crime in road freight transport

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EUROPEAN CO · .FERENCE OF MINISTERS OF TRANSPORT

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MateriJal zasticen autorskim pravom

EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT fECM'T)

The Eutopean Conference of Ministers of Transport {ECMT) is an inter-governmental organisation established by a P:rotocof signed in Brussels on 17 October 1953. It is a forum in which M inisters responsible for t ransport, and more spedfkally the inlal"'d transport sector, can co-operate on policy. Within this forum, Ministers can op enly d iscu:ss cu.rrent problems and agree upon joint approaches aimed at improving the utilisation and at ensuring the rational development of European transport systems of i nternational importance.

At present. the .ECMT's role primarily consists of:

- helping to create an inte~ated transport System throughout the enlarged Europe that is economically and technically efficient. meets the highest :possible safety and environmental standards and takes full account of the S¢cial dimensi on;

- helping also to build a bridge between the European Union and the rest of the continent at a po litical level

The Council of the Conference comprises the Ministers of Transport ol 41 full Member countries: AJbanJa, Austria, Azerbaijan. Belarus, Belgium, Bosnia--Herzegovina, Bulgaria, Croatia, rhe Czech Republic. Denmark, Estonia. Federal Repub lic of Yugoslavia, 'Finland, France, FYR Macedonia, Georgia, Germany, Creocc, Hungary, Iceland, Ireland, Italy, Latvia, Liechtenste in, Lithuania, Luxembourg, Moldova, Netherlands, Norway, Poland, Portugal Romania, the Russian Federation. the Slovak .Republic, Slovenia, Spain, Swed en, Switzerland, Turkey, Ukraine and the United Kingdom. Them are six Associate member countries (Australia. Canada. Japan, New Zealand, Republic of Korea and the United States) and two Observer countries {AI'menia and Moroc.co) .

A Committee of Deputies, composed of senior dvil servants repl"esendng Minis-ters. prepares proposals for conslderation b)• the Council of MJnlsters. The Committee is assisted by workJng groups, each of whkh has a specific mandate.

The issues currently being srudied - on which policy decisions by Ministers will he required -Include the deveJopment and im plement.atlon of a pan-.Europe.an tr~nsport policy; the integration of Central and Eastern European Countries into the European transport market; spedfk issues telating to transport by rail. road and \vatern•ay: combined transport. transport and the environment; sustalnable urban travel; the social costs of transport; trends in intemational transport and inlrastructure needs; transport fur people wlth mobHity handicaps; road safety; traffic manag·ement; road trtJ1fk i nformation and new communi cations technologies.

Statistical analyses of trends in t.ra.tfic and investment are published regularly by the ECMT and provide a clear indication of the situation, -on a tr:imestriaJ or annual basis, in the transpmt sector in different £urope9n countries .

As part of its tesearch activities, the ECMT holds regu lar Symp¢sia, Semjnars and Round Tab~es on transport economics issues. Their condusions serve as a basis for formulating: proposals for policy decisions to be submitted to Ministers.

The ECMT's Documentation Service has extensive information avaHable conceming the transport sector. Thls information is accessible on the ECMT Internet site.

F'or administrative pumoses the ECMT's Secretariat is attached to the Organisation for Ecoflomic Co~operation and Development (OECD}.

Pu&JJi t!ll fran~ais sous l11 iitn : La delinquan<.e et la fratldf: dans les transporf:S routi~ts de marcbandlses

FurJfrer itJJomualhm ;t6out tffe I:.CM.T i> a:vaii~J!JI.e on Lnfenh?l at tfle fcllowing oddrm:

WINI!. IICJClitor g/'tem

0 ECMT 2002 - ECMT Pu&licaUDns are. dl.st ribuf~d by: OECO PJdilit.a!lons Serv.ke, 2. rue Andre Pascal, 15-775 PARIS CEO EX 16, France.

MateriJal zasticen autorskim pravom

FOREWORD

Transport related crime is a serious and growing problem. The BCMT Counci l of Ministers' meetings iu Bedin in: 1997 and in Warsaw in 1999 discus ed the problem and agreed specific Recommendations on combating it These are included in this publication.

To follow np these recommendations a multidiscipli.oary Steering Group on Combating Crime in Transport. consisting o.f representatives from different backgrounds (~fin.istries of TransJxnt, Economics and Interior, International organi at1ons- EU. UN/ECE, EUROPOL. INTERPOl-, police, cos toms, insura.nce, in.dustzy, transport opeicttOt'S etc.) was set up in aumrru1 t 999 to make proposals on how ECMT can contribute to combating transpo11 crime, to suggest pri.orities for EO.ifT work and to guide particular project that are to be undertaken.

Two inm1ediate prioritie \vere identified. Pirst to obtain and make available cornparable infonnation on transpoJt ctime and second to e amine how anti~tbeft devices and conununication systen1s can be introduced.

This publication swnmarises the work done so far on these topics and contains the conclusion adopted by ECJVIT Mini ' ters in ~L'ly 2001.

11te events of September l l'b 2001 have added a new dimension to this subject and undoubtedly, improving seCUJity in transport: will need to be a feature of ECMT activities in the fuwre.

ECMT gr-d.tefully acknowledges the work of the Steering Group on Combating Crime in Transport in preparing this report. In particular tha,nk.s are due to Jl\is. Blaine Hardy for her work in Part f on the Theft of Goods and Goods Vehicles) and to Mr. FTank Heinrich-Jones (Preventive AntiTheft Dtw.ices fnr Road Freight Vehicles), Mr. Jean-Pierre Pascha l (After-Theft Systems) and tvtr. Dietbe1t K.ollbacb (Shott Range Vehicle ldentitica.tion System) for their contributions to Part II of the publication.

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Materijal zasticen autorskim pravom

TABLE OF CONTENTS

FOREWORD ... • . t s 0 •

o c .. .. I 0 t • 1

1 •• '

s n 0 0 I 0 ••••• • t 0 •••• 0 I ••••• • . , . . o r •• e I 0 , ······ 0 , . . S I ... . . , o t ft •• 0 I , , •••••• .... 0 ••• , • . , • • • • 0 .

• s . . . . ...• . 3

PART L THEFT OF GOODS AND GOODS VEHIC LES ............................ ..... .................... 9

I SUMM ARY OF CONCLUSIONS AND RECOMMENDATIONS ' ' , , .... .• .. . .... . .. . .. ....•. . .. •.•• 1 I

Recommendations ... . , ·••··• · · ·· · •• · · · •• · · · · · •· · ····· · ··• · . . . .••.•. • ..• .. . ... . . . . •.... . .. . . , , .. . . . . . . •. . • • •• . . .. . . . . , . . . .•. . . .... • . . • 12

2. FRAMEWORK ···· •· • · · ·· •· · · · · · • • • • • ' • ' 0 • • ft a ft o t 0 t 0 • e n . . • • d • • • •• ' 0 • • • •• •• • • 0 . . . ... . . . .. .. . 0 • . . . . • . •..... . •. . ... .. . , . . f 0 0 I 0 ft 13

2 1 Scope t t 13

2.2 Ob · ec.ti ve ................ .. .. .. ....... .............. .................... ...... 0 0 ............ . ................ 0 •• 0 •••••• • 0 . . .... . . . ...... 0 13 2.3 Background .................................... 0 . ..... . .. . .... . . . ....... . ...... . .... . ...... . .......... . ...... . ....... . .. ... .... . 13 2.4 Methodolo .•......•.•..•.. .•.. .. ... ... .......•.• , . ..• ... .......•. ....••....•....•.......•...... •.. •.•.. .•... .....•. •..••..• 15 2.5 Summ of the Interim Re ort .. ............... ...................... .. ... .. .. .... .. ................................................... .. 16 2.6 16 2.7 llSt! .............................. .............. ......................... ..... ~ .. ............ , .... ............................. . . 18

3. A COMPARATfYE ANALYSIS OF METHODOLOG£F.S IN EIIROPE. . ' . . ' 0 0 •• • • • • •• • •• • ...... 20

3. 1 Dcfi nitions .... ....... ..... .. ........ ..... . .. • • 1 •••• t *1 0 ° 0 •• t •• OoOOo •• ooo oo· · · · · · · · · · ·· · · · · • 1 . . • • 0 • • • "1 0 •• • • • . . . 0 .. 0 . . t. 0 oOo· ··· 20

3.2 Methods of recordin • •• •~ • •••••• • ••~•••••••r•••• • •••••••••• • • •• •••••••••••••••••••••••••~• • •••••••••••••••~ ••• ••~•••• • •• 20 3.3 I Dcation • • • • • 0 • • 0 •• t ...... . ' • • 0 •• * . • • •• . . .... •• 0 ••• t • • ·· o· · ··· ···· ··o·· · O"ftft•o ft o' ····· · ···· ···o t ft "oo •· •ooo*ft "rt ooO tn · ··· . 00 27 3.4. Mode of theft .. ••• •••• ··0··· ···· ···· ········ • • • e 1 t 'tft ft I ·· ·· ···· ········ ···· ······ ···· ···· ···· ······ ·· ······ ···· ····0··· ·· ·•1' +' 29 3.5 Conclusions .... ··· ····· ·· ·- ··· · ' . •• • ,, . , ••• • • • • •• • d . . . . . •. ••.. ....•. . , .. ··· ··· ·········· ·· ·······-·········;········· ·· ·· ·· ·· 30

4. COIJNTRY PROFH.ES · ···· ······• · ····•·•· ·· ····•· ··· ··· ··••· ··· ······ ···· ···•· ··· •··•·· ·· ·· •· ······ ·· ··•· ·· . ' . I ft t " "" ft I 1ft . 33

Introduction ... . . . • 0 •• . ' . ' ' 1 • • ' ! 5 . ' ... . ' • 0 . . . . . . . . . . . . . . . . t I . ' ' • • • 0 .. ' .. • ' ! 5 . ' . . . . . ' . ' ... . . 33 4 . 1 At1stria ., .. . ..•... .. .. ..... .. , ...•. . ' • • ' 1 • • • . . . . . .. . . . . .. ..... . . ....... .... . . , ... . . . ..... . 2 ' . ' .. • 2 . . . ' . , ... ' • • . .............. , 33 4 .2 Belgitim .. o . • . .•. o • . . 1 • • •• • • • • oo···· ·· o· · 0· ·0·· 0· · ···· ··· · -· · ··· o······ · · · · ·· · ··· · · · · o· ·· · · ·· · ··· ·· · ··· ·· · · · ·· ···· ·· 0···· ·· · · ··o · 34 4.3 Czoch Re llhlic ................... ................................................ .................................. ............ ~ ................ . 36 4.4 Denmark .. .........•...•. ........... ....•. ......•....... •• I •••• t ft I •• I t f f . I •• •••••••• •• •••••••••••••••• . ' ···· ········ ····I····· ·· 37 4.5 Estonia, ................. ......... ... . f I I . I •• I ' I a t t a I I! t • , ... ..... .......... . ~ . .... ...• ....•..• I f If . A t tj. I . .......... I f I ft. t . t t f ! . ..... , 39 4.6 Finland .. '0 0 I . . . . t •

•• 0 ' .. • 0 ° • 0 , 0 " ft " I • 0 • • 0 0 " ft " I 0 • • •• • I • ' 0 0 . . . t • •• '. • 0 • ... I 0 • • 0 ' • • 0 •• •• I • 1 0' " I 41

4.7 France ... . . . Itt' ft o t " "I I· " t t I*" • o tt • o t • • 1 • • • • I ft • • ...... ... . .. · t 1 ft • • t 1 o • • • •t t I .. lld ftlft "" I ft • ft ft • .... ........ . ........ .. , . . ... ftldll•t • 43 4.8 Germany .......... ....... , ..... , ... ,.,, ...... .. . . . . . 2 • . , ........ . . .. t ft $ t " I • • • 1 • •• • • $ I • . ..... . . . . f 0 1 • I .. . . .. . . . . . . . . ' "ft 0 I I . . , .... 44 4 .9 Greec.e ......... 0

• • • •• • • 0 • • • • •• 0 • 0

• ••• • • ••• • • • • • •• ·or · · ··•• o· · · · · · . . • • 1 • • • • • • 0 • • • • •• • 1 0 • • • 0 • •• • •• • · · ·· · · · · · ·o· · ··· · · · ··· · · o· · ·=• o• 46

4.10 Hungary ..................................... .. ... ................. ...... .. ...........................•............ ......... ..... 48 4.11 Ireland ·~ .. .••..• I • • •••••• • I ......... . .. . ... . ... . . . ...... ~ I .... ~ •••••••••• , w· I ........ . . ... I • • • • I I • •• • • ••••••• I I ••••• , •• ••• I •• • I . ~ • • ••• 49 4.1 2 llaly ...... . .... . .. . . •••• • • 0 • • 0 • 0

0 I t • • .. .. .. ' I I "" •••• • • 0 , 0 .... 0 .... 0 • ...... . . 0 I I 0 1 Itt ft 0 • 0 •

0 • 50 4. 13 I Alxembourg .. '"I I I I " 0 • I I t I • 0 I •' I .. •• 0 • 0 I 1 I I • " I I " • 0 1 o 0 I ' " • • I I I 0 • 0 • .. I 0 1 o I 0 " I 0 ' I 1 0 • 1 I t I " • 0 1 • I I • 0' I Sl 4 . 14 Netherlands .... ... .......... .. ...... ........ .. ...... .. •• •• ••••••• ••••••• .. 10··· ··· ······ ···· 0· ··· ···1 ·· ·············· ft I I I 11 1 t 53 4 . 15 Nornra..y .. ,., ., •..... 0

••••• • • • •• •••• • , . 0

• • • • ••• • , •• , •• • , • 0 · ······· o··· • • • • • 0 • • ········0······0 t ' 2 ••••• 2 • •• • • , • 2 ° . ' 2 • • •••• • • • • • •• • • 56

4 .16 Poland • 1 1rt I 1 e .. • 0 • .. ... ••• 0. 00··· · ·· ···· ···· ········ ······ · 00 · ·· ··· ··· ···· ·· ·· · ····· ·· ····o··· . . • ••. ••... o.ooo . . •• ooo o••· ····=•o• 57

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MatenJal zastrcen autorskrm pravom

4 . 17 Ra1ssja ..• ... .. .......... ...... .....• ...... .•........•... .......... .................. . . t • • • • • • 0 •• • 0 . .. . . . 0 • •• • •• t , t 0 • • • • 0 •• t • . . . .. . 58 4J8 S ain

·······~ · ·· · · · ·· · ···· · ··· · · ·· ·· ·· · ······ · ········ · ·· · ········~········ · ··· · ······· · ········· · ··· · ······ · · · ·····~············· 60 4.19 Sweden ........... ....... .. .. . .. • . . . . • .. 1 • * • • • 0 • 0 • t • • . .

• t • • • * • • . . . . .... • • • • • • e r . •.... ... .•. .•• .•.. .. ' . • .. * •• • • . . • r e • • . . . 61 4.20 Tit rkey ...... ............ .. ... .. .... ............ ......... .. I. ft ft ft ft ft ft t ft f C ft ft ft ft . . ········ . . . . . . . •.. . . . . . • . .. ·· · • · • · • · ·•· ·· · · • 0 •••• • • 62 4.21 l Jnited Kingdom .....•.. ..•.... .. .. , ..........•..... ....••.. ... .•.... ......... ••• ••••••• e I .... ... 63 Conclus ion . 0 I . I 0 ' . I f I I I I 53 ' ? I 3 0 I . . 68

5. STATISTICAL ANAl .YSIS AND OVIERVJEW ······························································ ···· 69

5. 1 lntmdJmctjo n .... ... ,, ..... ...•..•. .....•..•...... .. ,, .... ...... . . . . •.... . ... . .•... . , ...•.•.... 0. ' ••• . • ''

2 ' * ±* ' '' * '' • fep' t I • t,

5.2 s . . d . . d ta·ttsttcs an 1 net ences ....... .... .. ........ .......•.......•.... ... .. .... ..... .....•... .......... ... ......• .... ........

