The cost price of “standard” private household removals and business relocations presented in the study will therefore increase by +24.7% between 2019 and 2025.

Faits saillants de ce panorama du 16 mars 2026 :

• Nine Member States apply a partial refund on diesel fuel for “commercial use.”
• Trois pays ont des droits d’accises sur le gazole « à usage privé » au niveau du plancher européen (33 €/hl), voire inférieurs, et huit pays ont des droits d’accises sur le gazole « à usage commercial » au niveau du minimum européen, voire inférieurs.
• Au 16 mars 2026, les droits d’accises sur le gazole à « usage commercial » (TRM) varient de 27,23 €/hl en Pologne à 61,58 €/hl en Irlande, soit une amplitude de 34,35 €/hl. La moyenne s’établit à 42,57 €/hl et la médiane à 41,03 €/hl.
• Une hausse des droits d’accises sur le gazole est observée dans 12 pays européens, parfois forte comme en Roumanie (+8,6 €/hl) ou en Italie (+5,5 €/hl). Ces augmentations sont souvent progressives à l’image du Luxembourg qui passe de 33,50 €/hl en 2018 à 46,46 €/hl en 2026, plaçant ce pays devant la France sur les droits d’accises à « usage commercial ».

The case of France:

• La France se positionne à la troisième place, derrière l’Italie et l’Irlande, des pays de l’UE où les droits d’accises appliqués au gazole à « usage privé » sont les plus élevés. 
• Malgré son dispositif de remboursement partiel de TICPE, la France reste parmi les pays où les droits d’accises sur le gazole à « usage commercial » (TRM) sont élevés, à la dixième place parmi les vingt-sept États membres. La France se positionne toutefois à une place plus basse que dans le classement du 30 mars 2025 en raison de la hausse des droits d’accises sur le gazole en Lettonie.

Situation at 28 February 2026

Situation at 28 February 2026

This technical note sets out the social «parameters» that will change from 1 January 2026 (employer contribution rates, one-off general degressive reduction in employer contributions, travel allowances).

Easy indexation: everything you need to know about the indexation mechanism, calculations, CNR reference systems to use, regulations, etc.

A partir de 2026, la structure des indices synthétiques CNR REG Porteurs est modifiée et établie à partir des résultats d’une nouvelle enquête sur les coûts et les conditions d’exploitations des porteurs en régional. Retrouvez ici la structure utilisée dans les indices synthétiques CNR REG Porteurs de 2015 à 2025.

The weightings of the items comprising the CNR's synthetic cost indices are updated annually in January.

• Accise nationale (hors Corse) appliquée au gazole routier : 60,75 €/hL
• Accise Corse appliquée au gazole routier : 59,40 €/hL
• Taux de remboursement partiel (TRV) : 21,56 €/hL en France métropolitaine (hors Corse), 20,21 €/hL en Corse

• Accise nationale (hors Corse) appliquée au gazole routier : 60,75 €/hL
• Accise Corse appliquée au gazole routier : 59,40 €/hL
• Taux de remboursement partiel (TRM) : 15,56 €/hL en France métropolitaine (hors Corse), 14,21 €/hL en Corse

History of diesel prices excluding VAT since 1 January 2006

• Pump price excluding VAT. Source: Directorate-General for Energy and Climate (DGEC).
• Tank price excluding VAT. Source: CNR

Après s’être longtemps positionné comme un trait d’union entre l’UE et la Russie, le pavillon estonien réduit sa taille, laissant de côté la concurrence directe avec les pavillons voisins lituanien ou polonais. Il s’oriente progressivement vers son marché intérieur et une grande partie de son activité internationale s’organise autour de ses voisins finlandais et suédois.

L’inflation galopante, atteignant un record de 25 % en 2022, fragilise les finances des entreprises. Les coûts sociaux montent en flèche. Pour y remédier, le gouvernement a mis en place une augmentation des indemnités de déplacement, non cotisées, pour amortir la hausse des coûts. Plus globalement, l’économie estonienne se tourne de plus en plus vers les marchés scandinaves et anglo-saxons. En supprimant l’impôt sur le revenu sur les sociétés pour les bénéfices non distribués, elle s’oriente vers un libéralisme fiscal ouvert sur le monde.

Les secteurs conventionnels, tels que les transports ou l’industrie, laissent leur place à l’informatique, faisant de l’Estonie la nouvelle Silicon Valley européenne. Quant à son pavillon routier, il perd un tiers de son activité globale entre le sommet de 2016 et 2022. Le coût kilométrique du TRM international intra-UE augmente de + 26 % entre 2019 et 2022, atteignant 1,22 €/km, soit l’équivalent du coût kilométrique espagnol.

Le CNR vous invite à découvrir cette nouvelle étude qui apporte tous les détails sur le TRM estonien.

Le CNR actualise son panorama européen des prélèvements (taxes et redevances) spécifiques aux poids lourds : vignettes et péages, taxe à l’essieu et droits d’accises appliqués au gazole. Ces dispositifs, très disparates, ne pèsent pas de la même façon sur le coût d’usage des infrastructures et impacte les rapports de compétitivité entre États et entre transporteurs.

De fait, les péages varient fortement passant de 0,093 €/km sur les autoroutes polonaises à 0,5317 €/km en Autriche. Quant à la taxe à l’essieu, elle oscille entre le minimum européen, 515 €/véh.an, et plus de 1 900 €/véh.an en Pologne. Plus encore, en Slovénie, il n’existe pas de taxe à l’essieu, les poids lourds ont cependant l’obligation d’utiliser les autoroutes lorsqu’elles sont disponibles sur leur trajet. Enfin, les droits d’accises sur le gazole ne font pas exception passant de 10 c€/km dans plusieurs États membres à 18 c€/km en Irlande. Les stratégies des États dans ce domaine sont très diverses. Le Danemark, par exemple, fait le choix d’augmenter fortement les droits d’accises sur le gazole en 2025 alors que d’autres fixent leurs droits d’accises sur le gazole à hauteur du minimum européen voire inférieurs comme la Pologne et la Croatie.

The CNR invites you to discover this study, which includes an inventory of the main systems in place in each country as well as simulations carried out on the toll road networks of certain European countries.

Feuilletez l’étude

Conférence du 19 novembre 2025 à SOLUTRANS

• Le coût du gazole reste orienté à la baisse, à – 7,7 % pour le TRM et – 8 % pour le TRV.
• Les autres coûts (salaire, financement des véhicules, assurances, etc.) progressent plus rapidement que l’inflation générale, autour de + 2,5 % pour le TRM (en moyenne sur les différentes activités étudiées) et à + 3,3 % pour le TRV scolaire.

Changes in road transport costs over one year:

• The cost of diesel fuel has fallen significantly, by 9.5% for road freight transport and 10% for rail freight transport.
• Other cost items rose by +2.8% for TRM (on average across the various activities studied) and +3.4% for school TRV, driven in particular by salary costs and vehicle financing.

By triggering a tariff war with historic increases, the United States is upsetting the global economic balance:

• Global growth slows significantly, it should not exceed +3.0% year-on-year. The end of inflation will not have had time to bear fruit. The global economy is experiencing multiple disruptions that make the short-term trend uncertain.
• Economic activity in France will not benefit from any rebound in 2025, and its annual growth is expected to be +0.8% %.

This new CNR study on Spanish road transport highlights major developments in the sector. Royal Decree-Law 3/2022 introduces new regulations on loading and unloading in Spain. Since September 1, 2022, drivers working in Spain are no longer allowed to be involved in loading and unloading operations. Compensation is also provided for transport companies for waiting times exceeding one hour. In addition, the Royal Decree makes diesel indexation mandatory.
These changes are taken into account in the CNR assessments of the costs of Spanish road transport internationally. 

Another unique feature of the Spanish TRM is the multiple collective agreements that exist across the country. In total, there are 55 collective agreements, equivalent to one collective agreement per province. Of these 55 provincial collective agreements, 42 are currently in force. Depending on the collective agreement applied, there are significant wage differences from one province to another. In 2023, the gross annual salary of a driver will range from €30,153 in Asturias to €12,244 in the province of Orense (Galicia), more than double the amount. Due to these significant disparities, the CNR has focused its analysis on two autonomous communities: the Basque Country and Catalonia. There are two reasons for this choice: their geographical proximity to France and their intense competition with French flag carriers.

As part of the monitoring of operating costs, the cost of drivers has increased in Catalonia since 2020, rising from €41,565/year to €44,736/year, representing inflation of +7.6% over three years. This is due to an increase in the legal minimum wage and travel allowances. In a new development, the CNR is also studying the cost of a driver in the Basque Country (province of Vizcaya). This is higher than in Catalonia at €51,310/year. Fuel costs rose by nearly 39% in 2023 compared to 2020, mainly due to soaring energy prices caused by the crisis in Ukraine. Tires were also affected, with a 47% increase, as were vehicle ownership costs, which rose by 22% compared to 2020.

Ultimately, according to CNR calculations, the cost per kilometer for a 40-ton Spanish truck operated by a Catalan carrier assigned to long-distance international transport is €1.10/km, compared to €1.25/km for Basque transport. This difference can be explained by the higher cost of drivers in the Basque Country than in Catalonia.

Moving is one of the traditional sectors of road freight transport that the CNR has been studying since 1997.

In 2023, the CNR conducted a new survey on private removals and business relocations carried out using diesel-powered carriers. 40-50 metres³ and light commercial diesel vehicles 20-30 metres³.

In this new 2025 edition of the reference cost tables for private removals and business relocations, costs are updated to reflect economic conditions in July 2025. 

Since 2019, when the cost grid for these two specific activities was first published, moving companies have been experiencing significant cost inflation. All areas are affected: staff salaries, vehicle maintenance, and equipment purchases. 

The cost price of “standard” private household removals and business relocations presented in the study will therefore increase by +24.7% between 2019 and 2025.

Simulation in the month of June each year.

Simulation in the month of June each year.

Complete results of the survey on long-distance road freight transport carried out in 2024 by French companies operating on behalf of third parties.

French companies still haven't found their way back to growth in 2024. The vehicle production indicator calculated by the CNR has fallen by – 0.4% between 2023 and 2024. The shortfall in activity compared to 2019, the last full year before the COVID crisis, will reach -8.6% in 2024.

The year 2024 was also marked by significant cost inflation. The increases affect both the social component and mileage and fixed vehicle costs. Among the most notable increases between the last two surveys in 2023 and 2024 were driver remuneration (+3.6%), maintenance costs (+2.7%), insurance expenses (+7.1%) and fixed structural costs (+8.7%).

Over the longer term, the survey results reveal some profound changes in terms of productivity and costs. The vehicle production indicator has fallen by 14.1% since 2007, the last full year before the 2008/2009 crisis. Vehicle diesel consumption is falling steadily: – 8.6% between 2014 and 2024. Drivers' pay has increased by 30.7% over the last 10 years, which is higher than the increase in the minimum wage over the same period (+24.7%).

This technical note outlines the social security parameters that will change in 2025 (employer contribution rates, general reduction in employer contributions, travel allowances).

Driving personnel costs (salaries, social security contributions, and travel allowances) will see significant average annual inflation in 2025, close to + 4.5% in April 2025. This inflation has had a significant impact on the cost price of vehicles (excluding diesel) over the last 12 months: around +2% for long-distance or regional articulated trucks and +2.3% for regional trucks, all other things being equal.

This technical note outlines the social security parameters applicable to passenger road transport in 2025 (employer contribution rates, general reduction in employer contributions, and remuneration).

School TRV driving personnel costs (salaries and social security contributions) will see significant average annual inflation in 2025: +5.9% in April 2025. This inflation will have a significant impact on the total cost price of a vehicle: around +1.9% over 12 months for a standard school TRV coach, all other things being equal.

The record inflation rate of 12.8% recorded in 2022, and to a lesser extent in 2023, slowed down the Slovak economy considerably, despite significant growth of 22.4% in the automotive sector, a pillar of its economy. Between 2019 and 2022, the cost per kilometer of road transport increased by 29%, mainly due to higher driver costs, fuel prices, vehicle prices, and maintenance costs.

The Slovakian road transport sector has thus found itself caught between the country's economic recovery and the difficulties encountered due to the shortage of drivers and the significant increase in its costs. In this tense labor market context, Slovakian transport companies have not hesitated to increase drivers' salaries. With travel allowances already at their maximum, the gross monthly salary of a typical international driver rose to €1,280 in 2022, the same level as in the Iberian Peninsula before COVID-19. Over the period 2019-2022, there has been a steady increase in the hourly cost of a driver assigned to international routes, reaching +23%.

Faced with economic problems, Slovakian transport companies are reacting quickly. Professional organizations are taking action by encouraging their members to apply diesel indexation and by putting a draft collective agreement for the sector back on the table, clear signs of growing maturity for an Eastern European flag still considered low-cost in the West.

The CNR invites you to discover this new study, which provides comprehensive details on Slovakian TRM. 

The Portuguese road transport sector is characterized by strong international activity, accounting for more than two-thirds of the sector's total activity. The Portuguese road transport sector is undergoing significant social changes.
The new collective bargaining agreement (CCTV) introduces an increase in the legal minimum wage, requires the payment of a flat-rate night work allowance for domestic transport, and takes into account the specific status of drivers transporting hazardous materials. 

In addition to driver costs, fuel costs also rose sharply: +37.1% compared to 2019 (date of the last CNR study). This increase is mainly due to the surge in energy prices following the outbreak of war in Ukraine.

According to CNR calculations, the cost price of a 40-ton Portuguese truck used for international transport is therefore €1.13/km.

Another notable development in Portugal is that the country has decided to regulate the loading and unloading of goods by drivers in 2021. Drivers of any nationality are now prohibited from loading or unloading goods on Portuguese territory. Exceptions remain, such as urban distribution and fuel transport. A penalty also applies to waiting times exceeding two hours.
In addition, TRM companies can no longer benefit from the “veiculo longo” status, which allows them to reduce the amount of axle tax by half.

The CNR invites you to discover this new study on Portuguese TRM.

Results of the 2024 survey on regional general road haulage carried out by French companies for hire or reward, using 19-tonne diesel trucks.

The cost price of “standard” private household removals and business relocations presented in the study will therefore increase by +24.7% between 2019 and 2025.

Highlights of this overview as of March 30, 2025:

• Nine Member States apply a partial refund on diesel fuel for “commercial use.”
• Three countries have excise duties on diesel fuel for “private use” (general use, full rate) at the European minimum level (€0.33/L) or lower, and eight countries have excise duties on diesel fuel for “commercial use” at the European minimum level or lower.
• As of March 30, 2025, excise duties on diesel fuel for “commercial use” (TRM) range from €0.2705/L in Poland to €0.5957/L in Ireland, a difference of €0.3252/L. The average is 41.71 c€/L and the median is 40.32 c€/L.
• An increase in excise duties on diesel fuel has been observed in 13 European countries, sometimes significantly, as in Romania (+13.8 c€/L), Lithuania (+11 c€/L), and Denmark (+9 c€/L). These increases are often gradual, as in Luxembourg, where the rate will rise from €0.3350/L in 2018 to €0.4526/L in 2025, placing it ahead of France this year in terms of excise duties on “commercial use.”
• No Member State now applies temporary measures on excise duties on diesel fuel. As a reminder, these measures were introduced in 2022 to cope with soaring oil prices, and some remained in place until the end of 2024. Only the United Kingdom is applying a temporary reduction in its excise duties on diesel fuel.
• Portugal is reducing the eligible volume for commercial diesel fuel from 50,000 liters to 40,000 liters per year. However, this ceiling remains high, allowing a truck to travel approximately 150,000 kilometers per year.

The case of France:

• France ranks second, behind Italy, among EU countries with the highest excise duties on diesel fuel for “private use.” 
• Despite its partial TICPE reimbursement scheme, France remains among the countries with high excise duties on diesel for “commercial use” (TRM), ranking ninth among the 27 Member States. However, France ranks higher than in the April 2024 ranking due to increases in excise duties on diesel fuel in several European countries (Luxembourg, Lithuania, and Romania).

Download the study to discover the current rates of excise duty on diesel fuel in Europe.

The table below shows the rates eligible for reimbursement (expressed in euros per hectoliter) applicable to road transporters.

Source: Directorate General of Public Finances

All refund requests relating to consumption up to December 31, 2024, must be submitted to the Directorate General of Customs and Indirect Taxes (DGDDI).
Only refund requests relating to consumption from January 1^st January 2025 must be submitted to the Directorate General of Public Finances (DGFiP).
Learn more

The strong recovery in European road haulage observed after the Covid period seems to be coming to an end. The two main components, domestic and international, are reacting in the same way.

Between 2022 and 2023, the market will lose 3.2% in terms of gross tonnage. The decline will affect all activities and virtually all pavilions. While the domestic and international markets will react in the same way overall, bilateral activity will suffer the most, with a 4.5% decline in gross tonnage in one year.

International activity now accounts for nearly 38% of the total, a relatively stable share over the past 10 years. Activity between third countries and cabotage are driving international growth, while domestic activity is losing market share, a sign of the increasing Europeanisation of road freight transport.

• Excise duty changes in the Auvergne-Rhône-Alpes region
• Stability of excise duty applied to commercial diesel fuel

Road freight transport: information on taxation relating to road diesel fuel.

• Excise duty changes in the Auvergne-Rhône-Alpes region
• Stability of excise duty applied to commercial diesel fuel

The weightings of the items comprising the CNR's synthetic cost indices are updated annually in January.

In 2024, inflation in TRM costs excluding fuel will reach an annual average of +5.5% %, driven in particular by increases in driver costs (+7.5% % for wage costs), structural costs (+5% %) and maintenance costs (+4% %).

