According to the Serbian business publication Parametar, trucking companies in Serbia, Bosnia and Herzegovina, Montenegro, and North Macedonia are demanding that the European Union propose a concrete solution by September 1, 2026, to the problem of restrictions on professional drivers’ stays in the Schengen Area. Otherwise, the carriers are prepared to stage coordinated protests again and block freight terminals at the borders with the EU.
The decision was agreed upon by representatives of transport associations from the four countries at a regional meeting in Skopje. However, September 1 is not automatically the start date for the blockade. The carriers intend to wait for negotiations with the European Commission and discussions on the EU’s new visa strategy, after which they will decide on further actions.
The carriers’ main complaint concerns the 90/180 rule. Third-country nationals who benefit from the visa-free regime may stay in the Schengen Area for no more than 90 days within any 180-day period. This restriction also applies to professional drivers from the Western Balkans.
Carriers consider this approach unfair, since drivers do not enter the EU as tourists but regularly cross the border while delivering international cargo and return to their home countries after their trips.
“Our drivers leave every two, three, or five days, depending on the route, and then return. They don’t want to leave their home countries; they want to work for our companies. But 90 days isn’t enough for professional work,” said Nejo Mandić, president of the Serbian Association of International Carriers.
According to estimates by regional transport organizations, the problem affects about 100,000 professional drivers in four countries. Stricter enforcement of the limit has become particularly noticeable following the introduction of the European Entry/Exit System (EES), which automatically records the entry and exit of third-country nationals.
There is already a precedent for this threat to carriers. In late January 2026, drivers from Serbia, Bosnia and Herzegovina, Montenegro, and North Macedonia simultaneously blocked more than 20 freight crossings into the Schengen Area. The borders between Serbia and Bosnia and Herzegovina with Croatia, between North Macedonia and Greece and Bulgaria, as well as the port of Bar in Montenegro, were blocked.
The economic impact was significant. Marko Čadež, president of the Serbian Chamber of Commerce and Industry, estimated at the time that the blockade affected about 93% of the four countries’ exports, with total losses amounting to approximately 92 million euros per day.
According to his assessment, individual companies faced fines and losses of 10,000–50,000 euros per day per company due to their inability to fulfill contractual obligations. Moreover, the problems were not limited to Balkan manufacturers—European companies with factories, suppliers, and customers in the region also suffered from the delays.
If a new regional blockade were to occur on a similar scale, economic losses could again amount to tens of millions of euros daily.
For Serbia, the most vulnerable sector is the industry oriented toward European supply chains. Automotive components, electrical equipment, rubber products, metal products, food, and other goods are often transported by truck on a scheduled basis and must reach the customer at a strictly defined time.
Even a brief halt in traffic leads to a buildup of cargo in warehouses, disruptions to production cycles, and the risk of penalties from European buyers.
A prolonged blockade is particularly dangerous for manufacturers of perishable goods. During the January protests, carriers reported that Lidl alone had planned to deliver approximately 120 truckloads of meat, dairy products, fruits, and vegetables from Europe to Serbia within a single week. The traffic blockade directly threatened these deliveries.
The transport companies themselves are suffering double losses: while a truck is idle, it continues to incur costs for leasing, driver salaries, insurance, and other payments, but generates no revenue. Industry associations also warn that the inability to fully utilize drivers on EU routes could lead to the loss of contracts to carriers from EU countries.
The economic damage will not be limited to the Western Balkans. A significant portion of businesses in Serbia, North Macedonia, and Bosnia and Herzegovina are directly integrated into the production chains of EU companies.
Delays in the supply of components could affect factories in Germany, Italy, Austria, Slovenia, Hungary, and other countries. The reverse flow of European goods to the Balkans is also coming to a halt.
In addition, an important land transport corridor connecting Central Europe, Turkey, and onward to the Middle East runs through Serbia and North Macedonia. During the January protests, Reuters noted that the blockade was disrupting traffic along precisely this strategic route.
Following the January protests, the European Commission acknowledged that the established regime creates problems for highly mobile professions, particularly international drivers, artists, and athletes. The EU’s new visa strategy, adopted in January, provides for the possibility of finding a more flexible mechanism for these categories of workers.
However, an automatic exemption for professional drivers from the 90/180 rule has not yet been implemented.
Carriers are insisting on either special status for international drivers or a system of professional visas or other permits that would allow them to stay in the Schengen Area for more than 90 days without the risk of detention, deportation, or a travel ban.
Thus, September 1 becomes a key date for the Western Balkans’ transport market. If Brussels proposes a workable mechanism for professional drivers, a new blockade can be avoided. If an agreement cannot be reached, carriers from the four countries have already agreed on the possibility of joint action.
The issue of restrictions on professional drivers’ stays in the Schengen Area also affects Ukraine.
Ukrainian long-haul truck drivers employed by carriers registered in Ukraine, when entering the Schengen Area under the visa-free regime, are also generally subject to the 90-day rule within an 180-day period, unless they hold a separate long-term status or a residence permit. In its visa strategy dated January 29, 2026, the European Commission explicitly acknowledged that the current system creates problems for mobile professions, specifically mentioning truck drivers who serve EU businesses.
At the same time, the EU-Ukraine Road Transport Agreement, in effect until March 31, 2027, simplifies access for Ukrainian carriers to the EU market and eliminates the need for a number of permits for bilateral and transit transport, but does not in itself constitute an exception to Schengen migration rules.
Therefore, Ukraine has a genuine interest in the very same solution demanded by carriers in the Western Balkans: to distinguish between a professional driver’s working hours on an international route and a regular tourist stay, or to establish a special regime for such drivers.