5.3 Value of vehicles and trailers stolen .. .. • .... , . . . . . .• . .. . ... . .• . . . .•.••... . t I · ···• • · · ·· · · •· · · ••······· ·· ·••··· 5.4 Value and incidences of theft of oods from or with vehicles ....... ............................. . . 5.5 Value of oods stolen with or from commercial vehicles .................... ................. .. .. .. .. ,5:...:·c::6::..._ __ T.=....,Yu: of oods stolen from or with vehicles .............. ............................................ ....... . 5.7 Value of QOods stolen - a case stud of 13 com • arues ... .. .......... ~········ · ........ .... · ·~····· ·· · · · ·· ·

69 70 76 78 79 81 84

6. CONCI .USIONS AND RECOMMENDATIONS ········· ······ ····*··· ·············· ··· ··· ·· ········ ··· ··· ·· ···· 87

6. 1 Conclusio ns ............ .. 0 e t ft t I • 0 . .. . . . . . . . . ..••. .. ..• . ...•. . n t t I , I • • ft I • 0 ················ f I ................. . ' • • t 1 •• •• •• •• •• •• 87 6.2 Reoommendatio ns , ........ ..... ,. __ ......... ..... , ..... ........ , ...... .. , ......... ____ .. ....... ..... ..... .... ··+ · .. • . •• ... . . . 88

Annex l. Omanisations Contacted .......... ............................ .... ................... .............................................. 90

Annex. 2. Data Collection and Co-o rntion ....................... ....................... ............................. ... ..... 91

B WLIOGRAPHY .. !1 1 811 11 .... . . , ••• II .,,, •• , • • • ,,,., • •• ,,,,, • • •• • • ,,.1., . , 1ft! II ' ..... , .. .... ,,,, ..... ,.,,,., .. ,,,.,,,.,, . ,,,., .. ,.,,,, 92

Partll IMPROVING SECT JRITY FOR ROAD FREIGHT VEHICLES .......................... 93

I SUMMARY OF CONCLUSIONS AND RECOMMENDATIONS • • ••• • •••• u .. .. .. , .d' .. .......... .. . . 95

Recommendations to trans rt authorities ...... 95 Rc uests to other authorities and actors ........ .. •• ••••• • ••• • •••• • ••• • •••••••••••• • ••••••••••••••••••••••••••• • •• • •••••••• 96

2. INTRODIJCTION . . • • • t • • ••• . , , • • t •• , . .. , .•. . ············ le·· · · · · ···o · • · ·· · ··· · · · · · · · · · · · · · . ., • • , . • , . • , ••• . •• ••••• 1 ' ' 1 · • p• • · 1 96

3. NATJJRE OF THE PROBLEM Pf f ' e ••• p • ' $ * ' * • $ ' ' $ ' ' tl•e• t If ' ' • • p p ' ' f ' 'P AM !$ ' f f ' P 'ft • ' t to p•ee•+ • t •• ' t' M PI $ ' $P ' 4*+P $ ft' t P M ' $ 97

4. LEGALRE UIREMENTS, OUIDELJNES A D STANDARDS .. ... .. .......... .. .......... .. ........ 98 4.] Regulations for securit devices ............... ... ........ ................. . ...................... ......... It !I I II ! t t t! !! II 98

Euro n standardisation for after-theft devices ..... •••••• • • ••••••••••••••• • •••••••••• • ••• •• • ••••••• • •• •

4.4 National uidelines .................................... ...................... .............................. ....... ...... .................... 10 I

5. PREVENTIVE ANTJ-THEFf DEVICES ..... ••••••••• • ··· ····· ·· ·· ··0· ·· ••••••• • •••• •••• •• •••••••••••••••••••• e M p I 102

Ami theft devices o . o 1 • t e 1M • • o • t . . . tooo t • t " l ' ' · ·· · ·· · • • • 1 • 1 o • ···· ··· ···· ·· · ·· · ··· · · · •l " t ' · t • 1 • o e • • ·· o· ···· · • t o n « o t t ' l o tt o · · · · ···· 102

6. AEI'ER-THEEf SYSTEMS 106

6.1 Two rations .............................. .... .......................... ~ ................... ..................................... . 106 6.2 Short ran stems · · ~ ~ ·· ···· · ~ · ····~· · ··· · ··· · ·· ·· · ··· · · · · ·· ·· ·· ······· · · ···· · · ·~~· ·········~····· · ·· ··· · · 4····· ·· · · · · 106 6.3 U>n ranae s steJl'lS ........................................................................................................ . 107 6.4 After-theft s stems articu1arities ........ ........... ~ ........ ........................ ~ ............................. ~ ....... ... . 108 6 .5 F . 'd .

'.CODOIDIC CODSl eratlOUS ........ , ......... ..... ... .. , 1 t I 1 , · · · ·t l * ' ' ' • of iD ' • t t • tf l ' ll . . . . I . tt . , . , $ I ' Mt tl * ' ' ' tt · 109

6 ©· ECMT. 2002


7. IMPLEMENTATION ISSUES, CONCLUSIONS AND RECOMMENDATIONS ........... 109

7.1 General conclusions .. , .......... ,., .. ......... ............ ... , .. ,, .. ....... ... .. .... ... .......... ..... , ............... . 109 7.2 The role of trans rt authorities and ministries 110 7.3 Ro le of other ac•tors.. 0 • , M 2 t t t

t 0 • ' t $ t

' t t ' • ' . 2 t 1 1 2

Annex l. Vehicle IdentificationS stems ................................................................................. 115

Annex 2 .. GJossatV ........ ...... ........ ...................... 4 ..... ... .. . ........... . ... .. .. .... . ... ....... .. .. .......... . .......... . ...... . ... . 120

BIBUOGRAPHY I I I I • I 4 4 I I $ I I I I I I I t I I I I I &4 I I I I 4! I ! A I .. I I • I. 4! t 6 I I II t A I I I I t I I I I I ' I ! I I I 4 I 4 I 4 I ! f I I A I f i I I 4 I ! I f f t I I 4 I t II ! t I I f I e 8 f • I I 4 A I! If 121

Part UL OTHER Sl rBJECTS., .. ,., ........ ............... ................................................................... 1 23

I. ILLEGAL IMMIGRATION .. •. .. .•. ......• ... ...... .•.•. ..•.•. .•...•.•• ...... ... ....••....•..... ... ..... .•.. ..••• .••... , . . 125

2. FRAUD lN TRANSIT SYSTEMS ••••• ••••••••••••••• ••••••••• ••••••••••••• •• •••• •••• •••• •••••••••••••••••• •••••••••• •• 126

2.1 s stem TJR ............................. ............................................ .. ....... ................................................. .. 126 2.2 Communit /Common Transit .. .................. ........ .. .. ..... .. ......... ~ ....... ........ ..... ..... ..... ......... ... .......... . 127 2.3 Conclusions . 0 0 • • • 0 • • 0 0 I I 0 7 I I I I - 2 I I I I - I " 0 '1 o·o l o l- " 0 '1- 11053 1 -· " 11 '"11 ' 53 - 0 ' '''' 11 1'- ' 0 17 0 ''- 1

' 2 1111 128

Part IV. MINISTERIAl. CONCLUSIONS ..•..•.......•.•.•...•..•..••....•..•..•••.•..•......•••.•• ·······?'·•······ 129

Resolution No. 1999/3 on Crime in Trans n ................................................................................... 132

Resolution no. 1997/2 on Crime in International Transporr.. .................................................... 135

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Pan I~

THEFT OF GOODS AND GOODS VEIDCLES

@ PJCMT. 2002 9


1. SUl'VIMARY OF CONCIJUSIONS AND :RECOMM,ENDATIONS

The objective was to examine available information on goods vehicle crime in Europe and if possible to suggest bow data and metbodologjes could be improved.

J.nitia.t oontacts were made through the Tnmsport Mhtist.ries which led to queries being directed to othe.r Ministries, including the Iuterior. 111e bulk of the available data is kept by police authorities m statistics depa.1.tments within the .Ministries of interior. 'Ibis report contains data fr01n 23 countries.

The rep'Ort describes the med1odologies used in Europe and demonstrates that there i no simple way to provide <t clear picture of the extent and nah.u-e of the theft of goods and cru.nrtlerd<1l vehicles in Europe. This is because:

Historical and legal practices and codes vary bet\\'een countries and thus the defuutions of theft and the information collected on the preci e occmrettce/timing of the Clime differ and are not comparable.

Each comm:y has a unique system for gatheli.ng ittformation about vehicle theft and goods rheft which does not fadlitnte comparable studies.

- TI1e ·coiJation of i.nfonnation is not always undertaken at a national level.

- Most of tbe sysrems set up by natjonal authorities are intended for operational purposes and not for analytical ptuposes..

- The categotisation of vehicles is iucous.istent and does not alway djstingui.sh between Ligbl and Heavy Goods Vehicles.

- Data on the theft of goods is not normaUy collected from the autholities collecting data on veb:icle theft

Despite these caveat~ the data show that theft of goods and vehicles is a ignificant problem costing many mimoru of Euro.

In some countries, up II) J% of the goods vehicles in circulation nre sto len annually - that is many tens of thousands of commercial vehicles. Th.e infonnatiou on trends shows that the problem is becoming worse in many countries; ·thefts of vehicles bet.ween 1995 and ] 999 were anQlysed for l l countries and while two countries showed decreases, the other countries showed increa··es of up ro 50%. The average overall increase for these countries was 2i% over the five year period. The data alsl., indica.te very different leveL<; of recovery of stolen vehicles.

rl11e goods stolen are especiaUy electrical and electronic goods. clothes and footwear, aod then household goods~ food. cigarettes and .alcohol. However, there is no known data relating to the value of goods stole.n from vehJcles at a European level. Insurance comparues. and associations have been, so far, unable to pmvide compn:iliensive information.

@ ECMT. 2002 11


It. is clear that the private ector suffers considerable losses from the theft of goods .in transport. For example, an initiative by an association of 20 high tech companies to measure the value of goods 'tolen showed between September 1999 and December 2000, 150 incidences of rbeft of which 25% were bi-jacks. 1lle type of products stolen were all of high value: mairuy computer equipment and reJated peripbera.ls, or mobi le telephones. The total value of known losses was 32 million Euro.

There are two mnin issues facing the authorities oo.IJecting data on. vehicle theft: -The general problem of the lack of comparability of clime statistics and -The speci fic one of the c~ltegorisation of vehicles and risk factors. 'The former js being reviewed by stati ticiaas under the auspices of the Council of Europe. The latter is being examined by Europol in an endeav<>ur to establish a prot<>coi for the member states. Tilis protocol is based partly on the results of this st11dy and includes the information mentioned below.

Co-ordi.nati.on on thi.s subject between ministries of Transp<m and the Interior is poorly developed.

There are other sources of infomtation on vehicle and goods crime that this \vork was not able fully to exploit. ln particular. insurance companies appear to have data but it is not aggregated or widely available.

In most coonnies vehicle and goods theft is not seen as a priority and few resources are given to collecting and analysing data on it The same is tme at in1emational l.evel.

Recommendations

l. The collection and analysis of infonnation i essential to the fight against clime in transport. Regular compilation and lhe gradual impnweroent of data are needed to understand better the extent and natw-e of the problem and to develop strategies to deal \\~.th it. Resources need to be given to these tasks.

2. l r i ' necessary to improve gradually the comparability of available data. For thist t1.vo layers of information are required: the first concerns the categorisation and identif1cation of vehicles and the second the categories of goods stolen, the location and mode of theft. TI1e definitions and categorisation set out in Section 6.2 should be the basis for a standardised data collection format for the recording of vehicle theft and the theft of goods.

3. In each country. relevant data are available from different .sources (police. imerior n:linisuies, uansport authorities~ insurance companies) a:ncl closer contacts and i.mproved co-ordination between these is needed at. national level.

4. At int.emational level. international organisations such as Interpol and EuropoJ are best placed to '''ork on improving data on vehicle theft as they are the puints of reference for the national police autho.ritie ·. In the medium tenn, they should examine how to take on th.i task.

5. In tile short tem1, EQIT could continue to work on this subject in co-operati.on with other authorities. The data here should be updated iu two years.

6. Private companies. shippers. operators, insurance companies alJ have a keen interest aud can also contribute to providing a better understanding of the nature of crime and on finding ways to combat it

12 @ ECMT, 2002


2. FRAME\l'ORK

2.1 Sc.ope

The scope of the study is to determine the level of s-tatistics on Cmmnercial vehicle theft and the theft of goods from or with these \•ehid es. available in Europe. Also· to identify the orgarrisati.ons and ~rudy groups which can provide information on this subject.

2 • .2 Objectlve

Tile objective of the study is to:

-analyse aU tbe avai [able data on Comm-ercial Vehicles and Goods theft in Europe;

clarif)' rhe tatu of information on the subject';

- enable rhe Eampean Conference of Mjnisters of Transport Steering Group to make recommendations to the Coancil of 1Vfinisters on how to improve infot'mation dsttabases relating to commercial vehicle cti.me ..

2.3 Background

Council ofiWinisters ltle.etitig, Berlin· Aprill997

A resolution on Crime in Inre mational Transport was adopted by the Mi n.isters during this meeting. They expressed their concern aboul the sharp increase in criminal act. affecting international tntllSport especially fraud in the transit system ns well as tbe .theft of vehicles and goods and attacks on drivers.

TI1e J\1ini ters a ked to be kept regularly informed of progre · in the implementation of the re,cotnmendations set out In relation to infotmation and statistics on the extent of clime the Ministers recommended that competent bodies "e.rami.ne available natiom,d arui intertut:tional data sources with a view to having mare reliable iJtjbrrn·ation on tiM exteru of the problem".

Seminar ml Cri.fi'W in Trmtsport., Pari.s-January 1999

From the discus ions ttt the January 1999 eminar, some m.ajor points emerged that bad received little consideration to date.

One .recommendation related to both of the areas covered in the April 1997 Resolution. This was the re(:ommendation to improve information on crime, since existjog .fnfonnation had proved insufficient to gauge the scale of the p:roblern. The informatjon on theft and assatt'lts on drivers provided in tbe backb~ound report, CEMT/CM(97)7, was incomplete. tmcoordina.ted and insufficieru: to confirm the very wklely held opinion among transpmt professionals and tbe authorities responsible for comba:lin.g crime that the problem was on the increab-e.

@ ECMT. 2002 l3


In this regard, the situation had not really improved and it was still not possible to assess the scale of criminal n.ctivities. However, it was pointed out that efforts have been made and several initiatives have been tc"tken.

111e January 1999 seminal" poiuted out the beuetlts of developing information systems. It stressed that there was a difference between "operating ... databases, which were aimed at facilit<:tting investigations, and "information" databases, whi.cb were designed to gauge the extent of theft, identify its characteristics. Through detailed analyses of chose character:i.stks (if necessary on limited samples for a more in-depth analysi ), to improve our insight into factors in cr.in1.e and its mechanism . It was important t.o standardise concepts and definition for both types of databases~ but particularly for the latter.

Council of 1\finis-ters AtfeetittgJ Wal'saw - May 1999

Dming the Council of Ministers Meeting in Warsaw, the Ministers were presented with a report which analysed the current sinmtion \Vith regard {O the theft of goods or vehicles ancl atmcks on drivers, as well as fraud in transit regimes. Thi report note-d that, despite some progress, many of the issues addressed by the 1997 Resolution were still of concern and that m.ore should be done to hnp1ement the provisions of the Resofution. "01e report also proposed that a number of new recomm.e.ndations be added to the Resolution. These regarded issues that~ in the tight of developments over the past two years (new fonns of fraud and crime, exte1tsion of such crime to aU modes of transport~ growtb in illegal immigration), appear to be of particulu importance.