For 2025, the CNR forecasts inflation in non-fuel costs of around +3.3% %. This minimum forecast does not take into account the measures set out in the initial social security financing bill for 2025, which is still under parliamentary review. 
If these measures were adopted, the effect on TRM personnel costs would be significant. The forecast inflation in non-fuel costs would then be raised to +5.1% on average and to 7.3% in the case of a 100% DFS utilisation rate. 

Download the study to discover developments by business segment and details by position, accompanied by explanations.

Webinar on 26 November 2024 

Presentation of the study and explanation of the results

REPLAY

The cost price excluding fuel for a school coach will see an average annual inflation rate of +5.4% in 2024. Among the factors explaining this are the driver's salary, a significant component, which will see inflation of +8.8%.

For 2025, the CNR forecasts inflation in school TRV costs excluding fuel of +3.3% %. This minimum forecast does not take into account the measures included in the initial social security financing bill for 2025, which is still under parliamentary review. 
If these measures were adopted, the forecast for non-fuel cost inflation would then be raised to +3.8 per cent.

Download the study to discover the changes position by position, accompanied by detailed explanations.
 

The Polish road transport sector, the leader in European road transport, is now facing a number of structural problems. The war in Ukraine has only exacerbated the driver shortage that has been affecting the sector for several years now. Drivers' wage demands, an overhaul of the system for granting daily travel allowances, bonuses and additional paid leave offered to retain drivers have led to an increase in driver costs of nearly 24% between 2019 and 2022. Successive increases in the minimum wage, which will continue in 2023 and 2024 and are planned for 2025, are expected to bring Polish wage levels close to southern European standards. 

In terms of kilometres, the total cost of the Polish flag has skyrocketed, rising by +29.1% in three years to exceed €1/km. According to forecasts by ZMPD, the powerful Polish transport federation, this cost is expected to reach €1.20 by the end of 2024. 

Weakened by this context, Polish transport companies are seeking to make savings by investing in second-hand equipment and exploiting new sources of labour from Asia, which are distant but more abundant. The beginning of consolidation in the road transport sector is also evident in this country, which has always been characterised by a high degree of fragmentation among its companies.

Changes in road transport costs: 

• Over the past 12 months, the cost of diesel has fallen, but it remains higher than the level seen before the 2022 crisis. 
• Inflation in other cost areas persists, and in September, the average annual inflation rate for the operating costs of commercial vehicles, excluding fuel, remained higher than overall inflation, at around +5.5% for medium-sized goods vehicles and +5.8% for school buses.

The economic downturn continues despite significant progress:

• Global GDP growth remains steady and is expected to stagnate at +3.2% year-on-year. For the time being, the sharp slowdown in inflation is not causing an acceleration in demand.
• For France, the fall in inflation to +1.2% at the end of the third quarter of 2024 is nothing short of spectacular, but a wait-and-see attitude prevails among all economic players. For the time being, households continue to favour saving, and the decline in business investment is continuing.
   

The inflation of road transport costs is slowing down only slightly, with some items still experiencing sharp increases:

• Commercial diesel fuel is down by 12.4% for road haulage and 13.8% for road transport.,
• However, all costs excluding diesel fuel are experiencing sustained inflation, ranging from +5.1% to +6.1% for road freight transport and +4.4% for rail freight transport, which is double the general inflation rate of +1.9% in August.

With GDP growth expected to reach +1.1% in 2024, the French economy is stagnating and overall inflation was still high at the beginning of the year. After levelling off, it is expected to fall to an average of +2.1% over the year.

Globally, the end of the inflationary cycle is underway and the risks of recession have been neutralised. With anticipated growth of +3.1% for the year, the recovery is nevertheless slow and fragile.

The Danish flag is mainly focused on domestic transport, which accounts for nearly 84% of its total activity. With regard to international transport, the Danish flag relies heavily on bilateral activity.

On a social level, Danish TRM benefits from a collective agreement that is advantageous for lorry drivers. The first specific feature is that Danish drivers assigned to international assignments are paid 24 hours for each day worked, regardless of the time worked, in accordance with the collective agreement. This method of remuneration more than compensates for the payment of overtime. 
The second specific feature is that the gross salary consists of a mileage allowance applicable to all kilometres travelled outside Danish territory. 

Denmark also stands out for its particularly low employer contribution rates, placing it among the European countries with the lowest employer contribution rates. On the other hand, tax rates are very high. Health, maternity, disability, old age and survivors' insurance and family benefits are financed by taxes rather than social security contributions. With regard to paid leave, employees receive holiday pay from a paid leave fund. 
Finally, the annual cost of a Danish driver assigned to international duties amounts to more than €61,205 per year, one of the highest in the European Union, slightly below the cost of a Swedish driver (€66,900 per year).

According to CNR calculations, the cost price of a 40-tonne Danish heavy goods vehicle used internationally amounts to nearly €170,000 per year, or €1.32 per kilometre. 

Road freight transport

• Flat-rate reimbursement rate for 2^e 2024 semester: €15.71/hl
   

Public road passenger transport

• Flat-rate reimbursement rate for 2^e 2024 semester: €21.71/hl

• • Statistics on the French fleet of electric industrial vehicles, the functioning of the electricity market, specific taxes applied to this energy, and the challenges for transport companies in connecting their depots and installing charging stations.
  • Les dispositifs d’aides mis en place par l’État : suramortissement du véhicule, bonus écologique, primes accordées pour l’installation de bornes de recharge
  • Estimates of the operating costs of electric industrial vehicles (heavy goods vehicles and light commercial vehicles)

Never before addressed by the CNR, the Norwegian TRM flag operates in a unique context in Europe. Outside the EU but within the European Economic Area (EEA), the Norwegian flag's activity is mainly focused on the domestic market at 91 %. International activity, which still accounted for 15% of total activity 10 years ago, is in sharp decline. Internationally, the Norwegian flag favours EMS-type vessels in order to better integrate into the market of its Swedish neighbour.

Road drivers benefit from a generous sectoral collective agreement. The monthly salary observed by the CNR exceeds €4,500 gross per month. Despite low social security contributions, which are among the lowest in Europe at 14.1% for employers and 7.9% for employees, the annual cost of a Norwegian driver reaches a record €71,774, or €44.01 per hour of driving or €0.69 per kilometre.

The total cost of a Norwegian 60-tonne EMS unit assigned to international transport is estimated at €230,464, or €1.92 per kilometre. Per tonne transported, this cost is comparable to that of a Belgian 40-tonne unit, but lower than the French, Italian or Dutch costs.

The CNR invites you to discover this new study, which provides comprehensive details on the Norwegian TRM.

Long-distance articulated sets and regional articulated sets surveys 2023

Road haulage of general goods and logistics are complementary activities. Nearly 70% of hauliers surveyed in 2023 provide logistics services.

Long-term storage (> 24 hours) is the most common operation, shared by almost all TRM companies active in logistics (98 %).

Order preparation operations are less frequent but nevertheless concern 47% of companies involved in logistics.

Finally, product transformation services remain marginal, with a practice rate of 5 %.

After two years of significant fluctuations, European road haulage activity ended 2022 on a par with 2021. The two main components, domestic and international, reacted in the same way. 

Between 2021 and 2022, the market will grow by +0.1 %. However, the stagnation in overall activity does not apply to all flags, with some losing a few points, particularly at the top of the national activity rankings. Internationally, while bilateral activity grew more than average (+1.1 percentage points), activity between third countries stabilised and cabotage fell by 8.9 percentage points.

Overall, the 10-year trend shows that international activity is growing, with strong growth in activity between third countries and cabotage, while domestic activity has fallen by 5 points in the total.

The CNR invites you to discover this new European TRM ranking for 2022.

The CNR has updated its overview of specific taxation applied to diesel fuel in Europe and details the partial excise duty refund schemes in place in each country for road freight transport.

Highlights from this overview of 23 April 2024:

• One Member State, Portugal, is maintaining the temporary measures introduced in 2022 to reduce excise duties on diesel during the oil price surge. The United Kingdom introduced temporary fuel measures on 23 March 2022, which will remain in force until 22 March 2025.
• Eight Member States apply a partial refund on diesel for «commercial use». 
• Four countries have excise duties on diesel fuel for private use at the European minimum level (€33/hl) or lower, and eight countries have excise duties on diesel fuel for commercial use at the European minimum level or lower.
• As of 23 April 2024, excise duties on diesel for «commercial use» (TRM) range from €25.07/hl in Poland to €55.12/hl in Ireland, a difference of €30.05/hl. The average is €39.67/hl and the median is €40.32/hl.
• As in the previous comparison, excise duties on diesel fuel in three countries outside the European Union are included in this comparison, namely Norway, the United Kingdom and Switzerland.

The case of France:

• France ranks second, behind Italy, among EU countries with the highest excise duties on diesel fuel for “private use.” 
• Despite its partial TICPE reimbursement scheme, France remains among the countries with the highest excise duties on diesel for «commercial use» (TRM), ranking seventh among the twenty-seven Member States. However, France ranks higher than in the April 2023 ranking due to increases in excise duties on diesel for «private use» in several European countries (Ireland, the Netherlands, Denmark).

Download the study to discover the current rates of excise duty on diesel fuel in Europe.

Complete results of the survey on long-distance road freight transport carried out in 2023 by French companies operating on behalf of third parties.

Vehicle operating conditions deteriorate in 2023. The vehicle production indicator calculated by the CNR thus falls by -2.1% between 2022 and 2023. The production deficit compared to 2019, the last full year before the COVID crisis, reaches -6.7% in 2023.

The year 2023 was also marked by significant cost inflation. The increases affect both the social component and mileage and fixed vehicle costs. Among the most notable increases between the last two surveys in 2022 and 2023 were driver remuneration (+4.1% %), tyre costs (+8.4% %) and the average value of a tractor (+10% %).

A longer-term analysis of the survey results reveals some profound changes in terms of productivity and costs. The vehicle production indicator has fallen by 13.8% since 2007, the last full year before the 2008/2009 crisis. Vehicle diesel consumption has been falling steadily: -9.3% between 2013 and 2023. Driver remuneration has increased by +26.7% over the last 10 years, outpacing the minimum wage over the same period (+22.2%).

With a population of over 11 million and an area of 30,666 km², Belgium is the second most densely populated country in Europe, just behind the Netherlands. Thanks to its central location and the ports of Antwerp (Belgium) and Rotterdam (Netherlands), the country is a hub for international freight transport to and from the European Union. However, the Belgian flag's activity is mainly focused on the domestic market, accounting for nearly 66% of its total activity.

With regard to vehicle operating conditions and working conditions for Belgian drivers, changes have been observed since the 2017 study. The annual mileage of vehicles has increased from 117,000 km to 121,900 km. This is due to the fact that the markets of the companies studied are different and further away than in 2017, such as Spain, Italy and the United Kingdom. The same is true for the number of days vehicles are in operation, which has risen to 233 days compared to 220 days in 2017. Conversely, the annual mileage of Belgian drivers is tending to fall, from 117,000 km per year to 115,000 km per year.

With regard to changes in the various cost items, there has been an increase in driver costs linked to increases in the minimum wage. Driver costs rose by +1.6% over four years, from €56,284 to €57,168. The combined social security contribution rate (total employer and employee contributions based on a 100% assessment basis) stands at almost 75%, the highest rate in the European Union. All cost items have increased: tolls (+51.1%), vehicle insurance (+45.1%) and vehicle ownership costs (+21.5%). 

Overall, the total cost of a Belgian heavy goods vehicle operating internationally is €1.26/km. Compared to the CNR study from 2017, the cost per kilometre has increased by +6.5%.

In terms of social regulations, there are many new developments at the beginning of the year. 

This technical note outlines the social security parameters (employer contribution rates, Fillon reductions and remuneration) applicable to road passenger transport in 2024.

In addition, the National Road Committee calculates the economic impact of this new social context on the cost of school transport driving personnel in January 2024 and, more broadly, on the cost price of vehicles. These assessments take into account the latest wage agreement of 16 October 2023.

Staffing costs for school TRV transport (salaries and social security contributions) rose significantly in January 2024: 

• +6.5% over the past month
• +19.6% over the past year

This inflation has a significant impact on the total cost price of a vehicle: around +6% over 12 months for a standard coach used for school transport.

Every January, numerous social «parameters» change.

This technical note outlines the social security parameters (employer contribution rates, Fillon reductions, remuneration and travel allowances) applicable to road freight transport in 2024.

In addition, the CNR calculates the change in driving personnel costs observed in January 2024 and their impact on the cost price of vehicles. 

Driving personnel costs (salaries, social security contributions and travel allowances) have risen significantly over the past year, by around +6.5% between January 2023 and January 2024.

This inflation has had a significant impact on the cost price of a vehicle, excluding diesel, over the last 12 months: around +3.1% for a long-distance or regional articulated lorry and +3.3% for a regional lorry.
 

Road freight transport

• Flat-rate reimbursement rate for the first half of 2024: €15.71/hl
   

Public road passenger transport

• Flat-rate reimbursement rate for the first half of 2024: €21.71/hl

Road freight transport: information on taxation relating to road diesel fuel.

• Stability of general excise duty, including regional fractions
• Stability of excise duty applied to commercial diesel fuel

Public road passenger transport: information on taxation relating to road diesel fuel.

• Stability of general excise duty, including regional fractions
• Stability of excise duty applied to commercial diesel fuel

All information relating to taxation on NGV fuel

The largest pavilion in Northern Europe and the first to be studied by the CNR, the Swedish pavilion is characterised by the uniqueness of its sectoral organisation and rolling stock.

The most common vehicles are trucks coupled to a semi-trailer attached by a dolly, a standard EMS vehicle type.

Swedish international activity is often limited to journeys to Norway and Denmark. The road haulage market between these three countries is so homogeneous that Swedish hauliers mostly consider it to be an extended domestic market.

Swedish drivers, who are productive and often have long service within their companies, benefit from a generous collective agreement. Its annual cost is estimated at nearly €67,000, making it one of the highest in the European Union.

According to CNR calculations, the cost of a 60-tonne Swedish EMS set assigned to international service is close to €200,000 per year, or €1.61 per kilometre.

The CNR invites you to discover this new study, which provides full details on Swedish TRM under the operating conditions for 2021.

In 2023, inflation in TRM costs excluding fuel will reach an annual average of +6.3% %, driven in particular by increases in driver costs: +8% % for wage costs (wages + employer contributions) and +6.4% % for travel allowances.

For 2024, the CNR forecasts inflation in non-fuel costs of around +6.8% %. The predominant factor remains driving personnel costs: +10% on average annually for salary costs. Other items showing sharp increases include vehicle maintenance, which is forecast to rise by +5.2%.

Download the study to discover the changes position by position, accompanied by detailed explanations.

Conference on 22 November 2023 at SOLUTRANS

Presentation of the study by Alexis Giret, Director of the CNR, and Olivier Raymond, Chief Statistician. 

Replay

The total cost price of a school coach will see an average annual inflation rate of +5.3% in 2023. Among the factors explaining this increase is the driver's salary, which is a significant component and will see inflation of +12.4%.

For 2024, the CNR forecasts inflation in school TRV costs excluding fuel of +5.7% in real terms. Here again, the predominant factor remains the social component: +9.2% in real terms expected in 2024 for driving personnel costs.

Download the study to discover the changes position by position, accompanied by detailed explanations.

During the third quarter of 2023, fuel prices returned to particularly high levels and other operating costs continued to rise at a rate higher than general inflation:

• In road freight transport (RFT), commercial diesel rose by +17.6% over the last quarter and other costs rose by +5.6% on an annual basis.
• In road passenger transport (TRV), commercial diesel rose by +16.4% over the last quarter and other costs rose by +7.9% on an annual basis.

Economic growth remains severely hampered by inflation. Inflation is falling compared to 2022, but is still expected to exceed the +5% threshold in most G20 countries in 2023. The very recent increases in bank rates are exacerbating the difficulties in global demand, and trade in goods is also sluggish. Several major countries are at risk of entering periods of recession.

France is expected to see GDP growth of +0.9% in 2023.

The fifth largest European fleet in terms of total activity, TRM's Italian fleet has entered a phase of recovery after a decade of stagnation.

At the structural level, the Italian pavilion is reorganising itself. Long characterised by the existence of numerous owner-drivers, the famous «padroncini», the sector is seeing companies grow in size at the expense of small entrepreneurs with one or two vehicles. 

In terms of costs, the increase in driver costs is limited, and the renewal of the fleet allows the Italian pavilion not only to achieve average fuel consumption close to European norms, but also to reduce maintenance and repair costs. At the same time, productivity is declining.

According to CNR calculations, the cost per kilometre of a 40-tonne Italian heavy goods vehicle used for international transport has increased by 4.1% compared to 2017. This increase is largely due to a rise in vehicle ownership costs (+8.5%) as a result of fleet renewal. 

In conclusion, the total cost will rise to €1.33 per kilometre by the end of 2021. Aided by cost control, the pavilion will return to its 2011 level of activity, with international activity contributing more than domestic activity.
 
The CNR invites you to discover this new study, which provides comprehensive details on Italian TRM under the operating conditions for 2021.

Luxembourg's road freight transport sector is characterised by a high level of international activity, accounting for more than 90% of the sector's total activity. It is worth noting the importance of transport between third countries, which alone accounts for more than 45% of international activity, as well as the growing share of cabotage, which accounts for more than 20% of total activity. Luxembourg ranks 13th among European flags in terms of transport between third countries and 7th in terms of cabotage.

With regard to vehicle operating conditions and working conditions for Luxembourg drivers, changes have been observed since the 2017 study. The annual mileage of vehicles has increased, from 11,450 km in 2017 to 123,000 km. This is due to the fact that the markets of the companies studied in 2021 are different and further away than in 2017, such as Spain and Italy. The same is true for the number of days vehicles are in operation, which has risen to 240 days compared to 226 days in 2017. Conversely, the annual mileage of Luxembourg drivers is tending to fall, from 115,000 km per year in 2017 to 112,750 km per year.

