Ideals and Realities of the EU Experience in Forming the Transport Policy of the EAEU

EU generally represents a sui generis model of regional economic integration. When broken down to transport and logistics the EU common transport policy represents a second to none format of supranational governance. Thus, the research believes that some of the related achievements and best practices could of great use for the Eurasian Economic Union (EAEU) – a regional body positioned straight after the EU in terms of depth of integration achieved. Simultaneously, the EAEU has a unique chance to avoid induced mistakes when forming its transport policy.As for the EU, transport is an area of shared competence. At the supranational level related governance is carried out by three specialized agencies – European Union Aviation Safety Agency (EASA), European Maritime Safety Agency (EMSA) and European Railway Agency (ERA). The formation of a truly EU common transport policy goes back to 1992 with a White Book at the front. One of the backbones of this process are Trans-European Transport Network (TEN-T) and its financial pillar – Connecting Europe Facility (CEF). EU transport is also subject to greening – under the EU Green Deal regional transport is to cut CO2 emissions by 90 per cent by 2050.In their turn, the EAEU states are conducting coordinated (agreed) transport policy, which is an abridged version of the EU one. Its key features are still predominance of national regulation when developing and implementing transport policy and creation of supranational mechanisms only on rail and road modes. It is worth mentioning that a truly common transport and logistics space in the EAEU is set to be created by 2025. Meanwhile, there are plenty of non-tariff barriers on transport, i.e. still different vehicle technical norms in the member-states.The research hypothesis is that the EAEU has a chance to avoid EU mistakes in introducing autocabotage practices. As for the autocabotage, the EAEU is fully taking after the related path of the EU with its program till 2025. So, recent autocabotage-induced challenges arising from the EU Mobility Package adopted in 2020 should be taken into consideration by the EAEU policy-makers. These would-be problems are social dumping (difference between hourly salaries for drivers being on detached duty in a member-state), intellectual surveillance (installation of smart tachographs to neatly maintain the parameters of vehicles and labor conditions) and norms of rest of drivers (stricter rules for rest time to be spent out of the cabin).To sum it up, it has been revealed the EAEU has a unique opportunity to take into account EU realities of autocabotage and common transport policy at large to make its transition towards common transport policy smoother and more cost-effective