A u.ew Resolmjon on crime in tnwsport designed to meet these new o~ectives was approved by the Council of M.inisters. \"Vitb regard to m.e availability of data sour-ces and infonnation on theft of goods and vehicles, the. new Resolution recommended that.:

- The EUCARIS system be enlarged through the acx:essiou of new countiies.

ln.temational databanks on thefts of goods and vehicles be expanded.

Europetul Con[enmee of J.tlini.i:te.rs of Transport (ECMT) Steering Group November 1999

The ECM'r Secretariat wrote to partidpa.m.s in the 1999 Seminar on crime in transport and to other bodie.s and people working on the subject f<Or their views on the impl.ementation of the R:esolutjon and to indicate further concrete steps for this. Based on replies to this letter and following a propo r1l to the Com..rnitree o.f Deputies, it was decided to set up a Steering Group consisting of representatives from di:tferent. backgrounds (police. transport }vUru tries, customs, insurance, industry. etc.) to guide fiuther actions. The General Terms of Reference for the Steering Group were to:

- Make proposals on how EC MT can contribute effectively to implementi ng the tv.•o Re ·olutio.os on Crime in Transport.

- Suggest ptiorities for ECMT work in line with the decisions of Minister· .

- Guide particular projects that are to be undertaken.

A project to detennine the availability of data sources and infonnatiou on theft of goods and vehicles was decided upon by the SteeJ:ing Group and Ms Elaine Hardy was asked to car.ry out dlis study on behalf of ECMT.

14 @ ECMT, 2002


2.4 1\{ethodology

The methodo'Iogy for the study of Co.mmercial Vehicle theft and the theft of goods with or from these vehicles was a follows:

- Draft letters requesting data, data sources and contacts. (The.'!ie letters were s-eo:t to Transpott Authorities in ECMT Me:mber Countries and other Organisations who might have infonnation and/or contacts).

Request replies by the end of Mnrch 2000. Proceed with a.n analysis and follow-up of these replies. Collate information thal resulted from the response to the follow-up in o·rder to write an outline report for the meeting of the ECMT Oroup on Crin1e in Transport o n 11 111 May 2000.

- Write an interim report by end March.

- Write a final repo11 to be presented at the Steering Group Meeting on t 1m May.

Activities

Contacts were made a.t different levels between January and March 2000: through the Ministries of 111m$port. Police, 'Ministries of Justice, .Ministries of the Interior and tl.1rough other competent authorities. The oventU collaboration and response of these organisations enabled th.e task force to ca.rry rhe study on. the status of Comme:rciat Vehicles and Goods theft in Europe, as. recorded and repo11ed by these respective authorities.

Sm.ge 1: The first task was to send om a brief questionnaire to organisation throughout Westem and Eastern Europe to find oontocts and inJormation (see Annex I). The organisations contacted were Ministries of Transport, Justice. the Interior, Police, Statistics Departments etc. TI1e response to the first questionnaire was encouraging because it demonstrated that there was information available, although the extenr of the information was not dear.

Staoe 2: The tas.k of sending out a second questionnaire was divided amongst the same components of the Steering Group who sent out the first questionnaire (see Annex 2). Tbis questionnail'e was targeted to the organisations sout'Ced or to the contacts obtained tbrough these sour-ces in order to complete the Terms of Reference as indicated by the ECMT Secretatiat. The number of respondents and their answers are detailed in the Summary of the Interim Report (see Section 2.5).

'TI1e liet<md question.naire was far m.ore detailed than the t1rst and was divided in two parts. Part one related ro the defi.Ditions of dala records and requested information about methodology of reoording theft, :the age of the vehicle toleu, definitions of theft. a:nd contacts for further data and reoords. The Second part of the questionnaire related to the definitions of data records on the Theft and recovery as \.Vel.'! as the value of Goods Vehicl~, Trailers and Goods over a 10 year period. lnfonnation was also requested about the location, mode and methodology of theft. Every effort was made by the members of the task force to ensure that the authorities contacted bad te-t,-eived the questionnaire and were at least a.ttem.pting to M.S\\I'et it.

Overall, the ECMT Secretariat sent out the 2nd questionnaire to 16 contacts in lO countries. Europol, sent out the questionnaire to police authoritie , in all th.e EU member states and E. Hm:dy sent out requests to 9 other contacts in va:riou.s countties received from the Research Statistics Department at the Home Office in England. By the thil'd week of Apti l a reminder was sent to all Central and

@ ECMT. 2002 15


Eastern European as well as Belgium. Estonja, Italy, Denmark, Spain and Sweden by lvls Hardy, while Eumpol ensured that Austria., Greece. Portugal and Finland had re£eived the questionnaire.

2.5 Summary of the Interim Report

During the month of January 2000, a brief questionnaire was sent to organisations througbont Western and Eastern Europe to fi nd contacts and infonnation relating to Theft of Goods Vehicles and Goods.

- 33 organisations .representing 25 countries replied to this questiormaire.

24 organisations representing 2l conntTies replied that there was data and infQrmati{)n available in their country.

9 of the organisations representing 7 countries responded negatively.

- 4 organisations represent] ng 4 countries did not respond :at aU to the questionnaire.

TI1e data was requested from 5 categolies of organisation and the response from these organisations was as follows:

Transport .15 Justice 8 Statistics 8 Police " ..')

Custom 1

There were 11 questions pertinent to theft of goods and vehicles, which represented 4 categories of questions. There is an a\'erage of 67% a\~tulability of data from all the re.'ip(Htding organisation.'>, (see re ponse) wilh a maximum of 81% for .incidences and historical data to a low of 44% relating to the value and categories of the good and vehicles stolen, shown as foJJows:

Table l. Data on the theft of goods and \1ehides

1.

2. 3. 4.

lncidences of theft and historic."ll data Value and Categories of goods and vehicles Location of theft and 1ecovery Mode and methodology

A l'ailability O'f data

81 %

44 %

&o %

64 %

No action was taken to follow up rhe contacts \Vhere there was no response due to the lack of time and because alternative sources were identifi.ed.

2.6 Repri!Sentatives and OrgnnisatioDS involved

lvtr Jhi Matejovic of the ECMT Secretariat, !vlessr Hans P~Lll.enegger and Dirk wmde Rys.e of Europol and Ehune Hardy were directly .involved in finding sources and sending request.s to organisations throughout Europe for information. Of the 33 organisations contacred the following organisations responde<l to indicate \Vhether or not they were a.ble to provide data:

16 @ ECMT, 2002


Table 2. Organisations invQhred

CoWl try Organisation Yes No

Austria Statistics Austria ./

Belarus Ministry of Transport: ./

Belgium Ministry of Commu.nicatkms (Transport} ./

Belgium Dept. of Statistics ./

Czech Republic Minjstt)' of Transport & Commuoications ./

Denmark Ministry of Transport ./

Denmark Denmark Statistics ./

Engl. & \Vales Home Oftice: Research, Development & Statistics ./

Engl. & Wale · DE l'R (Department of Transport) ./

Estonia Ministry of Transport ./

Finland Statistics Finland ./

Finland Customs ./

France IHESl ./

France Ministry of [nterior ./

Germany Bu ndeskiiminalarnt ../

Hungary Ministry of TranSJ?Ort ./

Hungary Public Prosecutors Office ./

Netherlands Dept. of Transpott ./

N ether1ands National Police Agency ./

Northern 1Jelaud RUC Statistics Unit ./

Norway Statistics Unit ./

Poland Mini try ofTr.msport ./

Portugal Ministry of Justice ./

Romania Ministry of Transport ./

Russia Ped. Assembly of tlle Russian Federation ./

Scotti h Exec. Justice Department ./

Slovakja Ministry of Transport ./

Slovenia. Ministry of Transport ./

Sweden Interpol NClD ./

s~\'eden Nat. Counci l for Crim.e Prevention ./

Switzerland Fed ~ ·~ fT . Ofhce o . ransport

Turkey MLuistty of TtMsport ./

Ukraine Ministry of Transport ./

@ ECMT. 2002 17


2.7 Response

The aim of the questionnaire was also to determine whether specific information relating to the theft of Commercial Vehicles and goods was available to establish whether there was an opportunity to continue the research. Eleven sub-questions requesting relative iu:furmatiou on incidences and historical data. were submitted to the organisation . Theil" overall respon.c;e was as follows:

Table 3. Incidenoes of theft

Yes No None

t. lncidences of goods vehicle theft 21 4 ., -· Incidences of tmHer theft 18 7 3. Incidences of theft of goods froml\vith vehicles !9 6 4. Historical data of the above(> 5 yeal's) 2.0 5 5. The value of the vehlc'les stolen lO 14 1 6. The value of the goods stolen ll 12 2 7. Catego.t)' of goods l2 12 I 8. Location of theft 22 3 9. Loc..'ltion of recovery of stolen vehicle/trailer 17 8 10. 1\llode of theft 13 11 l 11. ~Iethodology of recording vehicl.e/trai1er theft 17 7 1

Total 180 89 6

The response to these question.., by country was as foHows:

18 @ ECMT, 2002


$::; ~ -Cl) -, --ll:l -N ll:l tnt -(}.

...... \0

Belarus Belgium Czech Reeubtic Deflll'll.lilt England & Wales E<>tonia Finland. France (IHESI) Fr-ance Min. Int Germany Hungary (Tr-41nspo.rt) Hungary (Crim.J'ust) N etberlands Northern Ireland Norway Poland Romania Russia Slovakia Slovenia Scotland Sweden Sweden Turkey Ukraine 'fotal

---- ------ --

Qx l

Yes No ../ ../ .I .I

../ ./

./ ./ ./ ..! ./

./

./

./

./

./

./

./

.I

./ ./ ./

..!

..!

./

21 4 --- -- -- - -

Qx 2 Qx3

Yes N(} Yes No ../ ./ ../ ../ .I .I ./ ./ .

./ ./ ../ ./

./ ./ .I ,/

.I ..! ../ ./

./' ./

../ ./

./ ./ ./ ../

./ ./

./ ./

.,( ./

./ ./

./ ../

./ ./ ./ ./ . ./ ./

../ ./

../ ./

./ ./

18 7 19 6 . " ---- - - - - -·- ·-·- -

Table 4. Incidences of tb.eft by country .

Qx4 QxS Qx6 Qx 7 Qx S Qx9 Qx lO Qx l1 Total

Yes No Yes No Yes No Yes No Yes No Yes No Yes. No Yes No Yes No ../ ./ ../ ../ ..j' ./ ../ ./ 7 4

..! ./ ./ ./ ./ ./ ..! ..! 5 6 .I .I .I .I .I ./ ,/ . ./ ll 0 .I ./ .../ ./ ./ .I ../ ./ 1.0 L

./ ./ ./ ./ ./ ./ ./ ./ 0 l l ..! ..! ./ ./ ./ ./ ./ ./ lJ 0

./ ../ ../ ./ ..! ./ ./ 0 lO ../ .I ./ ../ ./ ./ 8 1 ..! ./ ./ .I ./ ./ ./ ./ 4 7 ./ ./ ..! ../ ./ ./ ./ 9 l

./ ./ ./ ./ ./ ./ ./ ../ 4 7

./ ./ ./ .I ../ ./ ../ ./ 8 3

./ ./ ./ ../ ./ ./ ./ ./ 9 2

../ ./ ./ .I .I ' .! 6 3

./ ../ ./ .I .I ../ ./ ./ 7 4

./ ./ ./ ./ ../ ./ ../ ./ 11 0

./ ../ .,( .,( ./ ./ ./ / 8 3

./ ./ ./ ./ ./ ./ ./ ./ 10 1

./ ./ ../ ./ ./ ./ ,/ ./ 9 2

./ ./ ./ .I ..! ./ / ./ l.l 0

./ ./ ./ ./ .../ ./ ../ ../ 2 9

../ ..! ./ ..! ../ ./ ./ ./ 4 7

..! ../ .I ./ .I ./ ./ ./ lO 1 ./ ..! .I .I ./ ./ ./ ./ 5 6

..! ./ ../ ./ ..! ..! ..f ./ it 0 20 s lO 14 ll 12 12 12 2.2 3 17 8 13 11 17 7 180 89

- - --·· ----- - -- - - -- --- -- - - --- -- -· --- - -- -- - -- -- - - ····- .. - --- - - -· -- --· ·- - --- - --

~ Note; The responding countries are amalgamated unless the.re is a different respo111se rrorn the organisations thereiii. ln that case, the responses are in-cHeated ~ _separately. -0 ..... tn 7' -· 3 '0 -,

~ 0 3

3. A COMPARATIVE ANALYSIS OF METHODOLOGIES IN EUROPE

TI1is section and Sections 4 and 5 evaluate the information and data collected from the replies to

the second questionnaire.

3.1 Def~:nitions

11lis section is dedicated to the definitkm of data records. While e.very effort bas be-en made to ensure tluu the responses in this repo1.t are a reflection of the I'e->Carding of Commercial Vehicle TI1eft and the Theft ofOoods in Europe, it mu t be noted that each country has a. method of recording c1ime statistics which is unique and. bectlLtse of this dlversit)' of nlethodology, the t-aw duta are not comparable. This questionnaire has endeavoured to examine these differences by identifying the areas where definitions ma.y blur. Thus the request for cafegories of vehicle weights was included a. well as the request for the definition of theft and recording proce-dures.

3.2 Methods of rooon:Hng

The purpose of documenting .methods of recording is to understand how each country does this. The benefit is to enable researchers lo have a clear picture of the background of crirninal statistics ·when analysing the data relating, to numbers of thefts and recovelies prese.nted later in this report.

Tirnin;g of recordiTtg incidence

It is important when analysing crime data to consider the timing, because this can and does dramaticuily change th.e outcome of the connt. In the European Sourcebook of Crime and Crirninal Justi.ce Statistics prepared by The Emopean Committee on Crime Problems and published in July 1999, specific reference is made to the methodology of counting mles.

"The poim in time in. which the data are recorded varies IJezween. countries.... lf i difficult to inteq;ret these findings but it .seems saje !.Q assume that the answers "immediately" and "subsequently"' imply that the legal l.abeliing of ihe offimce is the task of the police (input statistics) while the annver "after investigation" seems to indicate that the labelling is done by the pro.secuting authm·ities (output statistics) once the police elu}uiry has been completetl 1 .. ., "

The main purpose of che question was to detenuine 1;vbe.n che offeuce is recorded: either when it is reported to the poLice (input statistks) or at a subseqtlent point: in time e.g. when the police have finalised their investigation or later (output statistics). Input statistics tend to be more inaccurate and might over-estim.ate the amount of reported crime. since an invest igatJon hns not yet been conducted?

1. European Sourcebook oa crime and crim.in&l justice stalislics (Cotm<:il of Europe). l.A.2 Comments, l. A.1. 1. Methodology. (20 July 1999. page 32.

2. European Sourcebook o n cri rne and crimina! justice statistics (Counci l of Enrope), Counti ng Rules June, 1995. page 4.

20 @ ECMT, 2002


'Wbere the cnuntries have not answered directly (by l'eturniog the questionnaire), the information has been extracted from the European Sourcebook of Crime and Criminal Justice Statistics: Austria, l t,aly, POitugal. Ru sia, Sloveni~ Spain, Switzerlru:l~ Turkey.