With regard to changes in the various cost items, there has been an increase in driver costs linked to increases in the minimum wage. Driver costs rose by 3.1% over four years, from €50,386 to €51,964. Other cost items also increased, including tolls (+21.1%) and vehicle insurance (+3.1%). Conversely, other cost items tended to decrease over the period, such as maintenance and repairs and tyres. Luxembourg companies therefore seem to pay particular attention to these two cost items, notably by carrying out certain repairs and changing and maintaining tyres directly in their workshops.

Overall, the total cost of a Luxembourg heavy goods vehicle operating internationally is €1.19/km. Compared to the CNR study from 2017, the cost price has increased by +1.8 %.

Excluding diesel fuel, road transport costs rose by 5.71% over one year for long-distance road freight transport (TRM) and by 7.61% for school coach transport (TRV).

The decline in fuel prices initially observed at the beginning of the year has just been offset by the increase recorded at the start of September 2023.

At the global and French levels, economic growth for 2023 remains sluggish and is expected to reach +3.01% for global GDP and +0.91% for GDP in the eurozone and France. The slow decline in inflation means that a significant recovery cannot be expected in 2024.

Road freight transport

• Flat-rate reimbursement rate for the second half of 2023: €15.71/hl
   

Road passenger transport

• Flat-rate reimbursement rate for the second half of 2023: €21.71/hl

Bulgarian road freight transport (RFT) is mainly focused on international trade, accounting for more than 77% of its total activity. International trade between third countries alone accounts for more than 44% of its total activity. In the latest European CNR ranking, Bulgaria ranks fourth in this activity. However, the Covid crisis in 2020-2021 and the consequences of the Mobility Package seem to have had a negative impact on the activity of Bulgarian hauliers. The latter are said to be favouring closer markets. This results in a lower annual mileage for Bulgarian heavy goods vehicles than in the last study, 129,500 km/year in 2021 compared to 150,600 km/year in 2015. The same is true for the annual mileage of Bulgarian drivers assigned to international routes, which has fallen from 140,800 km/year in 2015 to 124,500 km/year in 2021. These drivers seem to be returning home more often, on average every two weeks compared to five to six weeks on average in 2015. The cost of drivers is increasing over the period, from €15,859/year in 2015 to €20,061/year in 2021, an increase of 26.5% in six years. This is due to increases in the minimum wage and travel allowances. 

Significant changes have also been observed in other cost items. This is the case for tolls (+40.1% in 2015), maintenance and repairs (+24.5% in 2015) and ownership costs (+17% in 2015). Conversely, the cost of tyres has fallen sharply since 2015, down 29.1% year-on-year, which can be explained in particular by the special attention paid to this item by Bulgarian hauliers.

Overall, in 2021, the total cost of a Bulgarian heavy goods vehicle operating internationally stands at €0.84/km. Compared to the CNR study from 2015, the cost price has increased by more than +25%.

Due to the exceptional nature of 2020, the CNR waited for the publication of the 2021 statistical data before resuming publication of its annual ranking of European road freight transport flags.

The 2021 results show a recovery in TRM activity. Between 2019 and 2021, the market grew by +5.5% %, benefiting both domestic and international activity. Internationally, while bilateral activity grew at a slower pace, activity between third countries grew by +8.5% year-on-year and cabotage by +11.2% year-on-year. 

Overall, the European road haulage sector is becoming more international, with domestic activity losing 6 percentage points of market share since 2008, which has been captured by international activity, particularly cabotage. Over the same period, activity between third countries has doubled and cabotage has tripled. The main beneficiaries of the post-Covid recovery are, overall, the flags of Eastern Europe. 

The CNR invites you to discover this new ranking of the European TRM in 2021.
 

The second largest European flag after Poland in terms of total activity but the leader in national activity, the German flag has been experiencing stagnation for the past decade. It faces direct competition from its eastern neighbours, is seeing its costs rise and is facing an ever-worsening labour shortage.

Faced with its structural problems, the pavilion often receives assistance from the administration, which is unable to resolve its issues in the long term. 

According to CNR calculations, the cost per kilometre for a 40-tonne German heavy goods vehicle has increased by 8.%. This increase is largely due to a significant rise in driver and toll costs.

In conclusion, the total cost of a German heavy goods vehicle is estimated at €1.24 per kilometre in 2021. Penalised by rising costs, the German flag is losing its international business to the Polish, Lithuanian and Romanian flags. The former international champion now ranks only fifth in 2021 and is increasingly focusing on its domestic business.

The CNR invites you to discover this new study, which provides comprehensive details on German TRM under the operating conditions for 2021.

The CNR presents its European overview of taxation applied to diesel fuel in Europe and details the partial excise duty refund schemes implemented in each country, applicable to road freight transport, as well as the temporary measures on excise duties introduced in 2022 and maintained in 2023 to respond to the energy price crisis.

Highlights of this overview of 1^st April 2023:

• Five Member States are maintaining the measures introduced in 2022 to reduce excise duties on diesel fuel (Croatia, Ireland, the Netherlands, Portugal and the Czech Republic).
• Eight Member States apply a partial refund on diesel for «commercial use».
• Five countries have excise duties on diesel fuel for private use at the European minimum level (€33/hl) or lower, and nine countries have excise duties on diesel fuel for commercial use at the European minimum level or lower.
• On the 1st^st In April 2023, excise duties on diesel for «commercial use» (TRM) ranged from €20.07/hl in Portugal to €59.48/hl in Finland, a difference of €39.41/hl. The average is €37.91/hl and the median is €37.45/hl.
• New to this comparison are excise duties on diesel fuel in three countries outside the European Union, namely Norway, the United Kingdom and Switzerland.

The case of France:

• France ranks second, behind Italy, among EU countries with the highest excise duties on diesel fuel for «private use».
• Despite its partial TICPE reimbursement scheme, France remains among the countries with the highest excise duties on diesel for «commercial use» (TRM), ranking fourth among the twenty-seven Member States.

Complete results of the survey on long-distance road freight transport carried out in 2022 by French companies operating on behalf of third parties.
The year 2022 was marked by unprecedented inflation in costs, both in terms of its widespread nature and its scale. All components of vehicle operating costs recorded significant increases in 2022.

Inflation affects both the social component (+9.7% for average driver remuneration and +7.9% for their annual travel allowances) and all other vehicle-related items (e.g. +21.5% for the cost per kilometre of fuel or +15% for maintenance and repairs).
Another key finding of the 2022 survey on vehicle operating conditions is that the vehicle production indicator calculated by the CNR will fall by 4.2% between 2021 and 2022. The production deficit compared to 2019, the last full year before the Covid crisis, reached –4.8 % in 2022.

Standard rates for travel allowances for TRM mobile workers.

For the first time, the CNR presents a European overview of levies (taxes and charges) specific to heavy goods vehicles: vignettes and tolls, axle tax and excise duties applied to diesel fuel. These measures, which vary greatly, do not have the same impact on the cost of using infrastructure and affect the competitive relationship between States and between transport operators.

In fact, tolls vary greatly, ranging from €0.063/km on Polish motorways to €0.428/km in Slovenia. As for axle tax, it ranges from the European minimum of €515/vehicle/year to more than €2,000/vehicle/year in the United Kingdom. Furthermore, in Slovenia, there is no axle tax, but heavy goods vehicles are required to use motorways when they are available on their route. Finally, excise duties on diesel fuel are no exception. Member States' strategies in this area vary widely. Austria, for example, has decided to increase excise duties on diesel in 2022, in the midst of an energy crisis, while others, such as Poland, Bulgaria and Croatia, have set their excise duties on diesel at the European minimum or even lower.

The CNR invites you to discover this study, which includes an inventory of the main systems in place in each country as well as simulations carried out on the toll road networks of certain European countries.

In terms of social regulations, there are many new developments at the beginning of the year. 
This technical note sets out the social security parameters (employer contribution rates, Fillon reductions and remuneration) applicable to the TRV in 2023.
In addition, the National Road Committee is calculating the economic impact of this new social context on the cost of school transport driving personnel in March 2023 and, more broadly, on the cost price of vehicles. These assessments take into account the latest wage agreement of 10 November 2022, which was extended to all companies in the sector by a decree published in the Official Journal on 8 February 2023.

Staffing costs for school TRV transport (salaries and social security contributions) rose significantly in March 2023, the first month in which the latest social agreement had a full impact: 

• +9.3% over the last three months
• +16.6% over the past year

This inflation has a significant impact on the total cost price of a vehicle: around +5% over 12 months for a standard coach used for school transport.

Every January, numerous social «parameters» change.
This detailed note contains the 2023 values applicable to the TRM concerning:

• Employer contribution rates
• The «Fillon» tax relief formula»

In addition, the CNR calculates the change in driving personnel costs observed in January 2023 and their impact on vehicle production costs. 
Driving personnel costs (salaries, social security contributions and travel allowances) have risen significantly over the past year, increasing by approximately 16% between January 2022 and January 2023.
This inflation has had a significant impact on the cost price of a vehicle, excluding diesel, over the last 12 months: around +7% for a long-distance or regional articulated lorry and +8% for a regional truck.

Road freight transport

• Flat-rate reimbursement rate for the first half of 2023: €15.71/hl
   

Road passenger transport

• Flat-rate reimbursement rate for the first half of 2023: €21.71/hl

All information relating to taxation on NGV fuel

Public road passenger transport: information on taxation relating to road diesel fuel.

• Stability of the general TICPE, including regional fractions
• Stability of the TICPE tax applied to commercial diesel fuel

Road freight transport: information on taxation relating to road diesel fuel.

• Stability of the general TICPE, including regional fractions
• Stability of the TICPE tax applied to commercial diesel fuel

The actual prices of diesel fuel for heavy goods vehicles in Europe (excise duties, discounts and VAT applied in 2022)

The CNR presents its European overview of taxation applied to diesel fuel in Europe and details the partial excise duty refund schemes implemented in each country, applicable to road freight transport, as well as the temporary measures introduced in 2022 in response to the energy crisis.
This comparison is based on a survey conducted by the CNR among all Member States of the European Union.

Highlights in this overview of 15 November 2022:

• Seventeen Member States have introduced temporary fuel measures in response to the energy price crisis:

• • Fourteen of them have lowered their excise duties for «private use» (which everyone benefits from at a minimum).,
  • Two Member States have reduced the VAT applied to diesel fuel or plan to do so in 2023.,
  • Three countries have introduced rebates on fuel purchases.     

• As of 15 November, seven countries have excise duties on diesel for «private use» at the European minimum level (€33/hl) or lower, and nine countries have excise duties on diesel for «commercial use» (heavy goods vehicles of 7.5 tonnes or more) at the European minimum level or lower.

The case of France:

• France ranks first among EU countries with the highest excise duties on diesel fuel for private use.
• With a partial TICPE reimbursement scheme, France remains one of the countries with the highest excise duties on diesel fuel for commercial use. 
• From 27 March 2022 to 31 December 2022, France reduced the price of diesel (in particular) through «exceptional aid» of varying amounts. In terms of cost excluding VAT for heavy goods vehicles weighing 7.5 tonnes or more, France ranked 23rd cheapest out of 27 countries on 14 November 2022.

Discover the study, with an enhanced summary on the last page detailing the various economic measures implemented in 2022.

For the first time, the CNR is offering a document analysing and forecasting costs for a specific type of road passenger transport: school transport by standard coach.
The year 2022 was marked by widespread inflation in school bus costs: +7.8% on average over the year. Public transport companies experienced an unprecedented rise in energy costs: +43.1% on average over the year for commercial diesel fuel used in public transport. Other significant increases included inflation in maintenance costs (+5.6% on average) and driving personnel costs, with two revaluations of the conventional salary scales in 2022, resulting in a total impact for the year of +5.1% on average.

For 2023, the inflation forecast for non-fuel costs stands at +7.3% on average for the year. The main factor remains the cost of driving personnel (salaries and social security contributions): +11.9% on average over the year. Other items showing increases include maintenance at +7.3% and equipment ownership costs at +3.5%.

Download the study to discover the changes position by position, accompanied by detailed explanations.

In 2022, the increase in full cost price reached +18.5% for a diesel-powered heavy goods vehicle and +43.3% for an LNG-powered heavy goods vehicle. The surge in energy costs in 2022 (+45.7 % for the commercial diesel index, +127.5 % for the CNR NGV fuel index on an annual average) had a considerable impact on cost inflation in 2022. The increase in driving personnel costs also weighed heavily on the evolution of TRM costs in 2022: three revaluations of the conventional salary scales in 2022, with a total impact on the year of +12.4 %. The appreciation of vehicle prices by +11 % is also noteworthy.

For 2023, the inflation forecast for non-fuel costs is around +8.8% on average for the year. The main factor remains the cost of driving personnel (+12.7% on average for the year for salaries and social security contributions). Among the other items showing an increase for an articulated vehicle, maintenance is expected to be +6.6% on an annualised basis, tolls around +4.6% and equipment ownership costs +4.3%.

Download the study to discover the changes position by position, accompanied by detailed explanations.

Webinar on 22 November 2022 – 11:00 a.m.

Presentation of the study and explanation of the results
Questions and answers

Replay

The overall situation remains uncertain. Inflation, amplified over the course of the year by crises in the energy and agricultural markets, is spreading to all countries and weighing on household purchasing power. Global growth is slowing at the end of the year, which could lead to periods of recession in many countries in 2023.
However, the rebound effect of the post-COVID recovery is continuing in 2022, with economic growth likely to remain above +3.1% on average worldwide this year and reach +2.7% in France.
Currently weakened by fuel shortages, road transport is bearing the brunt of continuing inflation in its costs: over 12 months, it has risen by around +17% in TRM for articulated diesel vehicles (+50% for NGV vehicles) and +7% in TRV for school coaches.
Over 12 months, the cost of commercial diesel fuel has increased by +46% for road freight transport and +34% for rail freight transport.

The last country to join the European Union in 2013, Croatia has an economy focused on the service sector, particularly tourism.

The country now has comprehensive infrastructure in good condition. It also serves as a link between the European Union and other countries of the former Yugoslavia that aspire to future EU membership. The Croatian road transport sector mirrors the manufacturing industry, dependent on foreign trade and in need of growth. International trade accounts for two-thirds of total road transport activity. Its main markets are Italy, Austria and Germany. Croatian road transport companies are often small and subcontract to Italian companies or position themselves as the last link in a subcontracting chain that begins in Germany, passes through Slovenia and the large transport organisations in Croatia. Faced with a shortage of drivers, Croatian road transport companies often turn to Serbia, Bosnia, Montenegro and Macedonia to recruit.

This update to the study on Croatian road haulage highlights the general increase in costs, except for fuel in the specific context of 2020. Driver productivity appears to be declining slightly (-3.4% over three years), while wages are rising rapidly, up 5.6% over two years. The total cost of a 40-tonne truck has increased by 6.4% over three years, mainly due to a surge in toll costs (+39% over three years), maintenance and repairs (+11 %), insurance (+15.5 %) and vehicle ownership costs (+15.7 %). The fall in fuel costs in 2020 (-14.8 %) mitigates the final result.

Overall, the total cost rose to €0.81 per kilometre in 2020, compared with €0.77 in 2018, but remains very low, confirming the Croatian flag's position in the ranking of the most competitive flags in Europe.
The CNR invites you to discover this new study, which provides comprehensive details on Croatian TRM under the operating conditions of 2020.
 

Complete results of the survey on long-distance road freight transport operations carried out in 2021 by French companies on behalf of third parties.

Vehicle operating conditions, which had been severely disrupted by the various measures taken in 2020 at the height of the crisis, are approaching pre-COVID standards at the end of 2021, without quite reaching them. The vehicle production indicator thus remains 0.7% below its 2019 level in 2021.

Another key finding in terms of operating costs is that the survey results show significant inflation in 2021. Almost all cost items are affected. Among the most significant increases detected between the last two surveys, in 2019 and 2021, are the costs of Adblue (+61.8% %) and tyres (+7.2% %). This inflation also affects social components: +2.7% for drivers' remuneration and +4.4% for their annual travel allowances.
 

During 2022, external risks materialised and global economic growth slowed. Expected to reach +3.2% in 2022, it is still benefiting from the effects of the post-COVID recovery. The slowdown is mainly due to difficulties in meeting demand, which is only just beginning to slow down.

Rising inflation is reducing households' real income and weighing on the outlook for 2023, fuelling the risk of recession in many countries.

TRM and TRV are affected by fuel price increases, for example +52 % in the annual trend for TRM diesel. All their other costs are also experiencing significant inflation, close to +6 %.
 

Advanced online publication of diesel fuel indicators on the CNR website

Road freight transport

• Flat-rate reimbursement rate for the second half of 2022: €15.70/hl
   

Road passenger transport

• Flat-rate reimbursement rate for the second half of 2022: €21.70/hl

Moving is one of the traditional sectors of road freight transport that the CNR has been studying since 1997.
In 2019, the CNR conducted a new survey on private removals and business relocations, carried out not only by means of 40m carriers.³-50 metres³ but also light commercial vehicles 20-30m³. 
This extension of the CNR's scope of observation to business transfers and 20-30m VULs³ has made it possible to better account for current practices.
In this new version, the CNR updates the reference cost tables for private removals and business relocations to the conditions applicable in June 2022.
The main finding is that all cost components recorded significant inflation between October 2019 (when the study was first published) and June 2022. Social factors remain the largest cost item recorded by companies.  

A document that lists a range of information about CNG fuel (price, refuelling, taxation, etc.).

The results reported are based on a survey conducted by the CNR in 2021 on the costs and operating conditions of articulated vehicles running on natural gas for vehicles (NGV) and engaged in road freight transport in 2019.

