The N-VA opposes the EU rule that hits the Flemish transport sector hard

“The new agreements on the posting of drivers, smart tachographs and driving times and rest periods are undeniably a huge step forward that we fully support.” MEP Johan Van Overtveldt largely supports the new European Mobility Package. But not entirely. “However, there’s a catch. The restrictions on cabotage put a bomb under the business model of many Flemish hauliers.”

Social dumping is a long-standing problem

Social dumping in the transport sector is a long-standing problem. Our Flemish transport sector is also severely affected by social dumping. Eastern European drivers are flooding our transport market and are competing our Flemish drivers out of the market. They work according to the pay and working conditions of their home country. They also pay Social security Social security is currently managed at the Federal level in Belgium. The most important pillars of Belgian social security are: sickness and invalidity insurance (NIDHI), pensions, unemployment insurance and child allowances. In addition, occupational illness, occupational accidents and annual holidays are dealt with at this level. Some Flemish parties have been campaigning for years for (large parts of) social security to be transferred to the Regions and Communities. social security contributions in their country of origin.

Competitive under socially just conditions

Letterbox companies are also a real plague. There are testimonies about drivers who have to work and live in appalling conditions. This also poses a serious risk to safety on our roads. “Keeping the sector competitive under socially just conditions is crucial. The N-VA supports the new European legislation that aims to stop these practices,” says Johan Van Overtveldt.

A bomb under the business model of transport companies

However, there is a problem with cabotage. Many Flemish companies provide international transport to France and Germany, after which they carry out other contracts in those countries. This cabotage is essential for the profitability and Competitiveness The extent to which companies in one country can compete with similar companies in another country. A law came into force in Belgium in 1996 to monitor competitiveness. This stipulates that Belgian salaries may not evolve faster than the average of those in the three neighbouring countries. The Central Economic Council (CEC) performs an annual measurement to see if the objectives have been obtained. competitiveness of the sector. The existing rules allow a maximum of three cabotage operations in seven days. However, the new rules add a cooling-off period of four days. That cooling-off period puts a bomb under the business model of many transport companies.

West and East Flemish companies threatened

In many cases, transport companies use cabotage to avoid an empty return journey home. MEP Johan Van Overtveldt fears for the financial impact of a possible cooling-off period. “The threat of an empty return journey can also lead to the decision not to start the outward journey. Companies in West and East Flanders are particularly at risk of being severely affected. They are home to over half of the Flemish hauliers and conduct a lot of cabotage in France.”

The importance of the logistics sector

“During the coronavirus crisis and the lockdown, the important role of the logistics sector was demonstrated once again. The outlook is already not particularly rosy with Brexit looming, as yet still without a trade agreement, and the socio-economic impact of COVID-19. The new restrictions on cabotage are an additional hurdle that our companies can certainly do without. The issue may also continue legally before the European Court of Justice,” concludes Johan Van Overtveldt.