Austria

BelgiUitl

Czech Republic Denmark

England & Wales

Estonia

Finland

France

Germany

Greece Hungary Irelan-d Italy Luxembourg

etberlands

orway ·. orthem Ireland

P·oland Pmtugal Russia Slovenja

Spain Sweden Switze1·bmd Turkey

Table 5. Timing o;f recording incidence

At tbe point of repurtiug the offence

./

./

./

./

./

./

./

./

./

./

./

./

./ ,/

./ ,/

After invesUgaUou or later

./

./

./

,/

./

./

./

J:\tlake L)r uu~tiel tif J~elzic.leftrailer

Determining the make or model of the vehicle/trailer stolen can help to identit)' those vehicle which are tnore prone to theft than otbe:t·s. Tl:Us may be due to a ·weal11ess in the security system of the vehicle or alternatively due to the preference of the Ulief. f"or example a. particular type or model of

@ PJCMT. 2002 21


vehicle may have more value for the re.sale of the vehicle as a whole or the spare parts. The question .a ked was whether the respondents reoorded the make or model of the vehicle or trailer stolen.

Table 6. Recording of make/model, of stolen vehldes/tra.iJer

Yes No

Belgium ./

Czech Republic ./

De am ark ./

England & Wales ./

Estonia ./

Fin! and ./

France ./

Germany ./ • Greece ./

Hungary ./

Ireland ./

Luxembourg ./

Netl1erlands ./

No £'\Nay ./

No1them lre'laru.i ./

Poland ./

Russia ./

S\vedeo ./

Age of vellide/trailer

'll1-e age of the vehicle or trailer can be helpful in identifying the percentages of vehicles stolen. Older vehicles may be more vaJnable for tl1eir spare pru1s or may be easjer to steal because of the lack of seculity systems, \Vhlle newer vehicles may have more value to the tWef if sold on as a whole. Knowing the age of the vehicle can help to indicate tbe probability of theft over the life span of that vehicle.

22 @ ECMT, 2002


Table 7. Recording of age of vehicle

Yes No

Belgium Czech Republic ./

Denma_rk ./

England & Wales ./

E..stonia ./

Finland /

France ./

Germany ./

Greece ./

Hungary

Ireland Luxembourg ./

Netherlands ./

Norway ./ Northern Ireland / Poland ./

Russia " Sweden ./

Definition of tlleft

According to the standard definition in the Council of Europe•s Crime & Criminal Justice Statistics sourcebook, 'ttheft" means "depri ving a person or organisation of property without force with the intent to keep it". In some cases this may or .l'lliiy not exclude embezzle.ment (approptiate fraudulently). Tim there is no clear interpretation in the sourcebook a · £0 which statistics are included or indeed excluded. For example in most continental countrie , the-ft by employees is considered embezzlement. so may or may not be included.

@ PJCMT. 2002 23


Delgium

Czech Rep.

Denmark

Eugl~md & Wales

Estonia

Finland

France

Germany

Greece

Hungary

Ireland

Netherland-;

Norway

No.tthern Ire land

Russia

iWis!Jppropriatimz

Table 8. Definition of theft

The illicit removal of propetty belonging to another person.

Code of Crirninal Procedure No: 140/61 Coil., §247 - theft.

Vehicle theft is defined as "theft for use" a11d is specific to vehicle theft.

To permanently deprive the owner of that item/vehicle.

Criminal Code: 139: tll~fis; 140 public 'rhefts; 141: Robbety; I 91: Theft for temporary us-e.

Approp1iation of mm·eable property from the possession of another person shall be setrtenced for theft to a fine or imprisonment for at most on.e year and six months.

Pena.l code - o further explanation offered.

Penal Code-No fw1her explanation offered.

The removal (totally or partially) of a movable pmperty from the pos ession of another person with a view of illegally approptiatjng ic An.372 of the Hellenic Penal Code.

Verified Appropriation is stealing; Somebody taking o.mething away from another person beQ\use heJshe ~r.vants to appropriate it unlawfully.

Any person who steals without consent of the owner. fraudtdently & without a claim of right made in good faith. takes & carried away anything capable of being with intent .at the time of such raking, penmmently to deprive the ovmer thereof.

Defined by law aud statements are distinct in relationship with articles in the criminal code.

Any person. who take..~ any property belonging wholly or partially to any other person with the imention of unlawfully appropriating it shall be g11ilty of theft.

Simple and aggravated thef1.

A person is guilty of theft is he dishone tly appropriates property belonging to another \\.'ith the intenlion of permanently dep1iving the other of it.

A hidden act ofstea.Jing sornebody's property- Art. I 58 ofthe Criminal Code of Russia.

A pet;'On with intent of unlawfully approprhtting \vhat beloogs to another. If this involves loss the person Is sentenced for theft with irnprisorunent for 2 yeur.

In some other countries i.n Eumpe, tJ1ef1: also .includes mi.o;appropriation OI tbet't by deception -whether this can also be interp!'eted as ·embezzlement is uncleat. England and Wales and possibly

24 @ ECMT, 2002


Ireland include "conversion"; hire vehicle theft and may include fraud. Also in some counnie , this defmition may also exclude ~·taking propett)' not in oontrol of the ownet"'. So within the boundarie~ of these interpretations, a proportion of vehicles will be excluded from being recorded in many CtJUntries.

Table 9. Taking into account of misappropriation

Yes No Oth:el'

Belgium ./

Czech. Republic ./

Denmark ./

England & \Vales ./

Estonia Finland ./

France ..1

Germany ./

Greece ./

Hllliga.ry ./

lreland

~Luxembourg ./

· etl1erlands ./

Non"'ay ./

.orthem Ireland ./

Poland ./

Russia ./

Sweden ./

Temporary u.se

The theft o:f a vehicle leaves the recording of this offence open to interpretation if the veb:icle is recovet'ed "Vithin a specific point in lime. Each country appeurs to have a specific definition of ~'temPQrary u e .. and in some countiies this means that by definition, .. temporary use" is excluded from the count of r-eco1'ding that offence. Also. the offence of ' joyriding;• with commercinl vehicles is less likely than witb cars. TI1is definition "vhrcb eems t() infer "temporary use~' may or may not be included in some countries. According to th.e CounciJ of Europe's sourcebook, Hungary, Italy and The Nethel"l""UJds exclude both joyriding and temporary use.

@ PJCMT. 2002 25


Table 10. Taking into aeemmt oftempcOrary use

Belb~um

Czech Republic Demnark England & Wales

~tonia

Finland

France

Gel'lJ'Ullly

Greece Hungary Ireland Italy Luxembourg Netherlands

Norway Northern: Ireland Pol.and

Ru. sia Sweden

S'Ad tzerland

Yes No

./

./

./

./

.(

./

./

./

.;

./

../

.;

./

../

./

./

./

.;

Note: Response for S'>vitzerland, rtaly and Hungary from CouncPI of Et1rope' Crirne & Criminal Justice Statistics sourcebook 1999<.

DefiJlition. .ojt~Jmporary use

For e.xamp1e, in England & Wales, there is th.e offence of '\mauthorised taking of a motor vehicle" . In 1960, tbe length of recovery \Vhich determined tbe offence, became 30 days. H.owever, if a vehicle is recovered within this time and it appears lhut the offender has •·assumed lhe right of the owner" then this would be recorded as theft. This i also the case for Ireland, thus for both these countries .. !'temporary use" as uch is ubjective. ln Finland. temporary u e is defined .as unauthorised use. u.su.aUy one week but a time limit is not defined in the Penal Code. In lrelru1~ the term "'unaurhotised taking" is used for theft of vehicles for a period of t\vo montbs. After two months it is recorded as a larceny.

26 @ ECMT, 2002


Belgium Czech Republic

Denmark En,gtand & W rues Es.tonia

Finland

France

Germany Greece Hungary Ireland Luxembourg Netherlands Norway Northern Ireland Pohmd Russia Sweden

3.3 Location

Table l l . De·finition of temporary use

< 24 boors < 48 hours < 1 week Ollie£

No defi.niti.on

Pemtl Code

"Tbeft for use" 30 day . No lirni t

./

./

A very short period of time

No definition 2 months. No definition No Limit ./

No definitic~n

No defini tion

No definition

No definition

OftJteft stollm vehicle or trailer

TI1e purpose of this question was to detemline whether d1e location of the theft of vehicles or trailers was recorded by the authorities. The reason for this is to enable analysts to identify areas which are more vulnerable than others.

@ PJCMT. 2002 27


Table. 12. Recording oflocation of theft

Belgium Czech Republic Dertmark England & Wales Estooi.a Finland France Germany k elaud Luxembourg Netherlands Nonvay Northern Ireland Poland Russia Sweden

QfrecJJvery o.fs.tole.rz vehicle or trailer

Yes

./

./

../

./

./

./

./

./

../

./

No

Th.e purpose of identifying locations \\'here the vehicle or trail.er are recovered is to assess co· operation berween authorities,. best practices and modus operandi of the offenders.

Table 13. Recordi11g of loeatJon of rreov.ery of stolen vehicles

Belgium Czech Republic Denmark England & Wales R<ttonia Finland France Gennany Ireland Luxembourg

ether lands .orway ortbern Ireland

Poland Russia Sweden

28

·v . 1es

./

./

./

.;

../

../

../

../

../

./

No

../

./

./

./

./

./

@ ECMT, 2002


3.4 !\{ode of theft

The fundamental difference in studying HGV theft compared to car theft i the 'int.ent'. There are two ~pecific reasons why commercial vehicles are stolen: For the goods t11ey carry as well as for the vetticle. Five questions relating to people,. means of transport, technology used and aggression were asked. The response to these questions was very limit-ed. l t is reasonable to ru>"sume that the re are no aggregate statistics .made nva:ilable by countries to determine the level of Mtiona.l information on these issues. Any organisational or natiorud information wiU be cartied in the foll()wing section "'I nformation by Country".

l,)eople involved

The purpose of trus question is to detemtine whether one or more than one person was involved in the offence. This indicates that the theft may be either oppottunistic or profession.'i\1. (organised).

Estonia and Russia (Insurance Association) answered tllis question- Russia gave no figures .

. Means oftrtUtSport

When stealing trailers or goods. the criminal does not only u e the vehicle cru.1-yi11g the goods or pulling tbe trai ler. Knowledge of how the trailer Ol' goods are removed from the vehicle can help identify patterns and trends aJ:ld can. also i.ndieare whether t:he theft was plao.ned previously.

Estonia and R.uss.ia (Insurance Association) answered this question- Ru sia gave no figures.

Use ofteclmolcgy

The use of technology by the offender can help to indicate whether professiom1J thieves are involved. As security systems become more <:omp!icated, the chance of opportunistic thieves breaking into a vehicle become more remote. Thus by d.ete.nniiling the level o:f professionalism of the thie:f can .as ist .manufacturers .and authorities to improve their ecmity.

TI1e Netherlands and Estonia responded and gave indications of incidences. Russia (Insurance Association) answered this question affulnati.vely - no figures given.

Vit!leJU:e

AnecdotaJ evidence suggests that violent theft o.f vehicles nnd goods is increasing. The reason may be because security bas improved or simply because there i more involvement of organised criminals. Knowledge of trus infom1ation can he4J to assess the risk factor for drivers.

TI1e etherlands England & 'Wales (Essex J>olioe), Estonia and Russia (Insurance Association) responded and gave indicati.ons of incide11ces.

@ PJCMT. 2002 29


There seems to be uncertainty as to· the exact definition of the word "hijacking''. In these cases it means when Ehe dtiver is tlu-eatened with firearms or menace and is kidnapped \Vith the vebicle. The defm.itiou "jacking" in connection with theft of velticles of whate\'er category. has taken on a different meaning in some countries. TI1e Belgian authorities for example, .have taken to using the definition ••car-jacking" to mean "th.eft with menace" the pmp ose appears to be related to the 11eed of the offender to rake possession of tbe electronic ''key''' or "transponder" itt orde r to open and starr the vehicle.

TI1e Netherlands England & Wales (Essex Police). Rus ia (Insurance A sedation) responde-d and gave indications of incidences. The High Tech Inauufacturer.s association TAPA-EMEA was able to give details whjch represented 25% of all incidences.

~

Robbery

The definition of robbery here is theft witll mennce, tb.at is to say that the offender threatens the victim witb or without arms and steals the goo<Lc; or vehicle in the presence of the victim. However, the Council of Europe's sourcebook points out that the definition of mbbery cun vary and this is boc:ause of the non-e xistence of cettaiolega] concepts in certain countries.

The etheriands Engl<md. & WaJes( Essex Police). Estonia and Russia 01umraoce Association) responded affin nati ve·ly and gave indications of incidences.

3.5 Condusions

The purpose of gatherin,g infonnation aoout definitions and methods of reporting and recording vehicle theft, was to understand whether there were variations of a greater or smaller magnitude. The reason for this wa ro determine whether these methods tu1.d definitions cou1d distort the .final picture of the statistic" colle.c.ted and analysed in the next section.

'7':. • .F , ;,• • "'d "' utung OJ recoru1ng met · ence

Twenty five countries. were analysed for this question.

Table 14. Rec;ording of incidence

At ~the point 0-f reporting of the offence After investigation or later

17 8

Make 0.1· ~tuJdel of JJelzicle/trailer

Eighteen countries were analysed for this question.

30 @ ECMT, 2002


Table J 5. Recording of make or model of the stol-en vehicle/trailer

Yes No

Number of Countries responding 15 3

Age tif v,ehicl..eltrail'er

Ejghteen countries were imaly ed for this question.

Table 16. Reco-rding of age of t he vehicle/trailer stolen

Yes No

Number of Countries responding 7

Definition of theft

Eighteen countries were analysed for thls question. Seventeen countries answered the survey.

Al/isappmpriatio1:~

Eighteen countries were analysed for t.bis question.

Table 17. Taking iuto accow:tt of misappropriation

Yes Other n.a.

Number ·Of Countries responding 13 2 .I 2

Temporary u.s.e

Twenty countries were analysed for this question.

Table; 18. Taking into a.ceount of temporary use

Yes No

Number of Countries respond1ng 12 7

Defiuition ~f ttvlpor.ary u,se

Eighteen countries were analyse-d for this question.

@ PJCMT. 2002 31


Table 19. De·finition oftemporary use

Number of countries responding < 24 hours < 48 boors < 1 week Other

2 16

Loc..ation

a) Of theft stolen vehicle or trailer

Sixteen countries were analysed for this question.

Table 20. Reoordiug of location of theft

Yes No

Number of count.Jics responding J5 1

b) Of recovery of stolen vehicle or trailer

Sixteen countries were .analys-ed for this question.

Table 21 . Recordiug of loeatJon of reco,r.ery of stolen veh icles

No

Number of countries responding 6

TI1e Group that prepared the Eumpean Sourceboo-k of Crime and Criminal Justice Statistics published first in June 1995 and again in July 1999. put a lot of effort into collecti.ng quantitative data in order to see how comparable data on crime and crirrunal justice statisti s in Europe were. Tbey tbun.d tllac there were vast difference in counting \'\'hich wa due to the variati.on of legal concepts in Europe and the way that each nation collects .r:md presents i(s S[atistics. They commented: "tile lack of uniform definitions of offences, of common measuring instruments and of conunon methodology makes comparisons between countries extremely hazarclous"l.

Thi section has providerl sufficient information to concur with the ('~unci! Europe's sourcebook and demonstrate that that any consideration of the statistics provided in this report rnust only be considered in the light of those observation.s.

1l1c lack of information concerning the mode of tbeft is obvious. There are some pockets of information given. whl.ch has be-en reponed lA>ithin the section dedicated to tbe country analysis. Overall there seems to be no consistent aggregated coUection and ana.ly:is of this type of information.

3. E~1rope•m So\lrcebook of Crime and Criminal Justice Statistics. 0.6 CompEU'abHity. J 1.dy l 999. page 11.

32 @ ECMT, 2002


'Whether there are separate bodies gathering these facts, is not clear. However there does not seem to be co~or-dination amongst authol'ities. this information i either not passed on for gathering at a national level or simply the information is not deemed important enough to record.