 A set of information specific to CNG heavy goods vehicles (technology, availability, prices, subsidies, etc.).

The results reported are based on a survey conducted by the CNR in 2021 on the costs and operating conditions of articulated vehicles running on natural gas for vehicles (NGV) and engaged in road freight transport in 2019.

In this benchmark study, the CNR offers transport companies a number of scenarios for studying the profitability of a heavy goods vehicle powered by NGV (long-distance LNG and regional CNG) compared to that of a heavy goods vehicle powered by diesel (long-distance and regional).

By freezing the specific conditions of their operation, the CNR performs comparative profitability calculations based exclusively on the sensitivity of the following factors:

• Fuel prices
• The annual mileage of vehicles
• The purchase price of vehicles

Lithuanian road freight transport (RFT) is mainly focused on international trade, accounting for 93% of its total activity. In the latest European CNR ranking, Lithuania ranks second behind Poland in terms of international activity between third countries. However, the Covid crisis in 2020-2021 and the consequences of the Mobility Package seem to have had a negative impact on the activity of Lithuanian transport operators. The annual mileage of a Lithuanian heavy goods vehicle is therefore lower than in the last study, at 132,300 km/year in 2021 compared to 150,000 km/year in 2017. Drivers under Lithuanian contracts assigned to international routes seem to return home more often, on average every two to three weeks. In 2017, tours were estimated to last 24 days on average. Ultimately, the mileage of a driver assigned to international routes is estimated at 115,000 km/year in 2021, compared to 136,000 km/year in 2017. The cost of drivers has increased over the period, from €23,014 per year in 2017 to €23,847 per year in 2021, representing a 3.6% increase over four years. This is due to increases in the minimum wage and travel allowances. However, this increase is offset by a sharp drop in employer contributions, from £32.60 to £3.03 since the last study in 2017. The cost is therefore partly borne by employee contributions, which rise from £9 to £19.5.

In addition to these changes, it appears that certain cost items have increased over the past four years. This is the case for tolls (+23.8 %), ownership costs (+12.6 %) and maintenance and repairs (+11.9 %). Conversely, the cost of tyres has fallen sharply since 2017, down 45% over three years, which can be explained in particular by the special attention paid to this item by Lithuanian hauliers.

Overall, in 2021, the total cost of a Lithuanian heavy goods vehicle operating internationally is €0.84/km. 

The CNR invites you to discover this new study dedicated to Lithuanian TRM, covering operating conditions for 2021.

Road freight transport

• Flat-rate reimbursement rate for the second quarter of 2022: €15.70/hl
   

Road passenger transport

• Flat-rate reimbursement rate for the second quarter of 2022: €21.70/hl

Two circulars from the Ministry of Economy, Finance and Recovery, responsible for Public Accounts:

• Introduction of an exceptional option for monthly payment reimbursement of a portion of the TICPE tax on diesel fuel used by road vehicles of 7.5 tonnes or more intended for the transport of goods
• Introduction of an exceptional option for monthly payment reimbursement of a portion of the TICPE tax on diesel fuel used by public passenger transport operators

Projections indicate that cost increases excluding diesel fuel for the first seven months of 2022 will amount to +4.9% for long-distance articulated vehicles, +5.3% for regional articulated vehicles and +5.6% for regional lorries. On an annual basis, these increases amount to +5.2% for articulated long-distance vehicles, +5.6% for articulated regional vehicles and +5.8% for regional lorries.

The inflation in the full cost price (including diesel) for long-distance transport assessed by the CNR reached +16.4% over the first seven months of 2022 and +19% over one year.

Find all the explanations in the study below.

The CNR presents its European overview of taxation applied to commercial diesel fuel in Europe and details the partial excise duty refund schemes in place in each country, applicable to road haulage companies.

As of 28 February 2022, nine out of twenty-seven European countries are able to apply a tax difference between diesel fuel for «commercial use» and diesel fuel for «private use» as motor fuel.

Highlights in this overview of 28 February 2022:

• France remains the second country in the EU with the highest excise duties on diesel fuel for private use, just behind Italy.
• Despite its partial TICPE reimbursement scheme, France remains one of the countries with the highest excise duties on diesel fuel for commercial use.
• According to the latest oil bulletin published by the European Commission, seven countries have excise duties on diesel fuel for commercial use at the European minimum level (€33/hl) or even lower, due to fluctuating exchange rates, as is the case in Hungary and Poland.

Latvian road freight transport (RFT) is mainly international, accounting for nearly 80% of its total activity. Latvian companies seem to travel more to Scandinavia, the Baltic countries and Russia. During the period studied, journeys to Western European countries were less frequent than in 2017. This resulted in a lower annual mileage for Latvian heavy goods vehicles than in the last study, with 120,400 km per year in 2020 compared to 138,000 km per year in 2017. The transport companies interviewed cited the COVID-19 health crisis and the consequences of the Mobility Package as reasons for these changes. Drivers under Latvian contracts assigned to international routes are now returning home more often, on average every two weeks. Several companies even report that their drivers working internationally return home every weekend. Ultimately, the mileage of a driver assigned to international duties is estimated at 110,400 kilometres per year in 2020, compared to 130,000 kilometres per year in 2017.

In addition, certain cost items have increased over the past three years. This is the case for driver costs, which have risen by 20.6% since 2017. This increase is due to the rise in the national minimum wage (+31.6% between 2017 and 2021) and an increase in travel allowances. Other notable increases since 2017 include tolls (+27.7% %) and vehicle ownership costs (+25.3% %).

In addition, the motor vehicle tax now takes into account the Euro class of the vehicle, with Euro VI heavy goods vehicles now paying a lower fee. 

Overall, in 2020, the total cost of a Latvian heavy goods vehicle operating internationally is estimated at €0.82/km, an increase of +27% since 2017, when the CNR conducted its previous study.

The CNR invites you to discover this new study, which provides comprehensive details on Latvian TRM under 2020 operating conditions.

Update incorporating the revaluation of travel allowances signed on 28 February 2022

The social partners concluded the agreements of 3 February 2022, some of which are applicable from 1 February. In this document, the CNR quantifies the impact of these agreements on the operating costs of long-distance and regional heavy goods vehicles. Not only are driving personnel costs affected, but also maintenance and structural costs via workshop and administrative personnel costs.

The remuneration section of the agreements provides for two successive increases in the minimum agreed remuneration: +5% from 1 February 2022, then +1% from 1 May 2022. All categories of workers (mobile or sedentary) and employees are affected by the agreement.

The direct additional personnel costs associated with these salary increases are amplified by the automatic reduction in «Fillon» tax relief generated by the increase in remuneration.

Another aspect of the agreements concerns the strengthening of social protection (incapacity for work cover and supplementary health insurance), resulting in an increase in employer contribution rates of +0.45 points from 1 July 2022.

The agreements of 3 February 2022 contain other provisions on notice of resignation for workers, sick leave in the event of hospitalisation, leave for hospitalised children, and provide for work to be undertaken on drivers' working conditions. The CNR is not in a position to calculate in advance the average impact of these provisions.

Finally, on 28 February, the social partners signed an agreement concerning travel allowances. The standard rates for lump-sum allowances will increase by +3.1% from 1 March 2022.

Ultimately, on 1 July 2022, driving personnel costs (salaries + charges) will increase by around +10.1% compared to January 2022. Travel allowances will increase by +3.1%. The specific impact on the cost price excluding diesel for heavy goods vehicles will be +4.1% for long-distance articulated lorries, +4.7% for regional articulated lorries and +5.2% for regional lorries.

Road freight transport

• Flat-rate reimbursement rate for the first quarter of 2022: €15.70/hl
   

Road passenger transport

• Flat-rate reimbursement rate for the first quarter of 2022: €21.70/hl

The CNR presents an example of the method for estimating the relative share of diesel fuel: application in May 2021 values for the long-distance transport index.

Specialty stopped by decision of the CNR Board of Directors on November 10, 2022.
Last update of the “35-tonne car transporter” reference document: December 2021

Specialty stopped by decision of the CNR Board of Directors on November 10, 2022.
Last update of the “40-tonne container carrier” reference document: December 2021

Specialty stopped by decision of the CNR Board of Directors on November 10, 2022.
Last update of the “40-tonne construction skip” reference document: December 2021

Specialty stopped by decision of the CNR Board of Directors on November 10, 2022.
Last update of the “40-tonne liquid food tanker” reference document: December 2021

Road freight transport

• Flat-rate reimbursement rate for the fourth quarter of 2021: €15.71/hl
   

Road passenger transport

• Flat-rate reimbursement rate for the fourth quarter of 2021: €21.71/hl

In 2021, the increase in full cost reached +5.2% in long-distance transport, driven in particular by inflation in maintenance and repairs at +3.6%.

For 2022, inflation forecasts for costs excluding diesel fuel range from +3.4% to +4.6% on average for the year. The most significant factor remains the cost of driving personnel. Given the uncertainty surrounding its evolution, the CNR has based its forecasts on two scenarios, ranging from +4.5% to +7.2%. Other items showing an increase include the price of rolling stock, for which the CNR is assuming inflation of +10% per annum, and maintenance, which is expected to be between +3.8% and +4% per annum for an articulated train.

Download the study to discover all the assumptions, developments position by position, and detailed results for regional activities.

Replay from the webinar on 24 November 2021.

As the only country in Central Europe that did not belong to the Eastern Bloc, Austria has long benefited from its position as a transit route in the region. Connecting the most developed areas of Europe (Switzerland, Germany, northern Italy) to production centres in the East (Hungary, southern Slovakia, the Czech Republic), the Austrian flag has adapted to market developments over time. After experiencing a golden age in the 1990s, it was quickly confronted with the challenges of European competition following the entry of 10 new Member States into the EU, four of which are its direct neighbours. As a result, most Austrian companies have positioned themselves in the road transport market as transport organisers, seeking high added value and subcontracting most of their international road transport activity to carriers in neighbouring Eastern European countries. After a decade of decline, during which the volume of its international activity halved, the Austrian flag is increasingly focusing on its domestic market, following the example of other Western European flags.

In terms of operating conditions, the Austrian fleet covers nearly 120,000 km per year per vehicle. The typical international driver covers 111,000 km and 1,720 hours of driving per year, at an annual cost of more than €50,000. In detail, certain cost items differ from the standards observed in Western Europe, starting with the high cost of tolls. Maintenance and repair costs are also high but comparable to the average observed in France, the Netherlands and Belgium. 

Overall, the average cost per kilometre for a 40-tonne Austrian heavy goods vehicle operating internationally was €1.30/km in 2020, one of the highest in Europe.

The CNR invites you to discover this new study, which provides comprehensive details on Austrian TRM under 2020 operating conditions.

The end of the third quarter of 2021 is marked by a less uncertain health situation. Thus, the latest global epidemic peak in August 2021 did not halt economic growth.

The outlook for the end of the year appears solid, with the global economy expected to grow by +5.7% in 2021 and French growth above that, at +6.3%.

The recovery has taken many upstream markets by surprise, creating tensions and supply disruptions. Rising prices for raw materials, energy and intermediate goods are driving rapid inflation across economies. As a result, the OECD forecasts inflation rates above +3.5% in 2021 and 2022 for G20 countries.

The TRM and TRV sectors are experiencing rapid increases in their direct costs, with fuel alone rising by +28.2% over 12 months.

In addition to fuel, other cost factors are also experiencing significant increases. At the end of November, the CNR will publish a comprehensive assessment and propose a scenario for how these costs are likely to evolve in 2022.

The CNR's new 2020 study on Romanian road haulage shows how much the industry has changed in three years. The main changes are the doubling of the minimum wage, the transfer of costs from employers to employees, and the introduction of higher travel allowances. In terms of road transport activity, the Romanian fleet is one of the most active in the European Union at international level. With a particular presence in Western Europe, it carries out more than 30% of its activity between third countries and nearly 7% in cabotage.

The gross salary of Romanian drivers has risen from less than €400 to €565 in three years, a direct consequence of the minimum wage doubling between 2016 and 2020. The daily travel allowance amounts to €68 per day for 22 days per month. The driver's mileage has fallen by 6% since the last study, while its cost has increased by 31%. As a result, the cost per hour of driving has risen to €11.81, an increase of 31% compared to 2017. The driver's net income has risen from £15,227 to £20,490 per year, an increase of 34.6 per cent. 
Other cost increases are also contributing to the overall increase. These include tolls (+37 %), maintenance and repairs (+16 %) and vehicle ownership costs (+12 %). The decrease in fuel costs (-9 %) and vehicle insurance (-12 %) is not enough to offset the final result. 

When calculating costs, the kilometre cost of a 40-tonne Romanian heavy goods vehicle used for international transport, excluding structural costs, stands at €0.76 compared to €0.64 in 2017, an increase of 19.1%. Adding in structural costs, estimated at around 8% of the total cost, the full cost rises to €0.83 per kilometre in 2020, based on conditions observed before the health crisis.

The CNR invites you to discover this new study, which provides comprehensive details on Romanian TRM under the operating conditions of 2020.
 

The health situation remains highly uncertain and disruptive for the economy, but the impact of successive waves of the epidemic is diminishing in many countries. Economic activity is experiencing phases of very dynamic recovery, causing shortages. Tensions are exacerbated by persistent disruptions in global supply chains (breakdowns, desynchronisation, etc.), also caused by the health crisis.

As such, global economic growth is expected to be around +6.0% in 2021. This increase is also the forecast for the French economy.

Apart from health risks, the main short-term concern is inflation. It could exceed the levels that would trigger tightening measures by central banks, which have decided not to intervene for the time being.

The French road haulage sector experienced a significant upturn in activity at the end of 2020, and since then, average growth has been relatively low. Driven by rising fuel prices, costs are under strong inflationary pressure, ranging from +4.1% to +5.2% year-on-year.

The TRV remains more structurally affected. Currently, with the start of the new school year, the shortage of drivers is exacerbating the sector's difficulties.

Flat-rate reimbursement rate for the third quarter of 2021: €15.71/hl

For one year, the CNR conducted a monthly survey on the impact of the COVID crisis on the road freight transport sector (TRM) among its regular panels operating in long-distance and regional general freight transport using articulated vehicles.
 
Designed in March 2020 during the first lockdown, this barometer has enabled road transport companies to track their actual activity and financial situation month by month during this crisis.

The effects of the crisis are now better documented, and other economic monitoring bodies (INSEE, Banque de France, DARES, etc.) have largely taken over.

This temporary measure is therefore coming to an end. We would like to extend our warmest thanks to the carriers who participated in these surveys..

The latest survey was conducted on the results from May 2021, which showed that:

Transport turnover fell by 4.4% in May 2021 compared to pre-crisis levels (May 2019). The growth observed in March and April did not continue in May.

Conversely, the number of drivers, which grew by +2.1% over two years, recorded three consecutive months of growth.

However, caution should be exercised when interpreting these average indicators, as it should be remembered that they generally relate to fairly diverse situations.

Spanish road freight transport (RFT) stands out in Europe due to the multiple collective agreements that exist within the country. In total, there are 55 collective agreements, equivalent to one collective agreement per province. Of these 55 collective agreements, 30 are currently in force. Depending on the collective agreement applied, there are significant wage differences between provinces. In 2020, the gross annual salary of a driver ranges from €27,498 in the province of Vizcaya (Basque Country) to €13,034 in the province of Orense (Galicia), i.e. a twofold difference. Due to these significant disparities, the CNR decided to focus its analysis on two autonomous communities: the Basque Country and Catalonia. There are two reasons for this choice: their geographical proximity to France and their competition with the French flag. 

This new study highlights several developments. The cost of driving in Catalonia has increased by 9.7% since 2015, rising from €37,890/year to €41,565/year in 2020. This is mainly due to an increase in the legal minimum in collective agreements for both gross base salary and travel allowances. The driver's position is not the only one to have experienced inflation since 2015. Tolls have increased by +25% compared to 2015, mainly due to a generalised increase in tolls in Europe, particularly in Germany, and Belgium's switch to a kilometre-based tax. Maintenance and repairs have also been affected, rising by 18.2% compared to 2015, as have ownership costs, which have risen by 8.2%. Conversely, insurance costs have fallen by 13% compared to 2015.

Ultimately, according to CNR calculations, the cost per kilometre of a 40-tonne Spanish heavy goods vehicle operated by a Catalan carrier on long-distance international routes, excluding structural costs, stands at €0.89 compared with €0.84 in 2015, an increase of 6.1% since the last study. 

The CNR invites you to discover this new study dedicated to Spanish TRM.
 

The Estonian pavilion has an international presence that accounts for nearly two-thirds of its total activity. It is mainly oriented towards the Scandinavian countries and Finland in the west, via ferry crossings, but also towards Russia in the east. This flag serves as a link between the two areas, taking advantage of the cultural and linguistic proximity of the majority of Estonians to Finland and a minority to Russia. However, its geographical location reduces its mileage; ferry crossings are long and driving in Russia requires lower speeds than in the EU. According to official statistics, international activity has declined sharply since its peak in 2016, falling by 37% over three years.

Since Estonia joined the European Union, the minimum wage has quadrupled, representing an average annual growth rate of 8.5% over 17 years. The simplification of social security contributions and income tax, reduced to a single rate for all, virtually zero taxation on companies, and sharp increases in wages in the road transport sector following a minimalist collective agreement are key features of the Estonian flag. The cost of drivers, at nearly €26,000 per year, which is relatively high for a mileage of 116,000 km, is offset by low tolls and fuel costs, which are kept down by supplies from Russia, at €0.8943/litre according to the average supply «basket» established by the CNR.

Overall, the Estonian pavilion has a cost per kilometre of €0.90. This is higher than its Latvian and Lithuanian neighbours, but in line with the average for Central European pavilions.

