ECG — 2025-05-16
News from ECG
Moving to paperless freight transport sounds easy — it sounds like the modern age. Just replace the paper trail with an electronic version. Everyone has access to mobile apps; nearly everyone in Europe owns a smartphone. How difficult can it be?
But first, let’s establish the framework — the key dates for the Finished Vehicle Logistics (FVL) industry:
1 January 2026: This is when Member States must begin accepting data from certified electronic freight transport information (eFTI) platforms. For the FVL industry, this means that traditional paper documentation for the carriage of goods — whether by road, rail, or inland waterways — can be replaced by electronic versions. In road transport, this refers to the electronic contract of carriage (eCMR); for rail, it's the eCOTIF (eCIM), and for inland waterways, the eCMNI.
9 July 2027: A more significant milestone. From this date, all Member States must accept information shared electronically via certified eFTI platforms. In practical terms, this means that the eCMR must be accepted EU-wide, and once national systems are ready to handle these digital documents, their use is expected to become the norm. Paper documents would then be phased out entirely.
However, this is where the confusion begins. The European Commission’s wording does not explicitly use the word mandatory. Instead, it states that Member States “must” or are “required” to accept certified electronic data. Still, the broader EU initiative clearly indicates a bold shift toward digitalisation and away from traditional paper documentation.
EU Commissioner for Sustainable Transport, Apostolos Tzitzikostas, commented:
“Europe’s freight transport sector is preparing for the future. The introduction of Electronic Freight Transport Information is a big step forward, driving the digital transformation of our transport systems and improving efficiency. It could save the EU transport and logistics sector up to €1 billion per year. By creating common standards and making systems work together, eFTI paves the way for fully paperless transport in the EU.”
But problems remain.
The biggest concern? The deadlines are rapidly approaching, but the systems are not yet fully aligned. Not all Member States request the same information for the movement of goods. Moreover, not all eCMR service providers are accepted across the EU. The complexity lies in the uncertainty.
Francesco Loth, Managing Director at Etecture, notes:
“There is currently no EU-wide solution — not all countries legally recognise the eCMR.”
He adds:
“There is a legal gap until 1 January 2026, as acceptance of the eCMR is not yet mandatory. Many players are still reluctant to adopt it, hampering its spread.”
Some early adopters have faced penalties.
Gino Withofs, Managing Director of Macotruck, shares:
“After using it for 6 months, we got a fine — because the Belgian police didn’t accept the digital version.”
Withofs further explains:
“Belgium is the only Benelux country that accepts the eCMR only for domestic transport within Benelux, not for international routes.” In other words, Belgian authorities currently reject the eCMR when transporting goods between Belgium and non-Benelux countries.
Pierre Khoury, CEO and Founder of Shippeo, argues that the FVL sector needs a dedicated platform:
“The FVL market is unique — it operates at the VIN level, unlike most of the transport industry which works at the shipment level. It deals with high-value goods (a car!) and has a high risk of damage. It also involves many subcontractors, making interoperability and visibility essential.”
He calls for collaboration among eCMR service providers to establish a common data standard for the FVL road transport industry.
The EU’s goal is clear: a shift to paperless freight transport. But logistics service providers (LSPs) already investing in digitalisation find themselves hindered by the lack of cross-border acceptance.
Moritz Rossler of TransFollow advises:
“Don't wait for others. Be a first mover — the eCMR is here to stay and will become mandatory. It's unrealistic to expect that a multinational shipper or LSP can digitise their logistics workflow overnight. It’s a lengthy process that requires all stakeholders to be involved.”
And that’s precisely the issue: the classic chicken-and-egg dilemma. Should businesses adopt the eCMR now and risk being ahead of regulatory readiness? Or should they wait until the official start date of 1 January 2026, with mandatory acceptance expected from 9 July 2027? Are there enough incentives for LSPs to make the move now? What about penalties?
Marc Billet, Associate Director, EU Goods Transport at the IRU Permanent Delegation to the EU in Brussels, clarifies:
“From July 2027, Member States can no longer refuse proof of compliance in the form of eFTI datasets.”
He adds:
“They will also not be able to penalise economic operators for not providing proof electronically. Some Member States may make the use of electronic documents mandatory, but this will only apply to operators established in their territory. Others will retain the choice under EU law. Spain wants to move in this direction, but the legislation is currently stalled.”
The background to this shift lies in the convergence of two legal frameworks. The CMR (Convention on the Contract for the International Carriage of Goods by Road), established in 1956 by the United Nations, is a globally accepted system. The eCMR protocol, introduced in 2008, supports the transition to paperless transport. Many countries have since ratified it. The EU’s eFTI initiative, launched in 2020, builds on these conventions, applying a European framework to ensure Member State compliance from July 2027 onward.
Yet the problem remains: while countries have legally ratified the eCMR, they have not eliminated paper usage. This was the goal — but practice has yet to follow policy. The EU introduced eFTI to accelerate adoption of electronic transport documents like the eCMR, eCOTIF, and eCMNI, particularly for use at border controls by customs and law enforcement.
But service providers still lack clarity on the required data sets and legal specifications under the eFTI regulation. Will the electronic versions demand more data than their paper counterparts? Will finished vehicle transport require additional specifics?
Jane Schuberth of Volkswagen Group Logistics highlights a key hurdle:
“Legal requirements regarding valid signatures are unclear.”
She asks:
“What constitutes a binding signature for the eCMR under international law? Is ‘sign on glass’ actually legal? Who is responsible for verifying that a signature isn’t just a squiggle? Can a scanned signature combined with a name and ID suffice, or is a digitally verified signature required?”
Schuberth’s point underscores the need for EU-wide clarity:
“So far, I’ve encountered many opinions but no single, reliable, and unambiguous source valid for all countries that currently accept the eCMR.”
ECG Members can access the full report for detailed insights. In addition, ECG will host a webinar on eFTI and has launched a Working Group on Digitalisation for further collaboration.