4. COUNTRY PROI"lLES

Int rodu~Hon

Because of the variation of sources and the quality of infotmation at national level, the data received :relating to the numbers of incidences of d'1eft of goods and v-ehicles did not always fit into the .format of the quest1onn.a:ire. ln sornt:1 cases the catego1ies of goods and vehicles stolen were nor total annual figures but isolated Incidences. I.o other cases. the information on tbeft of vehicles and goods was just not available in a format. that could be analy ed for the purpose of creating comparative trends

• or oveiVtews.

While every attempt has been made to create an overview of commercial vehicle theft in Europe a11d at national level, it seemed necessa.ry to document the data relating to each country as tl1ey were presentedi rather than attempt to inte1pret them. This section illustrates the type of intbrmation made available by the respective authorities aud o.rganisarion answering the questionnaire. In some cases: Spain and partly Belgium and the Netherlands, data received from Europol relating to the theft and recovery of Commet'(...ial VehicJes is also reported herein.

Th.e counnies included in this section are: Austria, Belgium., Czech Republic, Denmark. Estonia, Fi nJaod, France, Germaoy, Greece, Hungary, ireland, Italy, Luxembourg. Netherland-;, Norway, Poland, Russia, Spain~ Sweden, Turkey and United Kingdom ..

4.1 Austria

Mag. Rupert S pdnzl rvHnisuy of lnterior Interpol Vienna Tel: 00 43 1 31345 85430 Email: [email protected]

111ese data for Austria were received fJom the Austrian Police and cover the pe1iod 1994 to 1999. There was no indictttion whether these statistics refer to Conm.1ercial Vehicles of all categories or only vehicles over 3.5 tonnes.

@ PJCMT. 2002 33


Table 22. Theft and recovery of commercial "'ehicles in Austria

Then of (;ommercial vehicles

Recovery of commercial vehicles

Recovery rate of commercial vehicles

800

700

600

500

400

300

200

100

0 -t-

1994

402

257

64 %

1995 1996

444 623

268 440

60 % 71 %

.Figure 1.

1994 1995 1996 1997 1998

4.2 Belgium

'flle data fo r 1999 for Belgium was from:

Gendarmerie-Bureau central de recherches Av. de Ia Force aerienne 10 1040 Bruxcllcs M. Claude Vandcpittc and M Kurt Boudry Tel: 0032 2 6427990 Fax: 0032 2 6427834

• % Recovery Rate 1

1997 1998 1999

683 242 253

445 132 131

65 % 54.5 % 51.7 %

80%

70%

60%

50%

40%

30%

20%

10%

0% 1999

The data for 1993-2000 indicate theft and recovety of as well as attempts of theft fo r both categories of vehicles. There are no statistics avai lable for the theft of trailers or goods.

34 © ECMT, 2002


Table 23. Theft and recovery of commercial vehicles in Belgium

1993 1994 1995 1996 1997 1998 1999 2000

Total theft < 3.5 tonnes l 287 1 509 1 659 1 854 2 086 2075 2 298 2 268 > 3.5 tonncs 200 250 279 253 36 1 343 255 282 Tractor 90 138 167 I 3 l 19l 225 154 164 Total J 577 I 897 2 J05 2 238 2 638 2 643 2 707 2 714

Recovered < 3.5 tonnes 783 837 925 I 176 1 211 1 238 1 347 I 296 > 3.5 tonnes 108 132 162 153 194 182 152 154 Tractor 39 81 68 77 125 115 77 113 Total 930 1050 ] 155 1 406 I 530 t 535 1576 ] 563

Attempts < 3.5 tonne 4 14 9 65 135 204 ?-1 _,:, 238 > 3.5 tonncs 4 5 2 17 22 52 59 49 Tractor 0 0 1 0 6 10 29 25 Total 8 19 12 82 163 266 339 312

Recovered vehicles 59% 55 % 55 % 63 % 58 % 58 % 58 % 58%

3000

2 500

2000

1 500

1 000

500

0

Figure 2. Commercial vehlcles stolen in Belgium 1993-2000

1993 1994 1995 1996 1997 1998 1999 2GOO

Total theh • % Recovered

64%

62%

60%

56%

540 ( 10

52%

50%

@ EC MT, 2002 35


4.3 Cze:cb .Repu bUc

Ministry of Transport & Communications PO Box 9 Nahrezi Ludvika Svobody 12/22 Prague 1 CZ- I 1- t 5 Jana Rybeaska Tel: 00420 2514 31223 Fax: 00420 2 24 81 22 93 Email: rybenska @rndcr.cz

l l1e definition of both tractor and Jony is assumed to mean the cab of a heavy goods vehicle though possibly of a different weight, however no category of vehicle weight was included ..

Table 24 .. Theft and recovery of commercial ·vehicles in the Czech Republic

1991 1992 1993 1994 1995 1996 1997 1998 1999

Lorry Theft 16 119 359 365 411 507 703 903 813 Recovery 7 31 112 137 121 183 262 302 251 Recovery rate 44 % 26 % 31 % 38 % 29 % 36 % 37 % 33 % 31 %

Trailer behind a lorry 11u~ft 4 59 15 1 126 119 !37 132 143 154 Recovet1' 0 5 21 27 31 23 34 52 40 Recovery rate 0 % 8 % 14 % 2l o/ 26 % 17 % 26 % 36 % 26 %

Tractor Theft 4 33 37 44 43 63 7I 62 Recovery 2 9 15 2 1 19 31 37 41 Recovery rate 50 % 27 % 41 % 48 % 44 % 49 % 52 % 66 %

Trailer behind a tractor

Theft l 31 47 45 47 68 78 81 Recovery 0 9 14 21 22 41. 38 49 Recovery rate 0 % 29 % 30 % 47 % 47 % 60 % 49 % 6J %

Conunercial vehicles

To tal theft 20 183 574 575 61.9 734 966 1 195 l 110 Recovery 7 38 151 193 194 247 368 429 381 Recovery rate 3"'% .) 21 % 26 % 34 % 31 % 34 % 38 % 36 % 34 l.!1. 10

111e following graph shows the theft of' commercial vehicles in Czech Republic and the percentage rate of recovery of these vehicles.

36 @ ECMT, 2002


1400

1200

1000

BOO

600

400

200

0 -+---+-1991 1992 1993 1994

1- Theft

4.4 Denmark

Rigspolitichdens Afd. A Polilitorvet 14 DK-17RO Cu~nhagen Derunark l.nternatiom~l Relations lnte1pol Copenhagen Det. Chief Inspector Hans Ellehauge Tel: 0045 33 14 88 88 Fax: 0045 33 32 277 I

Figure 3.

1995 1996 1997

• % Recovered

1998 1999

40%

35'%

30%

25%

20%

15'%

10%

5%

Table 25. Theft of commercial \'chid~ in Denmark

1993 1994 1995 1996 1997 1998 1999

Theft of cornm~::rcial vehicles 4 133 3 861 4 224 4 793 5 118 4 946 4 566

No recove ry rate of commercial vehicles stolen is available. The fo llowing graph shows the total number of commerc ial vehicles sto le n each year and these vehicles as a percentage of commercial vehicles registered in thi s counU)'.

© ECMT, 2002 37


Figure 4.

Theft of Commercial Vehicles in Denmark

6000

5000

4000

3000 •

2000 •

1 000

0+-1993 f994 1995 1996 J997 1998

Theft • % ol Pare I

1 .6%

1.4%

1.2%

1.0%

0 .6%

0.6%

0.4%

0 .2%

--+- 0.0%

1999

Overal L 24 incidences of theft of Commercial Vehicles arc reported by lhe Danish Insurance Association over a three year period from various location .

Danish Insurance Associarion House of Danish Insurance Amaliegade JO DK-1256 Copenhagen K Tel. +45 3343 5500 Fax +45 3343 5501 Email : f p@ ForsikringensHu:;.dk

It is not clear whether these incidences took place within Danish teJTito.ry or elsewhere. The total value for claims relati ng to these incidences was declared as 56 million Euros.

Overall A verage Number of incidences

Table 26. Value of goods stolen (in Eu ros)

1996 (millions)

4.5 1.5

3

1997 (millions)

38

18.8 1.9 lO

1998 (miUions)

20.6 2 .. 6

8

1999 (millions)

11.9 4 3

@ ECMT, 2002


Table 27. Type of goods stolen (number of incideuces)

1996 1997 1998 1999

Food 2 2 l Elect1ical j

Hourehold Electronic 2 2 Alcohol Metal Clothes 3 .I Footwear !vlisc. 1 2 Cigarettes 1 I 3 2

4.5 Estonia

The information for Estonia came via the Estonian Road H.auliers 1 ociation in collaboration with the :&ltonian Police.

Estonian Intemation.a.J Road Ha.u he.rs Association Narva mur 91 10 127 Ta1linn Estonia Mr Laud. Lusti 00 372 627 3750 00 372 627 3741

Estonian Po.lice Board l Pagari. Street Tallinn Estonia Tel: 00 372 612 33 17 Fax: 00 372 627 3741

The data p:rovided are quite detailed and give a very good indication of the theft rate and the value of goods tind veb.ides. Wh<lt has not been made cleat· is the categories of commercial vehicles stolen. The info•mmion regarding values of good stolen highlights that over a 7 year period-. 17.5 miUi{)n Eu.ros worth of goods have been stolen frorn vehicles in this country. Other detailed information which serves to upport the concerns of d1e authorities is the leveJ of thefts from vehicles for uch a smalJ country aud the number of lncidences of violence and robberies against tl1e drivers.

@ PJCMT. 2002 39


Tab I.e 28. Theft a.nd recovery o.f c~mmercial vehicles aud goods in Estonia.

Theft of comm.erciai vehicles Recovery of commercial vehicles Recovet-y rate

Goods stoien with conunercial vehicles

Goods tolen fmm conunerciat vehicles

Goods stolen from commercial vehic1es and later recovered

Value of vehicle in Euros (OOOs) Overall Number of incidences Average

Value of goods stolen in l~uros Overall (in millions) Average Number of incidences

Type of g<)ods stolen Food Electrical Household Electronic Alcohol Metal Clothes Footwear Misc. Cigarelles

1993 1994 1995 1996. 199? 1998 1999

27 37 ")3 ... 48 40 57 ">9 .... 2 ll -J 13 15 16 12

5.4% 30 % 22% 27% 38% 28% 41 %

1 l l 2 7

3887 4354 5667 5413 6012 7958 9341

404 467 67l 783 979 882 l OOl

40 63 39 54 35 289 237 1.1 12 9 20 14 18 l l 4 5 4 3 2 16 22

1.4 1.5 2 2 2.8 3 4.8 361 348 367 362 344 355 515

3 887 4 354 5 667 5 413 6 012 7 958 9 341

50 46 70 62 61 61 69 17 21 18 21 31 34 39

54 59 62 28 43 57 75 28 19 26 19 28 31 27 2 3 3 4 2 2

220 221 254 240 285 472 56(} 60 41 60 45 42 58 36

I 354 l 869 2106 2297 2614 4013 5 026 16 24 28 t7 30 29 43

40 @ ECMT, 2002


Figure 5. Theft of commercial vehicles in ~i_;stonia

00

50

40

30

20

10

1993 1994 1995 1996 1997 1998 1999

Theft • % Recovered

Mode of theft

I. Use of more than one person

2. Use of other means of transport to remove the vehicle

45%

35%

25%

20%

15%

10%

5%

3. Use of technology ro enter/remove vehicle (i.e. radar systems, disarmjng immobilisers etc)

4. Use or violence to steal vehicle/goods

5. Incidences of hi-jacking (Kidnapping of the driver with the vehicle)

6. Incidences of robberjes (theft with menace)

Table 29. Mode of theft

1993 1994 1995 1996 1997 1998 1999

J. L48 199 201 200 202 252 217 2. 3. 4. 17 35 32 16 16 13 23 -).

6. 24 40 30 21 11 21 10

4.6 Finland

TI1~:: data for commercial vehicle lheft bel\Ve~n 1993 and 1997 are from Europol. There is no indication whether these vehicles are intended ro be all commercial vehicles or only the category of

@ ECMT, 2002 41


Jess than 3.5 tonne . 1l1c data for 1997 (>3.5 tonnes) and the data for 1998-99 arc from the Finnish ational Bun:au of Investigation.

Natjonal Bureau oflnvestigation Criminal Intelligence Division Box 285. 0 1301 Vantaa .Jari ystrom Detecti ve SuperinLendenl Tel: 0035 8 9 8388 66 1 Fax: 00 358 9 8388 6284

Table 30. Theft and rccovcrv of commerdal vehicJcs in Finland •

Theft of vehicle < 3.5 tonncs > 3.5 tonnes Trailers Total

Recovered vehicles < 3.5 tonncs > 3.5 tonnes Trailers Total

Recovery rate

I 400

I 200

l 000

aoo 600

400

200

0

1993 1994 1995 1996

989 919 758 789 n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a.

81J 78 1 613 644 n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a.

82 % 85 % 81 % 82 %

Figure 6.

Theft of Light Commercial Vehicles in Finland

1993 1994 199 5 1996 1997 1998

1997

925 12

n.a. n.a.

79 1 n.a. n.a. n.a.

86 %

1999

1998

1092 86

719 I 917

910 72

372 1 354

83 Gk

87%

85%

6:3%

82~o

al%

80'1'.

7'9'l"o

--+ 78%

1999

l l93 75

703 I 97I

1 018 67

342 l 427

86 %

I Tne1t ol Commercial vehicles • % ol Reco-very Ra1e

42 @ ECMT, 2002


4.7 France

The information from France received from the CILDl and ARGOS relates to the theft and recovery of commercial vehicles.

CILDI (Cellule intenninisterieUe de liaison sur la delinquance itin6rante) 1 boulevard Theophlle Soeur 9311 1 ROSNY SOUS BOIS. Under tbe direction of Colonel MOREL Telephone: 00 33 1 53 65 45 22 Fax: 00 33 .I 53 65 45 28

ARGOS

A venue du Corps Franc Pommies 64 I I 0 Jurao~on Jean-Pierre Cassan Telephone: 00 33 5 5906 9804 Fax: 00 33 5 59 06 0006

No tatistics were made avru table relating to the theft of goods. The data for the recovery of vehicles is assumed to rebue lo vehicles of>3.5 tonnes only.

Table 31. The('t and reeonry of C{)Dmtercial vehicles in Ftance

Theft of vehkl.es <3.5 tonnes >35 tonnes

Recovery of vehicles >3.5 tonnes

Recovery mte :>3.5 tonnes

@ PJCMT. 2002

1991 1992 1993 1994 1995 1996 1997 1998 1999

n.a. n.a. n.a. 32927 n.a. 32 &14 n.a. n.a. n.a. 628 788 .1 346 2 131 2229 2 193 I 957 .1 973 1 831

n.a. n.a. u.a. 746 734 732 677 702 659

n.a. n.a. n.a.. 34 % 34 % 37 % 34 % 36 % 36 %

43


fiigure 7. Theft of commercial ' 'ehicles (> 3.5 tonnes) in France

2 500

2 000

1 500

, 000

500

1994 1995 1996 1997

[ Theft ot heavy commercla'l vehicles

4.8 Germany

TI1c dam for Germany was received from:

Jnterpol Weisbaden Bundeskrjminalamt OA 32-33-KP-1 Ol D-65 J 73 Weisbaden Germany Frau Preisler. LK\V -Diebstahl (hgv) Herr Stillger, Utdungsdiebstahl (cargo) 0049 6 1 J 55 15805 0049 6J I 55 15919

1998 1999

38% 37% 37% 36% 36% 35% 35% 34% 34% 33%

-+33%

• % Recovered I

The following are the only statistics available and relate to the theft of all commercial vehicles i.e. rhere is no breakdown of catcgorie . Becallse or lhe elevated numbers, it would appear that Light Commorci<ll Vehicles of less than 3.5 tooncs arc included.