The CNR invites you to discover this new study, which provides comprehensive details on Estonian TRM under the operating conditions of 2019.

Flat-rate reimbursement rate for the second quarter of 2021: €15.71/hl

Standard rates for travel allowances for TRM mobile workers.

Standard hourly rates for TRM mobile workers and annual remuneration guarantee.

Every January, numerous social «parameters» change.

This detailed note sets out the 2021 values applicable to the TRM concerning:

• Employer contribution rates
• The «Fillon» tax relief formula»

Flat-rate reimbursement rate for the first quarter of 2021: €15.71/hl

The Hungarian flag has unique characteristics in its region. Low corporate taxation, simplified and minimised social security contributions, a bonus salary system not subject to contributions, an advantageous exception granted to transport companies in terms of travel allowances, and a labour market influenced by the diaspora are the main factors that set the flag apart.

In 2019, the annual mileage of vehicles increased by nearly 10,000 km compared to 2013. Hungarian drivers travel nearly 128,000 km per year. Corporate income tax, 9 %, is now the lowest in the European Union, and the VAT rate on international transport has been reduced to 0 %, while the standard rate is capped at 27 %, a record in Europe. On the other hand, Hungarian transport operators are facing a significant increase in other cost items, such as tolls (+60% since 2013), maintenance and repairs (+23%) and tyres (+87%).

When calculating costs, we see that the cost price, excluding structural costs, of a 40-tonne Hungarian heavy goods vehicle operating internationally has remained virtually unchanged. Since the last CNR study, the cost price has increased by 5.1% to €0.82/km in 2019, compared with €0.80/km in 2013.

The CNR invites you to discover this new study, which provides comprehensive details on Hungarian TRM under the operating conditions of 2019.

Since the early 2000s, Slovakian road transport has been characterised by its international commitment, seeking out various markets in both the West and the East and investing in its commercial relations with the largest European economies. Its competitive advantage, derived from lower production costs than those of its Austrian, German and Czech neighbours, has made it an increasingly important economic partner. The Slovakian road transport sector is therefore marked by a high degree of international specialisation. This choice, coupled with a strategy of maintaining productivity, has enabled the Slovakian flag to climb onto the podium among European flags. As a result, the average annual mileage of a Slovakian driver is increasing, from 128,800 km per year in 2017 to 132,000 km per year in 2019.

However, another important development should be highlighted: the production costs of TRM companies have been rising steadily for several years. For example, the cost of a Slovakian driver has risen from €23,500 per annum in 2012 to over €28,000 per annum in 2019, an increase of nearly 13%. Toll costs have more than doubled over the same period as a result of a generalised increase across Europe.

The CNR invites you to discover this new study, which provides comprehensive details on Slovakian TRM under the operating conditions of 2019.

In the field of TRM, as in many other sectors, the Czech Republic seems to be moving closer to the economic sphere of its large neighbour Germany, distancing itself from the model of Eastern European economies. In just a few years, Czech road haulage has shifted gears and reached a level of maturity usually seen in EU15 countries. Unlike its Slovak, Hungarian and Polish neighbours, international specialisation is no longer the norm in the Czech Republic. Its domestic activity is becoming increasingly important, while its international activity is declining significantly. Since its peak in 2013, noted in the previous CNR study in 2014, the Czech road haulage sector has lost nearly 60% of its international activity.

On a social level, pressure on wages is being felt and lorry drivers are not hesitating to demand increasingly comfortable working conditions with frequent returns to base. As a result, the cost of a driver has increased by 35% in five years, approaching the level of a Portuguese or Spanish driver. At €26,444 per year, the annual cost of a driver is above the average for the new Member States in the region but remains below that of its Slovak neighbour.

As regards vehicles, the cost of ownership is approaching Western standards following fleet renewal campaigns. As a result, new, more efficient vehicles are reducing fuel bills thanks to a 13% drop in consumption over five years. Apart from vehicle insurance, other cost items have seen relatively significant increases since 2014. Ultimately, however, the Czech flag has still managed to keep its costs under control.

The CNR invites you to discover this new study, which provides comprehensive details on Czech TRM under the operating conditions of 2019.

The CNR provides you with the complete results of the survey on long-distance road freight transport carried out in 2019 by French companies operating on behalf of third parties.

The volatility of transport demand, which fluctuated irregularly throughout 2019, does not create the conditions for a return of business confidence. After falling by –2.8% in 2018, the vehicle production indicator fluctuated by –0.4% in 2019.

Another finding of the survey is that the majority of vehicle operating costs are on the rise. This inflation affects drivers' pay (+1.6% over three years), their travel allowances (+3.6% over three years), fuel costs per kilometre and tolls (+2.6% over three years).

The social agreements of 23 and 29 October 2020, signed by all representative professional organisations, increase the minimum remuneration and flat-rate travel allowances set out in the collective agreement for road freight transport by + 1 %.

The new scales apply from 1 November 2020 for companies that are members of the signatory organisations.

These new provisions generate significant inflation in driving personnel costs of around +1.5% for long-distance and regional services, for the standard driver profiles observed by the CNR.

Please find in the note the new standard rates applicable since 1 November 2020, as well as detailed information on the impact on driving personnel costs.

The Polish fleet is the European market leader and has ranked first in international activity since 2007. In terms of total activity, Poland competes with Germany for first place. However, the trends already reported in 2017, particularly with regard to work organisation, are continuing. Polish transport companies continue to face recruitment difficulties, as Polish drivers are increasingly turning away from this profession. They prefer medium-distance international journeys that allow them to return home every two weeks. The average annual mileage of a Polish driver has thus decreased from 128,000 km per year in 2017 to 126,400 km per year in 2019. It is also worth noting the increase in the minimum wage of more than £6,100 per year over two years. As for the variable portion, it is now calculated based on the number of days spent abroad, with different daily travel allowances depending on the countries visited, rather than per kilometre, in accordance with European regulations. In order to retain this workforce, transport companies do not hesitate to grant the maximum amount of daily travel allowances. Overall, the cost of a driver on a Polish contract increased by an average of +7.4% per annum between 2017 and 2019, with a total cost of £23,575 per annum in 2019.

With a view to retaining their drivers, companies are increasingly turning to full-service financial leasing for their vehicles. This financing method allows them to renew their fleet very regularly and offer the latest heavy goods vehicles. Drivers are not the only ones to have seen inflation since 2017. Toll charges have increased by +7.7% compared to 2017, mainly due to a general increase in tolls across Europe, particularly the Maut in Germany, the main transit country for Polish flag carriers. Vehicle ownership costs have also been affected, rising by +10.7% compared to 2017.

The CNR invites you to discover this new study dedicated to Polish TRM.

In this study, the CNR presents a simulation of the economic effects of the main factors of the COVID crisis, based on moderate impact assumptions. According to these assumptions, a TRM company affected by all of these factors would see its operating costs increase by an average of +6.8% in 2020.

For 2021, cost inflation forecasts, excluding diesel and COVID-19, are close to +1.7% on average for the year. The main factor remains the cost of driving personnel. Other items on the rise include structural costs (+1.6%), tolls and ownership costs (+11%).

Download the study to discover factors and hypotheses, as well as detailed results for long-distance and regional activities.

In addition to this study, you can find the results of the survey conducted by BP2R among transport companies on their perception of « the 2020 economic situation for road haulage ».

You can also discover all this by watching the webinar replay organised by BP2R with the participation of the Malherbe Group and the CNR (1 hour).

Flat-rate reimbursement rate for the fourth quarter of 2020: €15.71/hl

Flat-rate reimbursement rate for the third quarter of 2020: €15.71/hl

Uncertainty is setting in, with the risk of further economic slowdowns caused by the ongoing COVID-19 pandemic.

The economy is experiencing the fluctuating consequences of the COVID-19 epidemic. After a sharp decline in the second quarter, the economy is now experiencing a gradual recovery.^issue quarter, falling to as low as -20 % in some countries, the 3^issue The second quarter saw a significant rebound. For the moment, uncertainty hangs over the end of the year. Global GDP is expected to fall by around 4.5% in 2020, while France's GDP could fall by between 9% and 10% over the year.

However, forecasts for France in 2021 (Banque de France, PLF, etc.) are positive: GDP growth between +7.1% and +8.1%, inflation limited to between +0.5% and +0.9%, investment at +15%, stable interest rates and low oil prices. The only unfavourable indicator is the unemployment rate, which is expected to rise to 11.1%. The French economy is expected to return to its pre-crisis level in 2022.

The TRM, which has been severely affected, is also rebounding, but without a sustained return to 2019 levels. Uncertainty surrounding the end of the year could result in significant downward pressure.

The Portuguese road transport sector continues to be characterised by strong international activity, accounting for more than two-thirds of total domestic activity. Since 2014, when the CNR conducted its previous study, the Portuguese road transport sector has undergone significant social changes. The new collective agreement (CCTV) signed on 8 August 2018 introduces an increase in the legal minimum (basic gross salary, seniority, salary supplement, travel allowances) as well as a new classification, that of «Iberian driver». Another change worth noting is the payment of two hours of overtime per day (clause 61), which replaces the former «clause 74». Previously applied only to international transport, the payment of these two hours of overtime is now mandatory for all road drivers, regardless of the type of transport (with the exception of those driving vehicles weighing less than 7.5 tonnes). Overall, the total cost of a driver increased by an average of +2.7 %/year between 2014 and 2019, with a total cost of €29,979/year in 2019.

In addition to driver costs, insurance costs increased by +41.3% compared to 2014, as did tolls (+9.2%) and vehicle ownership costs (+16.8%). However, these increases are offset by the decrease in the annual cost of fuel, the largest cost item for Portuguese transport operators, which stood at €43,909/year in 2019, down 14.6% compared to 2014. A notable feature in Portugal is that transport operators applying for « long vehicle »only pay half of the axle tax. This practice seems to be widely followed by the profession.

The CNR invites you to discover this new study dedicated to Portuguese TRM.

The West is regaining its lustre

After briefly leading the rankings in 2017, Poland lost ground in 2018 and ceded its position as European TRM leader to Germany. Other Eastern European flags followed Poland's example. Conversely, Western flags made progress, reversing the trend observed over the past fifteen years. Spain, France and Italy are doing well thanks to strong increases in their domestic activity. The Spanish flag is also succeeding internationally with +5.8% in %, particularly in bilateral activity.

Growth in domestic activity, all flags combined, is slowing down, with +2.0% in 2018 compared to +3.6% in 2017, while international road haulage is suffering with -2.8%. All sub-categories of international road haulage are affected. For the first time since 2010, road freight transport between third countries and cabotage in Europe declined sharply, taking with it most of the Eastern flags.

Find all the figures and additional explanations in the 2018 European ranking, available for download.

The recovery remains hesitant and the global economy is navigating by sight, victim of the shockwave caused by the COVID-19 epidemic.

Despite some recovery following the lockdown phase, the French economy is expected to experience an unprecedented recession in 2020, ranging from -7.1% to -10.1% in the least pessimistic scenarios. The final level will largely depend on the economic situation in the fourth quarter.^issue quarter and therefore the control of the health crisis and its impacts by the population and its government.

In the road haulage sector, after lockdown restrictions were lifted and an initial rebound, momentum has proved insufficient. Over 12 months, road haulage turnover remains negative.

The Dutch road transport sector is characterised by a high degree of specialisation among its companies: logistics, containers, multimodal transport. This choice of specialisation enables it to maintain an international activity representing half of the total activity of the sector. Dutch companies also stand out for their high productivity, with an average of around 50 hours of overtime per month for drivers on Dutch contracts assigned to international assignments. This trend remains largely unchanged from 2016, when the CNR conducted its previous study on this sector.

An important development to note is the increase in the total cost of drivers by an average of +3.1% per annum between 2016 and 2019, with a total cost of €67,574 per annum in 2019. The new 2017-2019 collective labour agreement (CAO) introduces an increase in the legal minimum (basic gross salary, overtime, travel allowances) but also a new classification for Dutch drivers with the addition of an extra grade. The driver position is not the only one to have experienced inflation since 2016. Toll charges have increased by +31.1% compared to 2016, mainly due to a general increase in tolls across Europe and Belgium's switch to a kilometre-based tax. Vehicle ownership costs have also been affected, rising by +22.5% compared to 2016.

The CNR invites you to discover this new study dedicated to Dutch TRM.

For road transport companies, the provision of personal protective equipment (PPE) for drivers and the cleaning of cabins represents a direct expense in terms of products (gel, cleaner, wipes, masks, gloves, visors, etc.) associated with an implementation cost. These health measures, which are mandatory for the continuation of business, represent a new cost ranging from €3 to €32 per day per vehicle, or 0.5% to 6% of the standard cost price, depending on the type of activity. The additional cost of an intermediate situation is estimated at around £13 per day, or approximately 2.5% of the cost price.

In the full article, you will find all the figures relating to health measures, as well as a description of how TRM companies that have shared their experiences with the CNR are coping with and adapting to the Covid-19 crisis.

Since the beginning of the Covid-19 crisis, the government has strengthened the legal framework for partial activity compensation, commonly referred to as «partial unemployment» or «technical unemployment».

From 1 June 2020, the conditions for state coverage of compensation for’partial activity are changing. The allowance paid by the State now covers only 85% of the partial unemployment benefit paid to employees (compared to 100% previously between 1 March and 31 May 2020). The measure applies to road haulage companies.

The employer cost of «partial unemployment» will therefore increase significantly from 1 June 2020. The CNR illustrates these additional costs for three driver profiles through a few specific examples: 

• long-distance lorry driver
• short-distance TRM
• Messaging

In response to the scale of the Covid-19 crisis, the government has strengthened the legal framework for partial activity compensation (commonly referred to as «partial unemployment» or «technical unemployment»).
The government has also transformed the tax-free purchasing power bonus, sometimes referred to as the «Macron bonus» or «Lemaire bonus».

The implementation of these two measures by a road haulage company (TRM) results in an increase in the hourly cost of a driver (salary + employer contributions).

Through a few specific examples, the CNR illustrates these additional costs for three driver profiles:

• long-distance lorry driver
• short-distance TRM
• Messaging

To prevent the spread of COVID-19, professional and trade union organisations have developed a guide to best practices for road freight transport and logistics activities.

This guide, approved by the Ministry of Labour, outlines the provisions applicable to different professions, taking into account their specific constraints. It calls for their implementation by all professionals.

It involves companies and employees in the sector, as well as their partners at goods loading and unloading sites and driver reception areas.

As such, the guide is intended to be distributed as widely as possible.

In times of crisis, certain factors of production may be disrupted and significantly impact production costs.

In the context of the COVID-19 pandemic, the disruptions experienced by certain road hauliers mainly affect the following factors of production:

• The load cycle rate
• Service time per driver
• The redeployment of fixed costs

To illustrate the impact of each of these factors on the TRM cost price, the CNR recalculates the average cost prices from its statistical surveys by varying these factors for the activities:

• Long-distance articulated combination (44 tonnes)
• 40-tonne long-distance refrigerated lorry
• Regional articulated unit (44 tonnes)

Useful links:

• Link: Interministerial press release: «Continuation of the freight transport supply chain»

• Link to the decree of 19 March 2020 supplementing the decree of 14 March 2020 on various measures to combat the spread of the COVID-19 virus (for TRM, see in particular Article 1, paragraph 7 II)

The CNR presents its European overview of taxation applied to commercial diesel fuel in Europe and details the partial excise duty refund schemes in place in each country, applicable to road haulage companies.

As of 2 March 2020, nine out of twenty-seven European states are able to apply a tax difference between diesel for «commercial use» and diesel for «private use» as fuel. 

New additions to this overview as of 2 March 2020: 

• The United Kingdom left the European Union on 31 January 2020. France has thus become the second EU country with the highest excise duties on diesel fuel for private use, just behind Italy.
• Despite its partial TICPE reimbursement scheme (reduced by €1.99/hl in 2020 compared to 2019), France remains one of the countries with the highest excise duties on diesel for commercial use.
• The partial reimbursement of excise duties in Romania is not applicable in 2020, as the TICPE applied to diesel for «private use» in this country is close (€33.79/hl) to the minimum EU rate (€33/hl).

Every January, numerous social «parameters» change.

This detailed note sets out the 2020 values applicable to the TRM concerning:

• Employer contribution rates
• The «Fillon» tax relief formula»

Flat-rate reimbursement rate for the first half of 2020: €15.72/hl

Brexit time has come. After three and a half years of negotiations, the United Kingdom is leaving the European Union on 31 January 2020.

On this occasion, the CNR is presenting a new study dedicated to British road freight transport, detailing the situation prior to Brexit.

The UK's TRM activity is not very internationally oriented, accounting for only 4% of the flag's total activity.

The country's island location has an impact on the activity of British transport companies. Local transport operators have particularly high infrastructure costs, half of which relate to tunnels and ferries. Taxes are also higher than in neighbouring countries. On the other hand, the British flag differs from other Western flags in that there is no collective agreement in the profession and contribution rates are low: the apparent employer rate is 9.9% %, enabling it to offer a lower cost per hour of driving than its neighbours.

The wait-and-see attitude caused by the uncertainty surrounding Brexit and the unknown that follows is illustrated by the practices of heavy goods vehicle renewal: for more than three years, vehicle replacement has often been postponed, which is not insignificant for an industrial vehicle. Sometimes, some have chosen to switch to short-term financial leasing: three years. That was all it took.

This new study is supplemented by a summary containing comparative data with France.

In 2019, the increase in total cost price reached +1.5% for long-distance transport. For 2020, cost inflation forecasts excluding diesel are between +1.4% and +2% on average for the year.
The predominant factor remains the cost of driving personnel. Given the uncertainty surrounding its evolution, the CNR bases its forecasts on two scenarios.
Other items showing increases include maintenance, which is expected to be between +1.6% and +1.7% for articulated vehicles, and tolls, which are expected to be +1.4%.

