapt fast and trucks can

easily be registered in another country, as illustrated by the case of Austria (Kummer et al., 2014). The

major price differences create a situation where the winning hauliers manage to hire and retain the

most competent low wage drivers. Seen from a societal perspective, do we want the actors to compete

with resource efficiency or contract the cheapest possible driver?

If cost efficiency is the main objective, flagging out vehicles from EU15 to new member states should

be considered a positive development. Generally, the further the drivers are coming from, the longer

durations they have to spend in their trucks away from their home. Ongoing studies by the Norwegian

institutes Fafo Institute for Labour and Social Research and Institute of Transport Economics are

likely to contribute with more insights into both social and safety aspects of the ongoing deregulation.

The author’s most surprising realization was the big difference

between the Scandinavian countries,

which we will elaborate on in the final Scandinavian report. Hence, we want to highlight that the

Danish findings apply for Denmark

only.

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