Table 32. Theft of commercial ' 'ehides in Germany

1994 1995 1996 1997 1998 1999

Theft of all commercial vehicle 22 813 20 788 20 613 20 993 2l L61 22 085

TI1e German authorities estimate recovery of vehicles al 90% but there arc no (at.istics available. The following graph shows the totaJ number of commercial vehicles stolen each year and these vehicles as a percentage of C{)mmercial vehicles registered in (his country.

44 @ ECMT, 2002


rigure 8. Theft of commercial vehicles in Gem1any

23000 O.SS%

2:2 500 0.80%

22000

21 500 0 .75%

21000 0.70%

20500 0.65%

20 000

19 soo 1994 1995 1996 1997 1998 1999

Thell o1 commercial vehicles • % R~covered

1l1e following informat] on provided appears to bt! incidence!'> of thd t of goods rather than an indication of the overall number for each year in Germany.

Table 33. Theft of goods in Germany

1993 1995 1996 1997 1998 1999

Goods stolen 44 42 100 54 54 48 21

The following information provided aho appears to be incidences of the type of goods stolen for load equal to l 05 in 1998 and 87 in 1999. It is assumed that these are not rcprc entativc ofthc ovcraU theft of goods from vehicles in Germany.

-© ECMT, 2002 45


Table 34. ·rype of goods stole·n

Food Electrical Hou ehold Electronic Alcohol Metal Clothes Footwear ~1.isc. Cigaretr.es.

Total

4.9 Gree.ce

TI1e infonnation available ior Greece wa ftom:

Public Security Division of the lvlinistry of Public Order Major KASSAP AKIS Konstantinos Tel: 003 Ol 6927793. Fax: 003 016925.140

1998 1999

3 5 11 6 4 5

17 7 6 4 ., :> 7 7 8 l l

40 40 ll 4

105 87

'TI1ere is no indication of vehicle categories tl1erefore the following figures are assumed to be total commercial vehicle theft and recovery. However, the infonnation regarding the theft of goods gives a breakdown by vehicle weight.

46 @ ECMT, 2002


Table 35 . Theft and reco,'ery of commercial vehicles in G reece

Theft of aU commercial vehicles Vehicles recovered Recovery rate

l11eft of goods with vehicl~s

> 3.5 tonnes < 3.5 tonnes Total

Recovery of goods with vehicles > 3.5 1onnes and < 3.5 tonnes combined

2 0001+

500

0+---

1993

1407

I 036 74 %

n.a. n.a. n.a.

n.a.

1994

I 514

1069 71 %

n.a. n.a. n.a.

n.a.

1995

l 755

l 253 68 %

n.a. n.a. n.a.

n.a.

Figure 9.

1996

1 953

I 390 70%

n.a. n.a. n.a.

n.a.

1997

2 323

1 672 65%

46 97

143

14

Commercial Vehicle Theft in Greece

1998

2 317

l 471 63 %

59 79

138

80%

70%

60%

50%

40%

30%

20%

10%

--t- QO/o

l3

1993 1994 1995 1996 1997 1998 1999

I - Theft of Commercial Vehicles • Recovery Rate I

1999

2080

l 275 61%

43 65

108

13

The table below shows the breakdown of goods stolen either from or with vehicles by value in Em'Os over a three year period.

e ECMT, 2002 47



1997'

Food 445 511 El~ttical & Household 296405 Electronic 447 982 Alcoholic d1inks 70433 MetttJ 3l6 654 Clothes & Footwear 224 5·0:5 Misc. 1 772 536 Cigarettes 7043

Total 3 581 070

4.10 Hlmgary

The data for Hungary was received :from:

Hungarian National Police HQ Lt. CoL Pnusz Fe.renc - Head of Se.ctioo Tel: 0036 1 443 56 52 Fax: 0036 1 443 56 52

1998

114 969 79 237 21 943 33 506 43 140 65429

1 448 369 n.a.

1 730 79:6

1999 Total

10712 571 192 u.a.. 375 642

188 720 658 645 7 13 1 111 070

n.a. 359 795 n.a. 289 934

1643 7S6 4 864 691 186 74{) 193 790

2 037 095 7 348 961

The Hungaiian Police were ab le to provide details of thefts of commercial· vehicle over a nine year period, however tbere is no indication as to the weight categories of the vehicles stolen.

Table 37. Theft and recovery of commercial vehicles in Hungary

1991 1992 19:93 1994 1995 199{) 1997 1998 1999

Theft of comme.n.i.al 739 562 326 339 384 374 338 6.12 769 vehicles Reoovery of commercial n.a. n.a.. n.a. n.a. n.a. n..a. 162 134 139 vehicles Recovery rate n.a. n.a. n.a. n.a. n.a. n.a. 48 % 22% 18% Value of goods stolen 3965 12 5{)3 3 965 6 566 8 816 11. &56 8 555 37 003 44663 (in Euros)

Th.ere are no statistics available for recovery between 199! and 1.996. The followjog graph shows the total number of commercial vehlc1es stolen each year and these vehicles as a perc,entage of commercial vehicles regisrered 1.n this country.

48 @ ECMT, 2002


The following arc aggregates of values for goods stolen, vehicles, trailers rhough there is no indication as to how many incidences they refer to. l t was unclear whether tJJc values arc onJy indications of the goods stolen from the vehicles.

Figure 10. Theft of commercial vehicles in Hungary

900

eciO 700

600

£00

400 300

200 100

0 1991 1992 1999 1994 199$ 1~~6 1997 1998 1999

Theft ol commercial vehicles

4.11 1 reland

The informarion for Jreland was received from:

An Garda Siochana Crime Administration, Garda Headquarters Phoenix Park Dublin Contact: V McGuire for Assistant Commissioner Tel: 00-353-1-666 1951 Fax: 00-353- 1-6661958

Figure 11.

• = % Recovered

Commercial Vehicle Theft in Ireland

© ECMT, 2002

160

140

120

100

80

60 40

20

0+-1994 1995 1996 1997 1999

Total Theft of Commercial Vehicles • % rate of recovery

49

035%

030%

0.25%

020%

0 15%

0 .10%

0.05%

000%

12%

10%

B%

6%

4%

2%

MatL!nJal zastrcen autorsk11 pr om

Table 38. Theft and recovery of commercia) v.ebjcles .in lrelaud

Theft of vehicles <3.5 tonne~ >7.5 tonnes Total

Recovery of stolen vehicles

<3.5 tonnes >7.5 tonnes Totn.l

Recovery rate

Overall Average ... To-tal Vehicles

4.12 ImJy

1989 1990 1991 .1992 1993 1994 1995 1996 .1997 1998

110 121 160 131 145 120 103 &4 Il8 90 14 12 13 18 23 18 14 18 J7 10

124 133 173 149 168 138 117 102 135 100

o.a. n .. a. n.a. n.a. o.a. 3 7 11 11 9 IUt. n .. a. o.a. n.a .. il.lL 1 1 n.a. n.a. n.a. n.a. n.t:t. 4 8 11 11 9

n.a. n.a.. n.a. n.a. n.a. 2.9% 6.8% 10.8% 8.1 % 9%

Table 39. Value of stolen vehicles (in thousand of Euros)

1993

822 4.8 168

1994

632 4.6 138

1995

597 5.1 117

1996

630 6.2 102

1997

905 6.7 135

1998

670 7

100

Th.e information available for Italy was ftou1 the Carabinieri aod Polizia Stradale. The theft .figw-es are for conwe.-cial verucles over 3.5 ton.nes for theft and recovery.

Table 40. Theft and recovery ofc-otumerdal vetdc.les in Italy

1993 1994 1995 1996 1997 1998

Theft of conunerciaJ vehicles 6 655 6502 6469 6 19 1 6 204 o.d. I 736 Recovery of comn:rerdal 3 275 3 267 3482 3458 3. 317 n.d. 935 vehicles Reoovery rate 49% 50 % 5 1% 56% 56 qt n.d. 54 %

50 @ ECMT, 2002


Figure 12.

Commercial Vehicl,e Theft in Italy 7000

6000

5000 9 v • 9 a 4 000 8 I

I 3000 N a 2000 0 b

t I 1 000 e

0

1993 1994 1995 1996 1997 1999

1- Theft of Commercial Vehicles • Recovery Rate I

4.13 Luxembourg

TI1e data for Luxembourg was recei vecl from:

Direction Gcnerale de Ia Police Grand-Ducalc Dircc6on de l'lnformation l, rue Curie L-2957 Luxembourg Contact: Fran~ois KRIES Tel: 00352 4997 2510 Fax: 00352 4997 2599

58%

56%

54%

52%

50%

48%

46%

44%

TI1e Luxembourg authorities are unable to analyse specific data from their database therefore were unable to reply to the questions in detail.

'lne data below refer to commercial vehicles, (there is no indication of vehicle weight) registered in Luxembourg and stolen between 1989 and 1999. However, the low numbers indicate vehicles over 3.5 torutes.

Table 41. Theft of commercial \•ehicles in Luxembourg

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999

1l1eft of commerciaJ vehicles 1 2 2 28 5 L 56 44 62 54 54

These data for the theft and reeovery of commercial vehicles for Luxembourg were provided by Europol and differ from the previous set of data with the exception of 1997.

@ ECMT, 2002 51


Table 42. Theft and reeo,•ery of commercial vehicles in Luxembourg

Theft of comm.erci.al vehicles Recovery of commercial vehicle Recovery rate

1993

10 6

21%

1994·

9 6

12 %

1995

71 38

68 %

There was only one Incidence where the value of the vehicle \Vas indicated.

Table 43. Value of stolen vehicles

1994.

Value of vehicles in Eums 2.5 millions

1996

36 10

23%

1991

62 10

'f6 C! J. ;O

Over a four year period only four incidences were repo11ed in. the response to the questionnalte. The significantly high values reported suggest tllat they 111rty refer to a number of Incidences or even the total value for the year.

Table 44. Number of ineidences and value of goods. stolen

Value of goods stolen (in Euros) Number of incidences

1'9:89 1994 1997 1998

8 millions 1.2 million 24 n:riiJlons 21 miUions

I l 1 l

1989: cloches; 1994: spirits; t997: hi-fi/comeras; l998: food.

Table 45. Type ·O:f goods st.oJeu

1989 1994 1995 1996 1997 1998 1999

Food I El~"tri cai/Electronic j

Alcohol l Clothes I l ,Misc. t I Cigarettes 1

52 @ ECMT, 2002


Overall there were eight incidences of types good stolen from or wHh vehicles. These are isolated incidenc-es .and refer to the examples of goods theft reported in the response to the

• • questtom1rure.

4.14 Netherlands

The data for the Netherlands was received fmm:

N;;:ttional Poli.ce Agency Postbus 3016 2700 KX Zoetem1e,er

Mr. Cees Feenstrd 0031 79 345 92 50 0031 79 345 92 02

AVe Foundation De Klencke 12 Nl.l"'1070 .BS Arnsterdam Mr. Ton van der Lee 0031 20 549 79 33 0031 20 549 79 35

The data for 1993 for theft of commercial vehicles and the data for recoveries for 1993 to 1997 were made avaiJabl.e by Europol. The remaining data for theft !995 to 1999 which includes a breakdo'ivn of the categories of vehicle weight in 1998199 and trailers for 1996-1999, were made available by the ·. ational Police Agency and the AVe Foundatio~ a public-private joint venture to tackle vehicle crime in the Netherlands. The Police were able to provide a breakdown of the theft of goods from commercial vehicles over 3.5 tonnes as well indications of the types of goods stolen from or with rhe;se vehicles over a four year period. There are also indications of lnddences of violence and hljacking over the arne petiod of time.

@ PJCMT. 2002 53


Table 46. 'I' heft and recovery of commercial vehicles in the Netherlands

1l1eft o f commercial velticles

.., .;: I <-">..J lonnes >3.5 tonnes 1

Trailers

Recovery of vehkle~ <3.5 tonnes

>3.5 Lonnes

Trai lers

Recovery rate

Uoods sto len from vehicles >3.5 tonnes

1993 1994 1995

2 927 3 108

I 405 I 764

55 %

1996 1997

3 000 3 167

201 170

I 498 I 459

49 ~

96 59

1998

3 047 390

173

1 456

53

107

1999

3404 352

166

I 409 163

61

122

I. Figures from 1993 to 1997 relate to all cutcgories. There is no breakdown of the categories >3.5 and 7.5 tonnes for the whole period. 2. Refers to all comrnercia l vehicle ( 1998 e xcludes >3 .5 tonnes).

Figure 13. Theft of commercial vehicles in the Netherlands

9500 GO%

3400 N " D 'I 50Gfo

33-00 • t a 3200 I 40%

9100 I

3000 3 30% b

2900 I 20%

2000 " 2700

10%

2600 0% 1993 1994 1995 1998 1997 1998 1999

I lhelt • % Reccwareod

lL is not known whether these incidences of theft of goods are indicatiw of all offences relating to the theft from or with all the vehicles reponed here.

54 @ ECMT , 2002



1996 1997 1998 199-9

Food ll 15 15 9 Electrical 35 40 37 44 Household 2 9 4 3 Electronic 15 9 22 53 Al.oohol 5 4 6 5 Metal 13 10 9 2 CJotbes 20 10 21 20 Footwear 5 6 5 4 Misc. 132 86 90 124 Cigarettes 6 3 5 4

Total 2240 2189 2 212 2267

Mode of theft

l. Use of more than one person

2. Use of \1tber means of transport to remove the vehicle

3. Use c,f technology to enter/remove vehicle (i.e. radar systems, disarming immobilisers etc)

4. Use or violence to steal veh.icle/goods

5. Incidences of hi-jacking (kidnapping of the driver with the vehicle)

6. Incidences of .robberies (theft \l."'ith menace)

Table 48. ~fode of theft

@ PJCMT. 2002

Mode

J. 2. 3. 4. 5. 6.

1996

3

1

55

1997

2 1 2

1998

2 3 4

1999

3 16 l 3


4.15 Norway

The data for 1m·way wa recejved from:

Statisticsk Sentralbyra Norway Mr Reid J Stene Tel: 00 45 22 86 46 46 Email: rjs@s b.no

111e only information available from Norway is the theft of comme rcial vehicles and trai lers. There is no breakdown of the vehic le weight nor is there any infonnation of the recovery of these vehicles. No information relating to the theft of goods wa.s avai table.

Table 49. Theft of commercial nhicles in 'orway

Theft of commercial vehicles Tra.i lers

1994

29 10

1995

107 21

1996

102 37

1997

99 19

1998

ll 0 29

1999

129 21

1l1ere are no statistic." relati ng to the recovery of stolen cornm.ercial vehicles in Norway. The fo llowing graph shows the annual figures for stolen commercial vehicles and these vehicles as a perccnrage of pare.

Figure J4.

140 Commercial Vehicle Theft in Norway

0.07%.

120 0.06%

100 0.05%

80 0.04%

eo 0.0~%

40 0.02%

20 0.01 %

1994 1995 1996 1997 1998 t999

• pare

56 @ ECMT. 2002


4.16 Poland

The reply for Poland was received from:

lT Dept of the Polish Police Headquatters Zbigniew Orwalinski (Director) m. \Visniowa 58. 02 520 w~trsaw Tel.: 0048 22 60 135 41 Fax: 0048 22 60 142 61 Zbigniew Chwalinski [email protected]

The followi.ng ate the onJy statistics available and relate to tbe theft ,of commercial verudes <'lrld their recovery .. The categories are Light Commercial Vehicle.\! of 3.5 tonnes and under and Heavy Gonds Vehicles of over 3.5 Lo!llles.