Download the study to discover all the assumptions, developments position by position, and detailed results for regional activities.

Suggested further reading: the survey «  the road transport market », conducted by BP2R among 200 transport companies. It presents their intentions regarding driver recruitment, fleet development, fare revisions, as well as their outlook for business, profitability, etc.

In this technical note, the CNR provides an update on the formula for calculating the «Fillon» tax relief applicable in 2019 to road freight transport.

What trends should be taken into account when preparing budgets, pricing and investments for the coming year? This new framework clarifies the economic situation and will be supplemented by the publication of the «2020 costs» (usually released in November).

In a clearly deteriorating global context, the French economy continues to grow. At +0.3% in the second quarter, French GDP growth remains on track for an expected annual rate of +1.3% for 2019, while overall forecasts are being revised downwards, both in Europe and globally.

Operating costs for road freight transport (RFT) over the past year have seen inflation of between +1.8% and +1.9% excluding diesel (depending on the speciality).

Flat-rate reimbursement rate for the second half of 2019: €17.71/hl
New: B10 diesel fuel purchased on or after 1 July 2019 is eligible for reimbursement.
It has a single reimbursement rate for the second half of 2019, regardless of the region of acquisition: €16.21/hl.
Diesel fuel B10 purchased on or after 1 January 2020 will be eligible for the same reimbursement rates as diesel fuel.

Poland on top

Having emerged from the crisis in 2015, the European TRM recorded another year of strong growth in 2017, with +4.6% %, finally exceeding its pre-2008 crisis level. Domestic activity continued to grow at a rate of +3.6% in 2017. International activity performed almost as well as the previous year, with sustained growth of +6.5%, distributed unevenly at +1.81% for the EU15 and +9.56% for the NEMs. All international sub-activities are experiencing strong growth, but the prize goes to cabotage with a rate of nearly +17% over one year, provided by NEMs at a rate of 71%. France now has 40 times more cabotage than it provides.

Significantly, Poland achieved a breakthrough of more than +15% in one year, propelling the flag to the number one position in Europe and dethroning the historic leader, Germany. 2017 was also a good year for the major southern flagships, Spain, Italy and France, which ended the year with +6.5 %, +7.6 % and +6.26 % respectively, thanks in particular to the strong performance of their domestic markets. Germany declined by -0.83% due to a significant drop in its international business, down 5.9%.

Find all the figures and additional explanations in the 2017 European ranking, available for download.

The latest arrival in the EU, Croatia is a small peripheral country best known as a fashionable tourist destination. However, many other economic sectors contribute to its healthy economy. This is the case for road transport, even though 70% of the economy is already focused on the service sector. Croatian transport companies have carved out a respectable place for themselves in the European market.

The Croatian pavilion ranks 20th in terms of international activity in Europe. Activity between third countries, for example, is twice that of Belgium and nine times that of France. Another booming activity, cabotage, mainly carried out in Germany and Austria, has grown from non-existent before EU accession to 161 million tonne-kilometres in 2017.

Croatia has several comparative advantages that ensure its competitiveness among European flags: high annual mileage per vehicle (around 134,000 km) and low driving costs (€10.66 per hour, including salaries, bonuses, charges and travel allowances, explained in particular by a national minimum wage of €506/month and very low employer contributions (16.8% of gross salary).

The total cost of the vehicle internationally is estimated at €0.705/km, or approximately 63% of the cost of a French HGV (excluding structural costs).

Discover the new CNR study dedicated to Croatian TRM. It is supplemented by a summary that includes comparisons with France.

The CNR presents its European overview of taxation applied to commercial diesel fuel in Europe and details the partial excise duty refund schemes in place in each country.

As of 21 June 2019, nine out of twenty-eight European countries apply a tax difference between diesel fuel for «commercial use» and diesel fuel for «private use» as motor fuel.

New additions to this June 2019 overview:

• Croatia is implementing its system with professional excise duties at €33/hl, the minimum authorised by Europe.
• Luxembourg, which has long been close to the European floor (€33.50/hl), is making a slight shift in its tax policy and raising its excise duties to €35.5/hl. To be monitored...

The German pavilion, which is the leader in Europe, is increasingly turning to its domestic market, giving up on the international market in the face of competition from Eastern European countries. The pavilion is weakened by labour shortages, rising operating costs and environmental constraints. As a result, its activity has been stagnating for several years.

German transport companies are desperate to recruit new drivers. As a result, salaries are rising, particularly in the eastern Länder. Drivers, who are demanding in terms of their working conditions, insist on returning home every weekend. The arrival of drivers from neighbouring countries in the east is easing tensions on the labour market somewhat. These drivers, who accept several weeks of travel abroad followed by a week at home, are preventing German international activity from collapsing. What's more, they are paid significantly less than their German colleagues. Nevertheless, this source of labour is becoming scarce, and rising wages in Eastern Europe are encouraging fewer and fewer drivers to move to Germany.

Ultimately, the German international cost per kilometre is 94% of that of the French flag, despite driver costs being 16% lower across the Rhine.

The CNR invites you to discover this new study dedicated to German TRM. It is supplemented by a summary that includes comparisons with France.

Driving personnel are the main operating cost item for French heavy goods vehicles. In May 2019, total salaries, social security contributions and travel expenses for drivers represented on average 35% of the cost price of an articulated lorry.

In this note, the CNR establishes «typical» driver profiles based on activity (long-distance or regional), company size and vehicle mileage. The results are presented in the form of technical data sheets detailing statistics on drivers' employment and remuneration conditions, as observed in the CNR Long Distance Articulated Vehicles 2018 and Regional Articulated Vehicles 2018 surveys.

This focus makes it possible, in particular, to carry out certain socio-economic assessments (impact of a wage agreement, new social regulations or international comparisons, etc.).

Road transport and logistics: complementary activities?

The CNR surveyed the carriers in its panels and found that 61 % also provide logistics services (mainly long-term storage) in addition to road transport.

This complementarity between the two activities is indeed very strong, since for more than 70% of TRM companies active in logistics, these two activities are carried out within the same establishment.

The statistical report produced by the CNR outlines this major reality for road haulage companies, all of which are affected to varying degrees, from family-run SMEs to large groups.

Due to its size and position in Europe, Luxembourg's economy is resolutely international in outlook. Road freight transport is no exception to this, with international transport alone accounting for 87% of the flag's total activity. Transport between third countries is by far the most flourishing activity of the Luxembourg flag (38 %). As for cabotage, its flag ranks 6th among the 28 EU countries, behind the Netherlands and Spain. In more than 96 % of cases, Luxembourg carriers operate cabotage in neighbouring countries, with France being the country of choice.

In terms of costs, Luxembourg remains more competitive than France. While the operating costs of a vehicle are very similar to those in France, there are differences in terms of drivers' conditions.
Although better paid (+34% per year), a Luxembourg driver costs his employer 4% less than his French counterpart, thanks in particular to a very low social security contribution rate (12.71%). Furthermore, the latter always drives more kilometres per year than a French driver (+5 %) and, above all, drives for longer hours than his neighbour.

The CNR invites you to discover this new study dedicated to Luxembourg's TRM. It is supplemented by a summary containing comparative data with France.

This is the first part of the economic exercise that the CNR now undertakes every autumn, at a time when transport operators are preparing their budgets, investments and fares for the coming year.

Slowdown in global growth. French GDP is expected to grow by +1.3% in 2019, following +1.7% in 2018. The slowdown has accelerated amid heightened tensions: the US-China trade dispute, the Brexit deadline, the decline in the automotive market, etc.

Operating costs for road freight transport (RFT) have risen by between +1.7% and +1.9% over the past year, excluding diesel (depending on the speciality). Companies in the sector are also preparing for a new round of tax increases, with various measures currently being considered by government ministries: DFS, GNR, partial TICPE reimbursement discount, short-term contracts, warehouse reclassification, etc. 

The CNR provides you with the complete results of its annual survey on long-distance road freight transport operations carried out in 2018 by French companies on behalf of third parties.

After relatively favourable economic conditions for TRM companies in 2017, the results of the latest survey seem to indicate less favourable conditions in 2018. The vehicle production index fell by 2.8% between the fourth quarters of 2017 and 2018.

Long-distance TRM activity was disrupted by the national social crisis at the end of 2018. The frequent shortage of drivers is another factor hindering the development of transport companies' activity in 2018.

Another finding of the survey is that operating costs are set to rise in 2018. This inflation mainly concerns drivers' pay (+3.5% in real terms), their travel allowances (+3.4% in real terms) and tolls (+2.1% in real terms).

International trade accounts for more than 90% of Slovenia's total trade, with 40% of this figure relating to trade between third countries alone. Despite its small size, with no more inhabitants than inner Paris, Slovenia ranks 12th among European pavilions in terms of total international activity and 7th in terms of international activity between third countries. 
Due to its location at the crossroads of the Mediterranean, the Alps and the Balkans, Slovenia enjoys privileged relations with Western European countries, particularly Italy, Austria, Germany and, to a lesser extent, France and the Benelux countries.
With a relatively high national minimum wage of €842.79 gross per month, the cost of Slovenian driving personnel remains low due to low social security contributions. The cost per hour of driving is therefore €13.12/hour, including contributions, allowances and all bonuses. Furthermore, with vehicle productivity of around 130,500 km, the Slovenian fleet appears to follow the model of Eastern European countries.

A notable exception in Europe, Slovenian transport companies do not pay axle tax, but are required to use Slovenian motorways, which are toll roads costing almost 43 euro cents per kilometre for a 40-tonne, 5-axle heavy goods vehicle.

The CNR invites you to discover this new study dedicated to Slovenian TRM. It is supplemented by a summary that includes comparisons with France.

The image of a rudimentary activity still sometimes sticks to the tarpaulins of the Savoyard women. However, the modern lorry is very much in tune with the times of the ubiquitous data and carriers know how to exploit them on a massive scale. Proof of this can be found in the exclusive results of this new survey conducted by the CNR.

At the heart of the question is whether the computer data that circulates everywhere is being exploited by road hauliers, and if so, by what means. The CNR surveyed its representative panel of French hauliers operating 44-tonne articulated lorries. The results show that 93% of them say they use the computer data available to them. Among these «connected» hauliers, the most widely used data are vehicle geolocation, in 83% of cases, and service times, in 80% of cases. However, certain «functions» still need to be developed further, such as goods traceability (20%) and empty journey tracking (16%).

This use of «business» computer data, i.e. data other than accounting or payroll software found in any company, generally involves an integrated management solution (ERP, TMS, etc.). This is the case for 73% of companies that use computer data. Another aspect is that in 66% of cases, these functions are active in real time.

Which software programmes are used? This question, asked for each of the 11 «business» functions, reveals a fragmented market for solution providers. However, a few names stand out. TRANSICS often comes out on top, for example for vehicle geolocation, mileage tracking and empty run tracking. Other notable names include TRIMBLE, the leader in vehicle consumption and service time tracking; ITEM, the leader in CO2 emissions calculation and driver schedule management; and XYRIC, the leader in goods traceability. Route calculation is most often done using free solutions available on the internet, with PTV coming in second among paid solutions. Similarly, cost price calculation is done using office software or in-house developments in half of all cases. The publisher ACALC stands out with a market share of 23%, the highest rate among all the functions analysed.

Behind this lies a profusion of players, even when grouping together brands and products sold under different but synonymous trade names. The CNR ranks publishers who received at least four responses and cites those mentioned two or three times. This generally results in around twenty names. On this aspect of the market, the CNR offers a unique synoptic study, which is intended to be optimised and enriched each year.

Another topic at the heart of the digitisation, automated electronic data interchange with business partners. This concept of EDI, taken in a broad sense, is practised by 33% of the transport companies surveyed. Company size clearly influences the results: 6% of companies with fewer than 20 employees use EDI, compared with 61% of companies with 100 or more employees.

Seven types of data were measured: purchase orders, shipping notices, batch references, delivery notes, waybills, reservations and invoices. Purchase orders are most often sent via EDI, with 84% of carriers using this method, while the transmission of reservations is the least often «automated», with 36%.

Finally, the picture would not be complete without mentioning freight exchanges and marketplaces internet. The former have been commonplace for decades: 94% of road hauliers use them to find loads, accounting for an average of 13% of their turnover. The leader in 2018 is B2PWEB, followed by TELEROUTE and TIMOCOM (in terms of number of companies equipped). As for marketplaces internet, only 4 out of 10 carriers surveyed use it, still in what appears to be a trial phase.

Find all the results and publishers cited in the full study, available exclusively in paper format from the CNR at a price of €290.83 excluding VAT (€349 including VAT). (Ref: 2019CNR1V1, 23 pages, published on 15 March 2019)

For further information, please contact the CNR by telephone: 01 53 59 12 72 or by email: cnr@cnr.fr

Contents of the study:

1 – Use of business-related computer data«

    Presentation by company size:

• 0 to 19 employees
• 20 to 49 employees
• 50 to 99 employees
• 100 employees and above
• Together

    11 functions subject to possible computerised monitoring:

• Vehicle geolocation
• Route calculation
• Vehicle mileage tracking
• Tracking empty journeys
• Vehicle speed monitoring
• Monitoring vehicle consumption
• Calculation of CO2 emissions
• Driver schedule
• Monitoring of service times
• Cost price calculation
• Traceability of goods

    Cross-referenced by:

• Logistics diversification
• Membership of a group
• Group membership
• Company administrative region

2 – Ranking of software solution publishers

    Out of 11 transport IT functions:

• Vehicle geolocation
• Route calculation
• Tracking empty journeys
• Vehicle mileage tracking
• Vehicle speed monitoring
• Monitoring vehicle consumption
• Calculation of CO2 emissions
• Driver schedule
• Monitoring of service times
• Cost price calculation
• Traceability of goods

    Market share of solutions that received at least 4 responses and mention of solutions cited 2 or 3 times.

3 – Exchange of computer data

    Presentation by company size:

• 0 to 19 employees
• 20 to 49 employees
• 50 to 99 employees
• 100 employees and above
• Together

    7 types of computer data that may be exchanged:

• Order form
• Shipping notice
• Batch reference
• Delivery note
• Waybill
• Reserves
• Invoices

    Cross-referenced by:

• Use of a TMS
• Real-time data exploitation
• Logistics diversification
• Membership of a group

4- Freight exchanges and online marketplaces  

    Freight exchanges

    Presentation by company size and for the whole of:

• Rate of use of freight exchanges to find loads
• Revenue related to freight exchanges

    Ranking (by equipment rate among respondents) of freight exchanges used

    Online marketplaces

    Presentation by company size and for the whole of:

• Rate of recourse to online marketplaces to find lots

    Appointment of online marketplaces mentioned 2 to 4 times.

List of publishers ranked or cited in the study:

ACALC; AIDA; AKANEA; ALERTE GAZOLE; APLUS; AS24; ASTRATA; AXXES

B2PWEB

CHRONOTRUCKS; COFISOFT

DYNAFLEET / VOLVO

EVEROAD

FLEETBOARD / MERCEDES; FRETLINK

GPI; GROENEVELD

INFOVISA; ITEM

LOCSTER

MASTERNAUT

OMP / ELIOT; OPTIFLEET / RENAULT TRUCKS

PTV

QUARTIX

SCANIA; SHIPPEO; SOGESTMATIC; SOLOPLAN; STRADA

TELEROUTE; TELIAE; TIMOCOM; TOMTOM Telematics; TRANSICS; TRIMBLE; TRUCKONLINE

VEHCO

WINTRANS

XYRIC

Flat-rate reimbursement rate for the first half of 2019: €17.71/hl

From 2013 to 2018, the tax credit for competitiveness and employment (CICE) was granted to all companies employing staff. In 2018, the CICE represented a tax saving equivalent to 6.1% of salaries not exceeding 2.5 times the minimum wage. As of 1 January 2019, the government transformed the CICE into a reduction in employer social security contributions in equivalent proportions (minus 6 points).
In accordance with government recommendations, the CNR cost indices did not include the CICE when it was introduced. However, by definition, the CNR cost indices with a social component take into account reductions in employer contributions.
The retrospective incorporation of the effects of the CICE as a reduction in charges in the CNR indices with a social component is therefore carried out over the period 2013–2018, so as to make them comparable with the post-2019 period.
As a result, users do not need to change the way they calculate indexation; they simply need to remember to collect and use the final value and any revised initial value of the index.

The CNR presents a new edition of the European overview of taxation applied to diesel fuel and excise duty refund schemes for professionals operating vehicles with a maximum authorised mass (MAM) greater than or equal to 7.5 tonnes.

As of 31 October 2018, eight out of twenty-eight European countries applied different tax rates to commercial diesel and private diesel used as fuel. The CNR reviews these rates and provides the true cost of the specific taxation applied to commercial diesel in Europe.

International trade accounts for more than 80% of the Latvian pavilion's total activity. Despite its small size, Latvia ranks 16th among European pavilions in terms of total international trade and 10th in terms of international trade between third countries.
The Latvian pavilion is taking advantage of the country's geographical location to increase its East-West activity, but also its transport links with Scandinavian countries through the use of ferries.
Low driving costs, €9.55/hour all-inclusive, very low fuel costs thanks to bulk purchases outside the EU (30% of supplies at half price), and an annual mileage per vehicle of 138,000 km are the main competitive advantages of the flag. They give the Latvian road transport sector the keys it needs to expand both westwards and eastwards, particularly in the Russian and Belarusian markets, and southwards and northwards to its Baltic and Scandinavian neighbours.

Update to the note published on 14 November 2018, taking into account new information provided by the Ministry of Finance: sector figures unchanged, estimates of pre-tax profit rates of 5.1% and 10.1% updated. 