Tttble 50. Theft .and reCOl'ery of commerclal vehicles in Po.land

1993 1994 1995 1996 1997 1998 1999

1l1eft of oommet'l.-'i~ll vehicles

< 3.5 tonnes 2 2.12 2847 3 200 3746 5 477 6 128 7 520 > 3.5 tonnes 407 514 631 921 1639 1654 2099 Total 2 619 3 361 3 831 4 667 7 1'1 6 7782 9 619

Recovery of vehicles < 3.5 tonnes 1 091 l 159 1 344 1 530 1 928 2512 3 172 > 3.5 tonues 175 222 281 376 479 572 860 Total 1 266 I 381 l 62.5 1906 2407 3084 4032

Titis chart shows all contmercia1 vehicle thefts and as a. percentage of all registered commercial vehicles in Poland from 1993 to 1999.

@ PJCMT. 2002 57


Figure l5. Theft of commercial vehicle in Poland -

12000 0 70%

10000 0 ,5(1%

8000 0.50%

0 4()% 6000

0 30%

4000

2000 0.10%

1999 1994 1995 1996 1998 1999

Theft o f commercial vehicles • % ofparc

4.17 Russia

The Rus ian Police authorities were unable to provide data. The Russian Insurance Dcpartmcm of on-Marine Carriers em th~ following response - 2 section of !Jlc Russian Insurance dcpartmcnr

re plied

I. The Liability Insurance department of Non tvfarine Caniers

2. The Cargo Insurance department

Ingosstrakh Liability Insurance Department of Non-marine carriers 1vlr Vadim G Dorofeev Tel: 007 095 234 36 17/14 Fax: 007 095 234 36 02/00 Emajl: atchern@ingos. rnsk.ru

1l1ere was no indication of weig.bt categories for th~ vehic les. The infonnmion suggests Lhat these arc only Incidences of commercial vehicle theft in Russia, not the totaJ number. The Incidences of Lht:: fr of goods stolen as intlicatt:d by both clcparunems over the period 1997 to 1999 show a total amount of 1.6 million Euros. The Liabiliry ln urance Dept. indicate an amount of 339 000 Euros for 25 1 ncidences of theft.

Both departments indicated the type of goode; sto len hut did not g ive numbers of Incidences. For the "Mode of Theft" there are indications that violence, hijackings and robberies are committed, hut no detail to how many Incidences is g.ivcn.

58 © ECMT, 2002


Table 51. T heft of eonuuerc.ial ' 'ehides and goods in Russia

Theft .of vehicles (a) Theft of Goods with vehicles (a) Theft of Goods with vehkles (b) Theft of Goods from vehicl.es (a) Theft of Goods from vehicles (b)

Value of goods stolen in Euros (a) Overall (000) Average Number of incidences

V~due of goods stolen in 'Euros (b)

Type of goods stolen Food Elecrrical Household Electronic Alcohol Metal Clothes Foorwear Misc.

r\1/ode oftheft

l . Use of more than one person

1995

31

-;)

19

57400

.( . .(

../

2. Use of other means of traaspof1 to remove the vehicle

1996.

22

3

l3

1997

ti 3 1

?:6 -· 7

251401) 967 26

1998

37 3

14 50 26

246 150 492

50

1999

16

6 25 8

339 000 l 356

25

79 300 161 700 486 000 147 000

./ ./ ./ .( ./

./ -.1 ./ ,/ ./

./ ./

./ ./

./ ./ ./

3. Use of rech.nology to enter/remove vehicle (i.e . . radar systems, disarming immobilisers etc)

4. Use or violence to steal vehicle/14oods ~·

5. Incidences of hi-jacking (Kidnapping of the dri."er with t.he vehicle)

6. [nddences of robberies (theft with menace)

@ PJC'MT. 2002 59


4.18 Spain

Mode (u) 5. 6.

Mode (b) 1. 2. 3. 4.

6.


1995 1996

./

1997'

./

./

../

./

1998

./

./

1999

./

./

./

TI1e data for both theft and recovery are fron:1 Europol. l11ere i" no indication of vehicle categories by weight

Table 53. Theft and roooyery of e.ommercl.aJ vebides in Spain

Theft of commercial vehicles < 3.5 tonnes and> 3.5 tonnes combined Recovery of commercial vehicles < 3.5 tonnes and> 3.5 tonn.es combined Recovery nue

1993

692

60

1994

654

1995 1996 1997

623 543 910

335 610

62% 67%

@ ECMT, 2002


Figure 16.

Commercial Vehic le Theft Trends in Spain

1000

900

800

700

600

1993 199d

4.19 Sweden

The data are provided by:

Nationa l Criminal Investigation Dept. [nlerpol PO Box 12256 S- I 0226 Stockholm Hans Horgren 0046 S401 3714 0046 865 I 4203

1995 1996 1997

There i no breakdown of vehicle weight available for commercial vehicle lht!f[ in Sweden.

Table 54. Theft and recovery of commercial vehides in Sweden

1990 199 t 1992 1993 1994 1995 1996 1997 1998 1999

Theft of commercial 2 59 1 2 724 2 51 I 2 263 l 930 2046 2 184 2 652 2432 2543 vehicles Recovery of vebicles 2026 I 703 I 844 I 928 2 324 Recovery rate 90 % 88 % 90 % 88 % 88 %

TI1e figures for recovery are from .Europol. The response from the Swedish PoJice indicated recovetie:s of 88% to 91% for commerci<.ll vehicle theft over the ten year period.

1l1is chart shows al l commercial vehicle thefts and as a percentage of all registered commercial vehicles in Swed~?-n from 1990 to 1999.

© ECMT, 2002 61


Figure 17.

Theft of Commercial Vehicles in Sweden 3 000

2 500

2 000

1 500

1 000

500

0 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999

Thett of Commercial Vehicles • o;,. ol pare

4.20 T urkey

The data are provided by:

M. Oya Koken, Head of Section Ministry of Transpo1t and Com munications Dept. Of Foreign Relations Tel: 0090312 2 124366 Fax: 00903 12 212 7937

1.0

0.9

0 .8

0.7

0.6

0 .5

0 .4

0.3

0.2

0 .1

0 .0

The statistics provided by the Turki h Ministry of Tran port arc aggregate figure for the 5 year period 1994 to 1999.

1nere is no breakdown of vehicle weight available for commercial vehicle theft in Turkey, however. the description of the vehicles e.g. Pickup (van) and lorry and Long VehicJe(HGV) suggest that t.he categories could be separated as fo llows:

62 © ECMT , 2002

MatenJal zasttcen autorsktm pravom

Table 55. Theft and r ecovery of commercia) v.ebjcles .in Turkey

Theft of commercial vehicles Pickup ( < 3.5 tonne ) Lorry (> 3.5 tonnes) Long Vehicle(> 3.5 tonnes) Total

Recovery of vehicles Pickup { < 3.5 ronnes) Lorry (> 3.5 tonnes) Long Vehicle(> 3.5 tonnes) TotaJ

4..21 .. nited Kingdom

England & Wales

Tbe data are providetl by:

Policing and Reducing Crime Unit, Home Office Research Development & Statistics Directonue Cbve House, Petty France London SW 1 H 9HD

Joanne Sallybanks Tet: 0044 20727 1 8205 Fax: 0044 207271 89.18

4506 2142

40 6 688

3 338 1497

40 4 875

Es.sex Police National Lorry Load Desk Cenu-al Intelligence Bureau PO Box N°2 Head.quruter Springfield. 01elmsford Essex CM2 6DA Iaio McKj nnon Tel: 0044 1245 452555 Fax: 0044 1245 452255

Vehicle theft sta.tistics in Engia11d a.nd Wales are not br-oken down by category of vehk Je on an annuaJ basis. AnaJysi.s of Cornmercinl Vehicle theft in this country has only ever been earned out on two occasions. In 1994~ Heavy Goods Vehjcle Theft (more than 3.5 tonnes) 'INas analysed as being 3 047 vehicles sto1en4 and in 1995, a study of Light Commercial Vehicle theft (<3.5 tonnes) showed that 47 181 LCV · were smlen5

.. In both these studies. the type of vehicles and age of vehicles were analysed as were the location and time of theft and recovery. The Seottish Executive (equivalent to the Home Office) also states that there is no annual analysis of categories of vehicle theft, so it is not possible to detennine the Incidenoe of commercial vehicle theft in Great Britain over the period 1989-1999.

4. Police Research Group: Crime Detection and Pnwenoion Series. Paper 66; The ature and Extent of He::wy Goods Vehicle Theft: R. Brown (July 1995).

5. Po lice Research Group: Crime D-etection and Prevention Series. Paper 88: The Nature and Extent of Light Commercial Vehicle Theft: R. Browo. J. S~liba (February. J998).

@ PJCMT. 2002 63


1) The following da.ta are as reported by the Home Office and refers to Heavy Goods vehicle theft and recovery for the whole of England & Wales during 1994 and Light Conunerdal Vehicle theft and recovery during 199.5. Their data alw include the value of the vehicles stolen and the value of the goods stoJen from. those vehicles:

Table 56. T heft of commercial vehicles and value of goods stolen in E ngland and Wales

Theft of vehicles < 3.5 tonnes > 3.5 tonnes

Vehicles nor recnvered < 3.5 tonnes > 3.5 tonnes

Value of vehicles stolen in Euros

Overall Average

Va.lue of I.!Oods stolen in Euros ... Overall Average

1994

3 047

2647

56 million . 18 400

5.4 mii.Uons 11 100

1995

47 181

27 836

340 m11Uons lO 180

52 millions 2900

2) There is no annual national analysis of theft of goods either with or from eo011nerdal vehicles. nor is there any analysis of the Lypes ·Of goods stolen. However, the Essex Police National Stolen Lorry l oad Desk, which is a self supporting, seLf-funded initiative, garhers details o:f Commetcial Vehicle theft from IDQst of the 43 constabularies in England & Wales. 'fl1e information is not normally analysed. However, in 1998 the data was analysed by this author and pteseuted to the European Conference of l\i.linisters of Transport: Seminar ou Crime In Transport. The data "vas analysed again in f 999 , ihougb only for the first 9 months of the year. Although rhese data are not representative of the whole of England & Wales. they do indicate the types aod v::uues of thefts of commercial vehicles.

64 @ ECMT, 2002


Table 57. Tbeft of commercia] vehicles and value of goods stolen in England and \Vales

Theft of vehicles > 3.5 tonnes Tmilers.

Vehicles re.covered > 3.5 tonnes Trailer

Theft o f goods with vehicles > 3.5 tonne.s/ trailers

Theft of Goods from vehicles > 3.5 tonnesl trailers

Value of vehicles stolen (in Euros) Overall Avera~e ... Number of vehicles I trailers

Value ofgoods stolen (i n Euros) Overall Average Number of jncidences

1998

264 197

302

218

29.4 millious 67 000

439

1999

529 101

135 40

579

515

? 9 . ''11" -· · 1:111: l OllS

37 000 78

65.6 millious 58 000

l 133

Number of Incidences where the type of goods stolen \Vere indicated:

Table 58. Type of .goods stolen

Food I2 91 Electdcal/Eiectronic 61 162 Household 48 108 Alcohol 41 84 Clothes/$hoes 71 130 Mi c. 117 420 Cigarettes 5 6

Total 356 1 001

@ PJCMT. 2002 65


Number of incidences where the mode of rheft was indicated:

With viol.ence Hi-J'ackio_o . e:. Robberies

Northeru lrelantl


The Royal Ulster Constabulary Central Statistics Unit Lisnasharragh~ 42 Montgomery Road Belfast BT6 9LD Gi llian Hunter Assistant Statistician Tel: 0044 01232 650222 Fax: 0044 01232 700998

1998. 1999

.14 25 24

4

TI1e infom1ation provided by the Royal UJs-ter Constabulary Statistics Department gives a breakdown of theft over the ll. year period 1989 to 1999. This is the only country in this study to cover that period of time .. There is no bre.:'1kdown of categori.es of vehicle weights. The detail of the value (}[vehicles and goods. stolen is quite detailed and covers the sa.rue t J year peiiod. The total value of vehicles stolen over that period att.'lounted to 19 rrliUion Euros .. : rnore than 2 tniUion Euros for 1999 (227 vehicles). TI1e overall value of goods stolen for the peliod amounted to· 4.9 million Euros. about I mjWon Euros for 1999 relating to 740 Incidences_c.

6. Figures in e.adt of ,tJJese tables \vhid1 are shown against 1998 and 1999 cover the financial years 1997/98 and 1998/99. No ~lend!lr year figures are available for 1998 or 1999.

66 @ ECMT, 2002


Tahle 60. Theft of commercial vehicles and value of goods stolen in Northern Ireland

Theft of commercial vehicles

Theft of 2ood~ from '-' .

vellicles

Value of vehicles (in Euros)

Overall (in thousand of Euros) Average value Numher of incidences

Value of goods stolen (in Euros)

Overall (in thou~and of Euros) Average Numher of incidences

1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999

174 195 257 247 27 1 243 2 15 223 223 228 227

285 320 365 420 5 10 392 343 500 455 472 740

946 I 234 l 733 I 510 l 791 2 199 I 609 2 102 1 766 I 928 2 088

5 435 6 330 6 743 6 I 15 6 607 9 047 7 484 9 426 J74 195 257 247 27 1 243 215 223

179 189 269 424 372 432 331 665

627 59 1 738 I 009 730 I I 0 I 844 I 329 285 320 365 420 510 392 343 500

7 92 1 223

525

I I 54 465

8456 9 196 228 227

496 990

I 050 I 337 472 740

Figure 18. T heft of commercial vehicles in Northern Ireland

300 0 .50%

0.45% 250 0.40%

200 0.35%

0 .30%

150 0.25%

0.20%

100 0 .15%

50 0. 10%

0.05%

0 0.00%

1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999

1- Theft ol commercial vehicles • % R&overed 1

@ EC MT, 2002 67


Conclusion

Overall, data was provided for 22 countries regarding the theft of commercial vehicles while 9 coumrjes were able to give information regarding the goods stolen with or from these vehicles. The values of vehicles and goods sto len was reported by 7 countries. The most detailed information over a significant period of Lime (7 and I I year) regarding the theft of goods stolen and the value of those goods \.vas given by Estonia and Northern Ireland.

'TI1e following graph shows the percentage change for commercial vehicle thdlS in l I countries over the 5 year period between 1995 and 1999: 9 of rhese countries showed an jncrease while two had a decrease in the number of commercial vehicles stolen (in theca e of Austria, there was an incr~se of 27% in 1999 over the previous year). The average overall increase fo r the 9 countri es \vas 20% over Lhe live year period.

Figure 19.

Percentage change in Commercial Vehicle Theft in

Europe between 1995 and 1999

Hungary I 50.1

Czech Republic I 44.2

Estonia 1 20.7

Greece I 15.6

Sweden 1 14.5

Netherlands 1 14.5

Denmark p 7.5

Germany p 5.9

Nthn Ireland p 5.3

Italy -73.2 I

Austria -75.5 l

68 © ECMT, 2002


S. STATISTIC AL ANALYSIS AND OVERVIEW

5.1 Introduction

This section focuses on the overview of data in Europe. Due to a lack of conformity, the data ma<:le availabJe in lhi ection is an aggt'egate of all the nationaJ statistics into a general overview. The issue of police statistics has been d.ebated in deutil i_n the Criminal Justice arena in Europe. Thus, with the understanding that the categories of vehicles ( < 3.5 tounes and/or > 3.5 torm~) vary fl:om country to country, the foHowing caveat L essential reading before making any decision about the ·validity of the statistics shown in this section.