The CICE will be phased out as of 1 January 2019 and replaced by a reduction in URSSAF employer contributions (-6 points), supplemented by an increase in the «Fillon» relief measures scheduled for 2019.

In return for this reduction in social security contributions, which appears to exceed the proceeds of the CICE, most companies will see their tax burden increase in 2019 as a result of this reform.

With this educational note, the CNR reviews the terms and conditions for applying these government measures and provides an estimate of their overall impact, including the impact on corporation tax.

Objective and reliable economic information for upcoming tariff negotiations.



In 2018, the increase in total cost price reached +4.9% for long-distance transport. For 2019, cost inflation forecasts excluding diesel fuel are between +1.8% and +2.3% on average for the year, depending on the business profile.

The predominant factor remains the cost of driving personnel. Given the uncertainty surrounding its evolution, the CNR bases its forecasts on two scenarios.

Other items showing an increase include equipment holdings, which are expected to rise by 1.6% for an articulated vehicle.



Download the study to discover all the assumptions and results item by item.

Private removals are one of the key sectors of road freight transport that the CNR studies every year. 
The CNR has updated the reference cost grid for private removals to reflect conditions in September 2018. 
The average results, which necessarily reduce the diversity of cases encountered in practice, are supplemented by analyses based on different vehicle activity profiles.

What trends should be taken into account when preparing budgets, prices and investments for the coming year? This new framework clarifies the economic situation and will be supplemented by the publication of the «2019 costs» (usually released in November).

While the US economy is rebounding, the rest of the world is experiencing a slowdown: growth is slowing, and the lack of momentum observed at the beginning of 2018 is gradually dissipating.

According to the OECD, global growth is nevertheless expected to reach +3.7% in the current year, which is 0.2 percentage points above the 2017 level. The slowdown in the eurozone is similar: +2.2% growth is expected after +2.4% in 2017.

In France, the slowdown is also noticeable and is continuing into the second quarter. French GDP growth is expected to be +1.6% in 2018, after +2.3% in 2017.

Growth forecasts for 2019 remain unchanged from 2018 at global level and slightly down at European level. However, with oil and dollar prices rising and various threats to global trade (US policy, Brexit, etc.), uncertainty is growing, with the risk of a more pronounced slowdown on the horizon for 2020, particularly for the US economy.

Over the past year, TRM operating costs have risen by between +1.5% and +1.6% excluding diesel, and between +4.0% and +5.0% including diesel, depending on the speciality.

Flat-rate reimbursement rate for the second half of 2018: €17.75/hl

This is the first part of the economic exercise that the CNR now undertakes every autumn, at a time when transport operators are preparing their budgets, investments and fares for the coming year.

After French GDP rose by +2.3% in 2017, the current annual trend is closer to +1.8%. The acceleration in growth recorded at the end of 2017 was indeed a peak, and the cycle is now entering its landing phase. This slowdown can also be seen in the European economy.

While growth forecasts for 2019 remain very similar to those for 2018, there are a number of increasing uncertainties, notably: the Brexit deadline, persistently high oil prices, sudden reversals in US trade policy and planned increases in central bank base rates.

Over the past year, TRM operating costs have risen by between +1.5% and +1.6% excluding diesel, and between +4.2% and +5.3% including diesel, depending on the speciality.

As the sixth largest player in European road freight transport, the Italian flag is experiencing continuous cost increases and losing competitiveness compared to competing flags. The cost per kilometre of an Italian heavy goods vehicle, excluding structural costs, remains one of the highest in Europe. The proximity of low-cost countries in Eastern Europe such as Slovenia, Croatia, Hungary and Romania further penalises the sector. In an attempt to respond to this competition and bring flexibility to the labour market, efforts are being made at the regulatory level. However, these attempts seem to be meeting with resistance from employees and are only resulting in marginal changes. In response, Italian road haulage companies are adapting by relocating or often abandoning pure transport activities in favour of foreign subcontracting.

The CNR invites you to discover this new study dedicated to Italian TRM. It is supplemented by a summary containing elements of comparison with France.

The social agreement of 6 March 2018, signed by all representative professional organisations, increases the standard wages of TRM drivers by +1.5% from 1 April 2018. As a result, the «Fillon» tax relief measures are automatically reduced.

Conventional travel allowances will increase by +1.2% from 1 May 2018 (agreement of 4 April 2018).

These new provisions generate significant inflation in driving personnel costs, reaching +2.1% for long-distance and +2.1% for regional services, for the «standard» driver profiles observed by the CNR.

You will find the results of these assessments according to different driver and activity profiles in the note, which is available for download below.

Since joining the European Union in 2004, Slovakia has experienced sustained and steady economic growth. The road freight transport market is also dynamic. Ranked 12th among European flags in terms of total activity and 6th in terms of international activity, its flag benefits from the country's advantageous geographical location. A true motorway hub, Slovakia has direct access to Hungarian motorways for travel to southern and south-eastern Europe, as well as to the German, Swiss and Italian markets via Austria. Slovakian road transport maintains its position in the European rankings and can rely on the competitiveness of its flag in terms of prices. Its competitive advantages, namely low driving costs of €14.22/hour and high annual mileage per vehicle, have enabled it to establish itself internationally.

The CNR invites you to discover this new study dedicated to Slovakian TRM. It is supplemented by a summary that includes comparisons with France.

The CNR provides you with the complete results of its annual survey on long-distance road freight transport operations carried out in 2017 by French companies on behalf of third parties.

The cost price of a vehicle, excluding diesel fuel, recorded an average annual inflation rate of +1.1% in 2017, driven mainly by drivers, tolls and equipment.

At first glance, this inflation was mitigated by the upturn in activity observed in 2017. The vehicle production index and the activity indicator for long-distance fleets improved by +1.5% and +2.9% between the fourth quarters of 2016 and 2017.

Despite everything, the aftermath of the 2008 crisis is still noticeable. In general, activity levels remain significantly lower than those observed before the crisis. The activity indicator for 2017 remains 10.1% lower than in 2007. Another finding from the 2017 survey is that growth has not been evenly distributed across all companies and mainly concerns the largest companies in the sample. Small companies are still finding it difficult to optimise the productivity of their vehicles.

Recently, many road hauliers have received letters from their customers urging them to modify their agreements on the indexation of transport service prices in line with changes in the cost of diesel fuel, a process often referred to as diesel indexation. Far from wishing to interfere in commercial relations, the National Road Transport Committee feels compelled to respond because it is implicated in some of these letters.

In particular, a letter from Danone Waters, addressed to 122 transporters according to them, states: «Regarding the diesel indexation methods, we have identified an error, confirmed by the CNR, in the application of the complex TICPE system». The CNR has officially questioned Danone Waters on this point. Danone Waters cannot explain or justify in any way how the CNR could be involved in such an error and how it could have «confirmed» it.

This false statement obviously undermines the credibility of the CNR and constitutes defamation as defined and punishable under Article 23 of the Law of 29 July 1881.

In the same letter, Danone Waters included a table of figures to support its claims, under which it stated «Source: CNR» exclusively. The CNR has never published such a table. More than half of the figures in this table are internal calculations by Danone Waters. The others are official figures published in the Official Journal of the French Republic, which the National Road Committee has reproduced in certain documents.

Such a montage constitutes the criminal offence of forgery and use of forged documents, as defined and punishable under Article 441-1 of the Criminal Code.

Such allegations cause undeniable harm to the National Road Committee, an organisation defined in Article L3222-2 of the Transport Code as the source of economic benchmarks to be used in the context of diesel indexation.

These benchmarks are published on the CNR website, the only official channel for their dissemination. The website also features an educational note on diesel indexation, which is updated every month.

Employer contributions on the remuneration of road freight transport drivers (TRM) as at 1 January 2018, calculated as percentages of the social security ceiling and gross remuneration.

Located at the crossroads of major transport routes in Western Europe, Belgium is a country with a long history of looking outwards, with exports accounting for more than two-thirds of its gross domestic product.
40 % of its road freight transport (TRM) activity is carried out internationally: 95 % from France, the Netherlands and Germany and 93 % to these three neighbouring countries.
With operating conditions similar to those of French companies, it is mainly in terms of driving staff costs that the two countries differ. Among the countries studied by the CNR, Belgium stands out as the country with the highest social security contribution rates.
The CNR invites you to discover this new study dedicated to Belgian TRM. It is supplemented by a summary that includes comparisons with France.

The European TRM ended 2016 with a record growth rate of +4.6% (%). Twenty-two of the 29 European pavilions studied benefited from this boom, but the growth gap between the West and the East remains, with very heterogeneous national developments. In the West, while the United Kingdom (+11.2% %), Spain (+3.6% %), Portugal (+9.6% %) and Luxembourg (+5.4% %) are performing well, other countries such as Germany (+0.3% %) and France (+1.5% %) are stagnating or declining compared to 2015, as is the case in Italy (-3.6% %) and Belgium (-2.7% %). In Eastern Europe, very high growth rates are not uncommon: Poland (+11.5 %), Romania (+23.5 %) and Lithuania (+16.9 %). However, two Eastern European countries stand out with trends that are contrary to the rest of the group: the Czech Republic (-12 %) and Latvia (-3.2 %). 

Growth in the western pavilions is driven by domestic road transport, up 3.8% in % compared with 0.5% in % for international transport. In the east, the strong results are mainly due to international transport, up 10.8% in % compared with 3.8% in % for domestic transport. The international specialisation of Eastern flag carriers is accelerating, as evidenced by a sharp rise in activity between third countries (+14.2% year-on-year) and an explosion in cabotage (+36% year-on-year). These two relatively recent markets, which emerged from the liberalisation of European road transport at the end of the 1990s, are mainly served by the flags of the new Member States. Western flags are falling back on their domestic markets, which are now themselves threatened by the rise of cabotage. 

CNR country studies show that the difference in driving personnel costs largely explains the East-West divide. The Czech flag, whose costs have been rising for several years, is in a similar situation to its Western counterparts.

Find all the figures and additional explanations in the 2016 European ranking, available for download.

Flat-rate reimbursement rate for the first half of 2018: €17.75/hl

As the second largest European flag carrier for international transport between third countries and tenth in terms of international transport, Lithuanian road transport maintains its position in the European rankings. The country benefits from a strategic geographical location, acting as a bridge between the European Union and Eastern European countries. The competitive advantages of its flag, namely low driving costs (€11.45/hour all-inclusive), very low fuel costs (€0.715/litre on average) and high mileage per vehicle, enable it to stand out internationally. More generally, since the 2008 economic crisis and with a constant focus on flexibility, economic and social reforms have been undertaken in Lithuania. The latest reform of the labour code, effective since 1 July 2017, is intended to encourage investment and job creation. 

The CNR invites you to discover this new study dedicated to Lithuanian TRM. It is supplemented by a summary containing elements of comparison with France.

Poland, the second largest European flag carrier and leader in international transport, accounts for more than 28% of international road transport activity in Europe. Its flag carrier benefits from a strategic geographical position. It can also count on the vitality of the country's economy and the support of the Polish authorities on the European stage. Despite good national economic indicators, social demands and employment tensions are impacting the Polish road transport sector. The sector is suffering from a shortage of drivers, which is hampering the development of transport companies. In response, these companies are reorganising themselves: offering certain bonuses, more frequent returns to base, and reducing the length of routes and mileage per driver. To remain competitive, companies are adapting by reducing other costs: better negotiation of leasing contracts and optimisation of semi-trailer use, for example. The fall in diesel prices is another factor encouraging them to seek savings. These efforts are bearing fruit, with Poland confirming its supremacy in 2016, with +18% growth in international road haulage. 

The 2017 study on Polish road haulage provides comprehensive details on Europe's leading international road haulage company. The study also includes a summary containing comparisons with France.

Driving personnel are the main operating cost item for French heavy goods vehicles. In November 2017, total salaries, social security contributions and travel expenses for drivers represented on average 36% of the cost price of a 40-tonne heavy goods vehicle.
In this note, the CNR establishes «typical» driver profiles based on activity (long-distance or regional), company size and vehicle mileage. The results are presented in the form of technical data sheets detailing statistics on drivers' employment and remuneration conditions, as observed in the CNR Long Distance 40 Tonnes 2016 and Regional 40 Tonnes 2017 surveys.

This focus makes it possible, in particular, to carry out certain socio-economic assessments (impact of a wage agreement, new social regulations or international comparisons, etc.).

The document that enables TRM companies to base tariff adjustment requests on objective and reliable economic arguments.

The inflation forecast for costs excluding diesel for 2018 is between +1.4% and +2.2% on average for the year, depending on the business profile.

The largest item remains the cost of driving personnel. Given the uncertainty surrounding its future development, the CNR bases its forecasts on two scenarios.

Download the study to discover all the assumptions and results item by item.

The CNR presents here the complete results of its annual survey on long-distance road freight transport operations carried out in 2016 by French companies on behalf of third parties.
This reference document from the Committee provides an exhaustive analysis of all the operating conditions and costs for French 40-tonne heavy goods vehicles engaged in long-distance transport.
The results are presented by employee headcount category and vehicle mileage category. They are supplemented by numerous comments to provide a better understanding of the road haulage market.

Flat-rate reimbursement rate for the second half of 2017: €11.42/hl

A dynamic flag in the extreme south-east of Europe, the Romanian flag is taking full advantage of its integration into the European Union by specialising in international road transport between third countries. The flag's attractiveness is based on low costs and the availability of drivers willing to work two-month tours, often paid by the kilometre. The Romanian flag rose from 14th to 8th place in the international road transport ranking between 2010 and 2015. It is gaining market share, particularly in the largest Western markets, namely Germany, Italy and France.

This CNR study, the first since the country joined the EU, reveals that the cost per kilometre is 40% lower than that of a French heavy goods vehicle, a result largely achieved thanks to cheaper drivers. 

The 2017 study on Romanian road haulage provides comprehensive details on this highly competitive sector. It is supplemented by a summary containing comparative data with France.

Flat-rate reimbursement rate for the first half of 2017: €11.42/hl

After a year of stagnation in 2014, the European TRM market is picking up and ended 2015 with growth of +2.4% %. This result is mainly due to the strong performance of the domestic road haulage market, which grew by 3.4% in %, while the international market remained stable at +0.5% in %, with a shift in activity from bilateral trade (-1.6% in %) to trade between third countries (+5.7% in %). Cabotage grew by +5.6% in %. Competition is therefore intensifying further. The flags of the new Member States (NMS) are growing four times faster than those of the EU15. 

Poland tripled its growth rate, +3.9% compared to 2014, but remains below the average rate for the NMS. Bulgaria and Romania, as well as the two flags from the former Yugoslavia, Slovenia and Croatia, posted record growth rates of between +10% and +11% year-on-year, thanks to their international development.

Among the EU15 pavilions, Germany, with +1.5 %, performed better than average. Spain, the second largest EU15 flag, posted a result of +7 % in 2015. Thanks to an exceptional performance of +11 %, the United Kingdom overtook France, which ended the year with a decline of -7 %. The decline in overall activity was even more pronounced in Portugal: -8.7 %.

Find all the figures and explanations in the 2015 European rankings, available for download.

Productivity, service integration, specialisation, linguistic protectionism. These are the four keys to the success of the Dutch pavilion. Both private and public players place transport at the heart of their activities, making use of all modes of transport in the country's economic organisation. Dutch road hauliers operate in an interconnected ecosystem, often organised around major seaports linked by waterways. 

In road transport, it is notably the efficiency of the offering, often supported by complementary services integrated into the transport service, that is driving the success of Dutch road hauliers. The productivity and availability of drivers mitigate the high cost of driving personnel. Ultimately, this new CNR study on Dutch road transport shows a dynamic, optimistic and innovative sector, despite an additional cost per kilometre of 3.% compared to France. 

The 2016 study on Dutch road haulage details the specific environment in which road hauliers operate. Points of comparison with France are included in the summary accompanying the study.

The first Balkan flag to be the subject of an in-depth study by the CNR is the Bulgarian flag. It stands out for the organisation of its flows and for having the cheapest labour in Europe. Nearly half of the flag's international activity consists of transport between third countries in the west of the EU. Vehicles operating so far away rarely return to Bulgaria, and air shuttles are used to send the best-paid drivers home to rest. Coming from a country where the minimum wage (€214/month) is lower than that of the industrial regions of eastern China, Bulgarian drivers have maximum productivity, at least 140,000 km per year, boosted by mileage bonuses. However, their remuneration remains at the lowest level. It consists of 75% in travel allowances, on which social security contributions and income tax are not payable. This leads to an apparent employer contribution rate of 4 %.

The 2016 study on Bulgarian TRM provides all the details on this unusual flag. It is supplemented by a summary that includes comparisons with France.

This document presents the actions of the CNR, corporate practices as measured by statistical surveys, and a summary of the relevant legal texts.

Flat-rate reimbursement rate for the second half of 2016: €7.96/hl

Annual employer contributions ranging from €700 to €16,000; 54 TRM collective agreements, or one or none, depending on the country; 300 hours of overtime per year never recorded; 75% of total remuneration paid in the form of travel allowances exempt from social security contributions and taxes; a «sales» salary for a driver, consisting of a fixed monthly amount of €300 and a variable portion proportional to monthly mileage, which quadruples the income.
In this Prévert-style inventory of Europe's road transport sector, everything is real, everything is legal. Yet we thought we had harmonised everything before opening up the market. The result is stark: the same driving time, in the same lorry, on the same road, with the same goods, costs €8 or €33 per hour depending on whether the driver is employed by a Bulgarian or Belgian company. Naturally, this competitiveness differential, which is a factor of 4, is unsustainable in a single market.

Find all the figures and explanations in the 2016 social summary of the CNR's European studies, available for download in French and English.

Driving personnel are the main operating cost for heavy goods vehicles in France.
In this technical data sheet, the CNR outlines the «typical» profile of a driver, as revealed by the statistical results of its latest long-distance survey. This focus enables certain socio-economic assessments to be carried out (impact of a wage agreement, new social regulations or international comparisons, etc.).

The blockades of numerous French oil sites during the second half of May 2016 caused tensions in fuel supplies and prices. In such a context, it is normal for price dispersion to increase. In response to questions from transporters who experienced prices further from the average than usual, the CNR publishes the usual dispersion indicators.

Due to the blockade of certain refineries and fuel depots, which is likely to cause price tensions, the CNR carried out an additional measure between 19 and 24 May as part of its regular survey of the prices of diesel fuel purchased by transport companies.
Compared to the previous average price observed (from 10 to 13 May), the price of diesel fuel rose by +6.61% nationally, from an average of €0.8790/litre to €0.9371/litre.

Updated version in September 2019

The CNR publishes basic indices that enable users to track changes in the main costs of a logistics service: personnel, buildings, energy, equipment and overheads.
Professionals may use these indices, particularly in the context of a price indexation clause in a logistics service contract.
This practical note details the selected indices, outlines the legal framework for contract indexation, and illustrates professional practices with examples.

Flat-rate reimbursement rate for the first half of 2016: €7.86/hl

This report analyses all the operating conditions and costs of French 40-tonne heavy goods vehicles engaged in long-distance transport on behalf of third parties.

New for 2015, the CNR explores the logistics activities of the companies in the panel surveyed.
The detailed results by employee category and vehicle mileage class are supplemented by numerous comments providing a better understanding of the players in the road haulage sector.

The main finding of the 2015 survey is that business activity is returning to (modest) growth. The activity indicator for the fleet of 40-tonne vehicles operating over long distances increased by +2.6 % between the fourth quarter of 2014 and the fourth quarter of 2015. It should be noted that we are still far from pre-crisis levels (11 % lower than in 2007).
However, this upturn in activity is not shared by all companies and mainly concerns the largest companies in the sample (with 50 or more employees).

The 2015 financial year was also marked by a boom in fleet renewal. The market for new heavy goods vehicle sales picked up again in 2015.

Cost components (excluding diesel fuel) are relatively stable. Most of them (drivers' wages, tolls, maintenance, insurance and overheads) varied little in 2015.

The third largest European pavilion and a major player in international road transport, the Spanish pavilion went through a difficult period after the 2008 global economic crisis. The latest 2010 CNR study on Spanish road transport reported that the sector was in serious difficulty, seeking solutions to reduce its costs in the face of growing competition from Eastern European countries. In 2015, the CNR renewed its study in a more optimistic general economic environment: growth is picking up and the unemployment rate is falling. 

The 2015 edition reveals significant developments:

• The use of drivers from Eastern Europe who accept poorer working conditions and lower pay than their Spanish colleagues is now a thing of the past. They are now an integral part of the system, on an equal footing with their Spanish counterparts.
• Labour law reforms have brought flexibility by making it easier to dismiss employees and introducing «fixed-term and intermittent» contracts. This type of contract allows transport companies to release an employee for a predefined period and then rehire them afterwards.
• Economic and social measures have kept the cost of drivers down compared to 2010. They remain 36% cheaper than their French counterparts.
• Mileage allowances are becoming institutionalised. They are beginning to be recognised in certain collective agreements. They can be used as compensation for overtime or night work. 

These changes are bearing fruit. The Spanish pavilion returned to growth in 2014 for the first time since the crisis. Its domestic business continues to decline, but this is offset by growth in international business.

The CNR invites you to discover the new study on Spanish TRM, supplemented by a summary that includes comparisons with France.

At the beginning of 2016, the social context of the TRM changed. The standard wages for drivers increased by +2.1% from 1 January 2016 (agreement of 3 November 2015). At the same time, employer contributions changed. The standard travel allowances were increased by +2.1% from 1 February 2016 (agreement of 7 January 2016).
These provisions generate significant inflation in TRM driving personnel costs, reaching +2.5 % for driver profiles tracked in the CNR indices. The impact of this increase on the overall cost price of a 40-tonne heavy goods vehicle is +0.9 %, whether for long-distance or regional transport.
You will find the results of these assessments according to different driver and activity profiles in the note, which is available for download below.

Flat-rate reimbursement rate for the second half of 2015: €4.87/hl

The signs of recovery in the European road haulage market in 2013 are fading, giving way to a year of stagnation in 2014. Significantly, growth in the new Member States (NMS) is weak, at +2.1% year-on-year. Poland, the driving force behind the Eastern European road haulage market, is marking time with a modest growth rate of 1.3% year-on-year, below the NMS average. Others are experiencing strong growth, such as the Baltic countries, Hungary, Slovakia and Romania, generally thanks to international trade. Among the EU15 countries, Germany and Spain are recovering after several years of consecutive declines, with +1.4 % and +1.6 % respectively. France (-3.6 %) and the United Kingdom (-2.7 %) share the same fate, with similar declines in both domestic and international trade. With -7.4 %, the decline in overall activity is even more pronounced in Italy, which is seeing a significant drop in its domestic TRM.
Across Europe as a whole, at international level, bilateral trade is declining, while third-country TRM and cabotage remain buoyant.

CNR study on Czech road freight transport – new edition

A very active flag carrier in Central Europe, Czech carriers have enjoyed long-term success thanks to a strong local industry and integration with the region's largest economies, particularly Germany. The competitive advantage of Czech carriers lies mainly in their careful management of operating costs and driving personnel. Thanks to vehicles that are used for longer and a driver cost of €10/hour, compared to €30/hour in France, Czech carriers maintain a cost price that is 25% lower than in France.
For several years now, the Czech pavilion has established itself as a major player in the European road transport sector. In the 2013 rankings, it ranked 8th in Europe across all activities, just behind the Netherlands, and 5th internationally. The CNR invites you to discover the new study on Czech road transport, supplemented by a summary that includes comparisons with France.

Driving personnel are the main operating cost for heavy goods vehicles in France. In 2014, total salaries, social security contributions and travel expenses for drivers represented an average of 36% of the overall operating cost of a French heavy goods vehicle used for long-distance transport.
In this technical data sheet, the CNR outlines the «typical» profile of a driver, as revealed by the statistical results of its latest long-distance survey. This focus enables certain socio-economic assessments to be carried out (impact of a wage agreement, new social regulations or international comparisons, etc.).

Flat-rate reimbursement rate for the first half of 2015: €4.87/hl

On 1 January 2015, taxation on road diesel fuel changed. The national TICPE (domestic consumption tax on energy products) increased, as did the tax applied to commercial diesel fuel.
The CNR provides a summary of regulatory changes that occurred during the first half of 2015 and specifies what is included or not included in the various diesel fuel indicators it publishes.
The second document available for download is the customs circular dated 8 June 2015, which sets out the regional refund rates and the weighted flat rate.

Road haulage companies with storage tanks are among the main customers in the bulk road fuel market. This market still accounts for more than 17% of total diesel demand in France.
That being said, over the past decade or so, there has been a narrowing of the gap between pump prices and tank prices. Could this phenomenon call into question this method of supply, as some industry experts had predicted?
In light of its latest Long Distance survey, the CNR offers some new insights into these practices in this article.

The CNR has published the full results of its 2014 survey on long-distance road haulage. The report provides an exhaustive analysis of all the operating conditions and costs for French 40-tonne heavy goods vehicles engaged in long-distance transport on behalf of third parties.

The results are broken down by employee headcount and vehicle mileage. They are supplemented by numerous comments to provide a better understanding of the road haulage market.

The main lesson for 2014 is that French TRM companies have still not returned to growth. TRM activity seems to have been stuck since 2008. Between 2007 and 2014, the activity indicator for the 40-tonne long-distance fleet fell by -13.7 %. Faced with these difficult economic conditions, companies have optimised the productivity of their vehicles. The vehicle productivity indicator thus increased by +2.2 % in 2014.

At the same time, operating costs excluding diesel fuel rose by 0.4% in 2014, mainly due to changes in tolls and equipment costs.

The CNR's new international study focuses on Lithuania. One of Europe's smallest countries, Lithuania has managed to become a European champion in international TRM thanks to its flexibility and exceptional competitiveness. The sector's strong growth is part of a broader national economic development strategy based on international trade with EU countries and Eastern European countries. This policy choice is based on the country's geostrategic advantages. It is supported by the public authorities and widely backed by influential private actors. Road transport is one of its pillars. Lithuanian road hauliers enjoy decisive comparative advantages: an all-inclusive driver cost of €9/hour and fuel purchased 25% cheaper outside the EU.
The Lithuanian pavilion ranks 9th in the EU pavilion rankings in terms of total international activity and 2nd in terms of international activity between third countries. The CNR invites you to discover the study on Lithuanian TRM, supplemented by a summary containing comparisons with France.

Located in the extreme south-west of Europe, Portugal is a country that has developed rapidly since joining the European Union in 1986. The Portuguese road transport sector has experienced similar growth, specialising in international trade. However, the 2008 economic crisis had a significant impact on the Portuguese economy as a whole, particularly the export sectors and road transport. Under the supervision of European and international economic authorities, the country underwent a long programme of economic adjustments in order to restore its competitiveness. General reforms relating to employment conditions and employee remuneration seem to have particularly benefited the Portuguese road haulage sector, which regained its full strength internationally in 2013. The study clearly establishes that the hourly cost of driving personnel is comparable to that of Eastern European countries.
The comprehensive study conducted in 2014 presents the Portuguese pavilion, both in regulatory and fiscal terms and in social terms, then analyses the operating conditions and costs of businesses based on the results of interviews conducted on site.
The summary presents the main points of the study in four pages and offers some comparisons with France.

Flat-rate reimbursement rate for 2014: €4.89/hl

Find all the information relating to the partial reimbursement of the TICPE during the first and second half of 2014 in the documents available for download.
Circular dated 11 June 2014 (first semester)
Circular dated 18 December 2014 (second semester)

After a decline of -4.1% in 2012, the European TRM recovered slightly and grew by +2.1% in 2013. Growth was clearly driven by Eastern Europe, which grew by +9.3% in %. Western Europe lost -0.5% in % overall due to a decline in domestic activity, -1.2% on average, partially offset by a moderate increase in international activity (2.2% in %). France stands out with declines across the board. In contrast, the new Member States (NMS) recorded strong increases in both domestic and international trade. Poland strengthened its leading position internationally, while Germany lost ground. Internationally, European activity between third countries and cabotage exploded: +15 % and +20 % respectively. At the end of the document, there are some original graphs showing that the international market is gradually becoming increasingly dominated by the Polish flag.

A member of the European Union since 2004, Slovenia is a small country located at the heart of the transit route between Western and South-Eastern Europe, an area known for being highly competitive.
In this study, the CNR presents the strengths and weaknesses of the Slovenian flag, which has not been spared by the economic crisis that has been raging for five years. The Committee describes the regulatory and fiscal environment of the sector, then analyses the operating conditions and costs observed during interviews with Slovenian companies and drivers.
 

The previous version of the CNR Italy study, conducted in 2009 and published in 2010, reported that the Italian fleet was undergoing modernisation, but developments in the economic transport landscape, such as the recent abolition of compulsory road pricing and competition from Eastern European countries, were weighing on its future. The study did not take into account the effects of the financial crisis that had just erupted in the United States.
Four years later, the CNR is once again turning its attention to Italy, whose proximity, size and complexity as a flag of registry are the reasons behind its choice. This new study allows for a comparison of the pre- and post-economic crisis periods and updates our knowledge of this neighbouring flag of registry, which is often compared to the French flag of registry.
The CNR invites you to discover this study, which provides comprehensive details on the Italian TRM.

The CNR presents here the complete results of its annual survey on long-distance road freight transport operations carried out in 2013 by French companies on behalf of third parties.

This reference document from the Committee provides an exhaustive analysis of all the operating conditions and costs for French 40-tonne heavy goods vehicles engaged in long-distance transport.

The results are presented by employee headcount category and vehicle mileage category. They are supplemented by numerous comments to provide a better understanding of the road haulage market.

The main lesson for 2013 is that, after a sharp decline in activity in 2012, road haulage companies still did not return to growth in 2013: the activity indicator for the 40-tonne long-distance fleet varied by only +0.2 %.

The results of this study are presented here in the form of technical data sheets detailing the employment and remuneration conditions of drivers assigned to the 40-tonne long-distance fleet.
These raw quantitative data supplement the more qualitative analyses that will soon be available in the full report of the 2013 long-distance survey.
 

A small hub at the heart of Europe, Luxembourg stands out for its dynamic interregional activity between France, Luxembourg, Belgium and Germany. Thanks to a deliberately advantageous tax regime, the Luxembourg road haulage sector has long attracted French and Belgian road haulage companies wishing to expand internationally while benefiting from low costs and flexible working conditions. The new CNR study on Luxembourg's road transport sector aims to explain the specific features of this environment and measure its impact on operating conditions and the cost price of heavy goods vehicles.
The CNR invites you to discover this study, which provides comprehensive details on Luxembourg's TRM.

€4.74/hl for the second half of 2013
€4.69/hl for the first half of 2013

Find all the information relating to the partial reimbursement of the TICPE during the first and second half of 2013 in the documents available for download.

BOD No. 6997 of 12 November 2013 (semester 2)
BOD No. 6978 of 16 April 2013 (first half of the year)

The Belgian road transport sector, which has traditionally been internationally oriented, is based on a fleet renowned for its dynamism and adaptability in the face of economic change. In the context of an economic crisis that has been affecting Belgium and Europe since 2008, how is the Belgian fleet evolving? The new CNR study on Belgian road transport attempts to answer this question.
You will find the study and its appendices, as well as a summary of the key points.

A dynamic international flag, Hungarian road transport has seen its domestic activity decline since the onset of the global economic crisis in 2008. By way of comparison, it represents just over 6% of the French flag's domestic activity. On the other hand, its international activity is 40% greater than that of the French flag. This result places the Hungarian flag in 7th position in Europe in the ranking of flags according to their international activity.

In order to understand this development, the CNR conducted a new study of Hungarian road haulage, analysing the operating conditions and costs of the road haulage sector, based in particular on interviews with Hungarian companies and drivers. The summary provides a comparison of the two flagships.

The CNR proposes to illustrate the diversity of social regulations in Europe and to quantify the differences in unit production costs, based on a specific case study in the road transport sector, which preceded the liberalization of the European services market.

Every year, the CNR conducts a survey on long-distance road freight transport (TRM) operated by French companies on behalf of third parties. The survey is conducted in the fourth quarter among a representative panel of 220 TRM companies.
The CNR presents the complete results of the 2012 survey here.
The main finding of the 2012 survey is that French TRM companies have experienced a significant decline in their business. The activity indicator for the 40-tonne long-distance fleet fell by -3.1% in 2012.

The results of the 2012 long-distance survey are presented here in the form of technical data sheets detailing the employment and remuneration conditions of drivers assigned to the 40-tonne long-distance fleet.
These raw quantitative data complement the more qualitative analyses that can be found in the full report of the 2012 long-distance survey.

At the top of the European TRM activity rankings, the German flag is nevertheless facing competition from Eastern European flags. It is the dynamism of its domestic activity that gives it this leading position, but its international activity is declining. In terms of organisation and regulation, the German flag is still marked by numerous regional disparities.

This new study by the German TRM, the first version of which was produced in 2005, lists the regulatory and economic developments that have occurred over the period. Its summary compares them with those of the French flag.

€4.75/hl for the first half of 2012
€2.97/hl for the second half of 2012

The CNR presents the results of its 40T long-distance survey conducted over the past 10 years.

The report on the classification of European pavilions in 2011 had to be suspended by the CNR.
The data published by Eurostat on 23 July 2012 and reproduced by the CNR in its note had not in fact been validated by all national statistical offices.
The CNR has already learned that some of them are preparing to revise their results.
We apologise for this inconvenience and will update this article as soon as we receive the final data.

A small country in Central Europe, Slovakia occupies an important place in European road transport. Like its Polish and Hungarian neighbours, it specialises in international road transport and provides links between its Western European partners and countries beyond its Eastern borders, notably Ukraine and Russia.
At the regulatory level, certain practices often observed in Eastern European countries suggest that EU rules, which form the basis of fair competition, are not followed everywhere. What is the situation in Slovakia? Through this study on the Slovakian TRM, the CNR provides answers to this question in particular.

Every year, the CNR conducts a survey on long-distance road freight transport (TRM) operated by French companies on behalf of third parties. The survey is conducted in the fourth quarter among a representative panel of 220 TRM companies.
The CNR presents the complete results of the 2011 survey here.
The main lesson learned is that, following the shock of 2008/2009, the long-distance road transport sector is still recovering. Although 2011 showed signs of recovery, road transport companies have not yet returned to their pre-crisis levels of activity.

The results of this study are presented in the form of technical data sheets detailing the employment and remuneration conditions of drivers assigned to the 40-tonne long-distance fleet.
These raw quantitative data supplement the more qualitative analyses that can be found in the full report of the 2011 long-distance survey.

According to Eurostat statistics, reproduced and published by the CNR in September 2011, Poland is setting new records: record growth in activity in 2010 (+16.7% year-on-year), second largest European flag after Germany and ahead of Spain and France, first in international road transport across all categories and first in coastal shipping in Europe. Its conquest of the European road freight transport market is therefore the envy of many, but also raises numerous questions.
In order to introduce Polish TRM to French transport companies, the CNR decided to conduct a study on the subject in partnership with the research firm VCI.

Law No. 2011-1906 of 21 December 2011 on social security financing for 2012 modifies the calculations for “Fillon” reliefs as of 1 January 2012.
With this technical note, the CNR provides the initial elements for assessing the specific impact of this reform of the “Fillon” tax breaks on long-distance and regional TRM activities.