Police statistics

An i sue of importance when looking at the stati ·tics of vehicles stolen is the percentage of crime reported. Specifically, ••police statistics do not in themselves provide a good measure of crime7

• One reason is that llle victims may choose not: to report the crime to the police or even be aware that they were a victim. There may be other reasons for not reporting an offence: it may be sel.f-incrimio~tting or rhe victim may think that nothjog is to be ,gained by repotting (e.g. the victim expects the police not to be able to solve the theft or return the stolen goods). Whatever the reas<m. if a victim did not repo1t and the police djd not learn of the offence fmm another source, it will nof be recorded, thus nor counted in police statistics."

Even when a crime is reported to the police, it might not be recorded in police statistics. The mmn reason being that after initial inqui ries the police ITlUY consider lhat the event reported did not actually constitute tln offence.

The position of the police in the ctimiltaJ justice system i:s not only relevant to the extenr in which crime recorded at police level may be seen as a measure of the input into the criminal justice system. It may also directly influence the number of offences recorded and their classificati.on. In some countries, police may be quite independent in its activities, wbil.e in others they work uoder the d ose s upervi.s.ion of the prosecutor or cotJrt. Secondly~ the police may have the power to label the incidences they investigate as specific offences ot: they may have to leave it to the prosecution.

Another issue is tb.at of "multiple offences": one offence can consist of several offences. So it i neces · ary to know whether tbe offences committed were counted separately or \vhetllcr the principal offence .rule was applied (ouly counting the most serious offence).

7. European Sourcebook of Crime and Criminal Justice Statistic.~, July 1999 Chap. I l.k l.l Police statistics as a measure of crime: para 2,. 3, 4 and 8 Chap. l .A. I.3 Counting offences andl offenders: paNL 10. P-~ges 29, 30 ~nd 31.

© ECMT. 2002 69

Materijal zasticen autorskim pravorn

5.2 Statistics and incidences

The questions were divided into ·five spec·ific areas of interest~

- Incidences of theft and recovery of the Yehicles and/or trailers

Incidences of theft and re.covet-y of the good~ either with or from vehicles and/or trailers

- The value of the vehicles and/or trailers stolen

The value of the goods stolen either with or from rhe vehicles ncod/or tnlilers

- 11-te categories of goods stolen either "' ' ith or ft om the vehide..<ii and/or trailers.

Recording of theft of J.relticles and t.railers

Theft of vehicles

The categories of vehicles are broke1~ dow11 by gross vehicle weight, the reason for this is to identify the type of vehicle to len. Till" is because the siz.e uf the vehicle could help to give an indication of the nat1rre or nationality of the theft Smaller commercia] vehicles, for example van , are more likely to ·tay within a countty, because of the maximum volume of goods that any such vel:'ricle .could can-y, It i reasonable to assume tbat a commercial vehicle under 7.5 tonues would not be used frequently for international transport.

Vehicles weighing les.s th(m 3.5 tonnes - these vehicles refer to vans

Only 7 countries. were abJe [O define theft of vehlcles under 3 .5 tonnes. The importance of thi.s category is to separate vans from cars (w·bich normally have the same gross vehicle weight) and also trucks which weigh more than 3.5 tonnes. Overall, light commercial vehicles make up 10% of the light vehide pare which refers to cars, vans, multipurpose vehicles, pickup , 4 x 4s and sports uti .lities.

Table 6l. T heft of vehicles (weighing less than. 3~5 toun:es)

1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999

Be 1 g,imn"' I. 287 1509 1 659 'f :854 2. 086 2075 2298 England & Wales 47 181 Finland 925 I. 092 l 193 France 32 927 32 814 Ireland 110 121 160 131 145 120 103 84 Il8 90 Netherland 3047 3404 Poland 2 212 2 847 3200 3 746 5 477 6 128 7 250

* ln f!rit.lciple < 3.~ tonnes far l'h~ _year 1993 to 1.99~ o~ly.

70 @ ECMT, 2002


Vehicles weighing more them 3.5 tonne.s·

Non.e of the countries studied were able to separate out the gross vehicle weight of theft of 1nore than 3.5 to.nn.e · from more than 7.5 tonnes. Consequently bo£h categories have been combined in order to analy e the available data.

Table 62. Theft o.f vehicles (weighing more tbatl3.5 tonues)

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999

Belgium 200 250 279 253 361 343 255 England & Wales 3047 Finl<md J2 86 75 France 628 78g 1346 2 13:1 2229 2 l93 l957 1 973 1 83] Ireland 12 I ., ,.) 18 ~~ l8 14 18 17 LO Luxembourg 1 2 2 28 51 56 44 62 54 54 Netherlands )90 352

orway 29 107 102 99 110 Portugal 42 39 Poland 407 514 631 92J 1639 .l 654 2099 Russia* 31 22 11 37 16

"' Assumed to be comm.ercia.l vehicles over 3.5 ton.nes.

Total theft of commercial vehicles

In 10 cases, there was no indi~'ltion of a bre .. lkdown in categories for ehicJe weight, therefore the foll:owing dat.u are the figures for commercial vehicle theft where no other information was given. In four cases, (Belgium: one year; Finland: 3 years; and the Netherlands 2 years Poland 7 years) botb categories of vehicle \veight were incticatcd in the previous tables and the totals are repotted here.

© ECMT. 2002 71


Table 63. "''otal ·tbeft of .cor:tunerda.l vebieies

1989 1990 1.99'1 1992 1.993 1994 1995 1996 1997 1998 1999

Austria 402 444 623 683 242 253 Belgium 1 577 1 897 2 105 2238 2 638 2 643 2707 Czech Republic 20 183 574 575 619 734 966 1 195 1 llO Denmark 4 133 3 86i 4224 4 793 5 .118 4946 4 566 Estonia 27 37 23 48 40 57 29 Finland 937 1 178 I 268 Gem1nny 22 813 20788 20 613 20 993 21 161 22085 Greece I 407 l 514 1 755 1 953 2 323 2317 2080 Hungary 739 562 326 339 384 374 338 612 769 Ireland 124 133 173 149 168 138 117 102 1"-.)) 100 ItaJ.y 6 655 6 502 6469 6 191 6 204 l 736 Netherlands 2927 3 108 3000 3 167 3437 3 756 Northern Ireland I74 195 257 247 271 243· 215 223 223 228 221 Poland 2619 3 361 3 831 4 667 7 116 7?82 9 619 Spaio 692 654 623 543 9l0 Sweden 2591 2724 2 511 2 263 1930 2046 2 184 2 652 2432 2543

Total theft of vehicles as a percentage of pare

TI1.e pt-evious statistics made available by an countries have indicated that the incidences recorded were representative of all commercial vehicles - either by .including all categories of vehide weight or by indicating that the statistics were '•Lorries" or "Trucks" or "Commercial Vehicles". 'Therefore by presenting these st atistics as a percentage of pare, they should, in theory, give an indic..'ltion of the risk of theft. ReaJisticaUy, the percentages for Belgium~ Denmark. Finland, Germany, the 1etherlands, .Poland and Sweden seem fe.asjble a.s an accurate picture ofCommerc:ial Vehicle Theft, considering all the caveats reported in Chapter 3. The odler countrie indicate t:hat the statistics might only relate to one of the vehicle categories ..

72 @ ECMT, 2002


Ta.ble 64. Total tbeft of vehicles (perceotage of pare}

1989 1990 1991 1992 1993 1994 1995 1996 1'997 1998 1999

Austria 0.12 0.13 0.18 0.19 0.07 0.07 Belgium 0.38 0.44 0.47 0.49 0.55 0.53 0.53 Czech Rep. 0.004 0.04 0.16 0.19 0.19 0.20 0.24 0.27 0.23 Dcrunark 1.33 1.20 l.26 L41 1.48 1.38 '1 .25 finland 0.32 0.40 0.42 Genuany 0.79 0.70 0.68 0.68 0.67 0.69 Oree.ce 0.17 O.J S 0.2:t 0.23 0.26 0.32 0.27 Hungary 0.29 0.19 O. tl 0.11 0.12 o. 12 0.10 0.18 0.23 Italy 0.25 0.24 0.23 0.22 0.21 0.056 Netherlands 0.49 0.53 Northern Jrelaud 0.31 0.34 0.43 0.44 0.43 0.39 0.35 0.34 0.32 0.32 0.3L Poland 0. t9 0.24 0.27 0.33 0.49 0.54 0.66 Spain 0.03 0.02 0.02 0.02 0.03 Sweden 0.84 0.88 0.82 0.15 0.64 0.66 0.70 0.82 0.72 0.74

Commer:cial l'elzicle pare

It i · useful to know the pare of vehicle · or vehicles in circulation:. 10% of all vehicles a.re light commerdal vehicles or vans. while only I co l .. 5% of aU vehicles are comn:'lerciaJ vehicles wei.ghi.ng more than 7.5 tonnes. This helps us to identify itnd understaxld the risk of vehicle thefl. If the theft of vehicles is presented as a percentage of pare for each country,. then it is possible to establish the risk factor by nntion and thus jt enables us to begin comparing risk.

© ECMT. 2002 73


~ Ill -(1) ...., -· Ill -N Ill tn• ..... -· (') (1) :::l

Ill c -0 .... tn ;J":" -· 3 -o ...., ~ 0 3

:[!!

Tableau 65. Commercial ~·ebicle pare by country

1989 19-90 1991 1992 1993 1994 1995 19-96 1997 J~98 1999

Austria 277 473 285 567 295 408 308747 317 883 328 108 338 040 343 615 353 187 364734 369000 Belgium 367 306 386 341 402 746 413 &62 419 657 430 172 445 755 459 541. 476 755 501. 967 507000 Czech. Rep. *** 327 528 335 000 SOl. 899 460 691 354 690 308 914 329 414 376 022 402 353 443939 475000 Denmaii<. 293 523 292 719 297 780 304 984 3 .ll 756 321 492 334593 340 750 346 701 357 772 365 000 England& 3Wl 870 3134 714 3066068 3046266 3013540 3019039 3047707 3075987 3 142 758 321 1 249 3250000 Wales* Estonia 83 100 86900 Finland 262 255 284 876 286 558 285 506 274 821 270 308 272301 278 237 2.85 742 295 827 301000 France 4 680 000 4 840 000 4 94l 000 4 959 000 4 989 000 5 062 000 5 H6 000· 5 173 000 5 298 000 5 418 000 5 610 000 Gennany 1843636 1919 150 2643911 2585457 2753381 2872913 2976 440· 3036902 3090335 3178438 3211000 Greece 697 857 700 000 750000 784 284 811 687 855 102 847 538 850 000 893 iOl 729000 760 000 Hungary [81 062 289 210 25 I 999 289 926 296 212 297 000 31 J 981 322 085 334 242 331 269 333 000 Ireland [30 020 143 166 148 331 144 798 135 225 135 809 l4 I 785 146 601 158 158 170 866 177000 Italy 2234469 2416772 2519621 2605948 2643737 2713448 2788 432 2840000 2920000 3020000 3100000 Luxembourg 16 776 17 000 19 535 22895 22425 26069 27 144 28017 28454 29 673 30200 Netherlands 544 897 570 007 592172 632 588 666 981 675 348 646 336- 643 607 684000 697 399 707000 Northern 56000 57 669 59148 56 155 62906 62746 62272 66421 70534 72210 73500 Ireland Norway 300 2I2 308 299 3 11 063 314 882 323 387 335 779 349 504 358 128 3n012 390 829 401000 J>oJand l 406 920 I 400 000 l 410 000 I 430 0{)0 I 440 000 I 448 00.0 1 452 000 Russia** :8 4()0 000 8 500 000 8 595 000 Spain 2l6242l 2332928 2495226 2649596 2735144 2825747 3024246 3151904 331.0095 3509 751 36400()0 Sweden 294 901 309 520 309 807 304 630 301 867 303 541 307 709 311 751 321749 338 320 345000

* Inc.lt~des ScotJand. *"' Includes Belarus and illtrailne; Source: M·otorparc Published by tire Society of Manujact«rers and Motor Trcu:lei"J', Great Britain .1989· 1998; France 1999 lmmral a 'Automobile,· 1999 dctta from Pemberton Associates. *** prior to 1995: includes Slovakia.

Theft of 1raiters

Th.e only available .infonnation relating to the theft of l:'r'.t.Hers is reported here and from tbe iuformation received" only four countries include trailers in the national couut. The data from England and \Vales are not a. national representation, nor the figures for Russi~ which were reported by the Russian Insurance Association.

TabJe 66. Theft 0'( trailers by ,coon try

1994 1995 1996 1997 1998 1999

Czech Rep. 47 45 47 68 78 81 England & \Vales"' 197 101 Estonja Finland 719 703 Nof\vav

• 10 21 37 19 29 21 Netherlands 201 170 173 166 Russia 21 17 7 23 5

* Essex Police. 1999 = 9 months only.

Re<.:overy of vehicles stolen by categOIJ'

'l11e following tables represeut all the infonnation regarding the ret~very of vehicles and trailers as repmted by the cow1tries responding to the questionnaire ..

Tableau 67. Rcc·overy of vehicles stolen by category

1993 1994 1995 1996 1997 1998 1999

< 3.5 tonnes Belgium 783 837 925 1 176 1 211 l 238 1 347 England & Wales 19344 Finland 791 910 1 Ol8 · etherln:nds 1405 1 764 1498 1459 1456 1409 Poland l 09:1 1 159 1 344 1 530 1928 2512 3 172

>3.5 tonnes Belgium 1.08 132 162 l53 194 182 152 England & Wales 365 135 Finland 72 67 Netherlands .1 63 Poland 175 222 281 316 479 572 S60

* Refers to Essex Pohce Lo~ Load desk.

© .ECMT. 2002 75


Recave.ry of all commercial vehicles

Table 68. Recovery of aU commercial vebides by country

1993 1994 1995 1996 1997 1998 1999

Austria 257 268 440 445 132 131 Belgium 930 I 050 l 155 1406 i 530 l 535 I 576 Czech Rep. 151 193 194 247 368 429 381 Estonia 2 IJ 5 13 15 16 12 Finland 791 982 .l 0'85 Germany* 20500 18700 18600 19000 19000 20000 Greece I 036 I 069 j 253 1 390 l 672 I 471 J 275 Hungary 162 134 139 Ireland 4 8 ll ll 9 Italy 3275 3267 3482 345& 3 317 935 Luxembm1rg 6 6 38 10 10 Netherlands 1 572 Poland l266 L 381 I 625 t 906 2407 3084 4032 Spain 335 610 Sweden** 2026 l703 t 844 [ 928 2324

* Estimated: u As reE_O>rled b~ Em'02o1.

Recovery of trailers

Only four countries were able to give informarion regarding the recovety of trailers.

Table 69. Recove.ry of trailers by oountry

Czech Rep. England & Wales* Finland Netherlands

.* Refers to Essex Police Lorrx Load dest .....

S~3 Value of vehides and trailers stole.n

1994

14

1995 1996

21 22

1997 1998 1999

41 38 49 40

372 342 53 6(

Only 5 countries provided details of the value of vehicles tolen. The quality and quantity of the infonnation varied considerably from ·Country to country. The most comprehensive was provided by Estonia and · orthern Ireland. Estonia gave 7 years of data relating to 95 vehicles which showed that the total value of vehicles stolen over that period was 757 000 Eu.ros which was an average of 8 000 Euro per vehicle. For Northern Ireland the lotal value of vehicles stolen over the 11 years

76 @ ECMT, 2002


reported was 19 million Euros. This refetred to 2 503 vehicles and the average value per vehicle was very similat .to Estonia: 7 500 EUI:os. This indicates the importance of lr..nowi.og the category of veblcles and their age, because that would help to ascertain the risk facl.or and type of vehicle typically targeted by criminals. The average value of Heavy Goodn Vehicle stolen in England and Wales rn 1994 is 18 400 Euros while the average value of Light Commercial Vehicle · was l 0 J SO Euros.

Tabie 70. Value ofvebicles and traUers stolen in England and Wale.s

1994 1995

Overall Average

56 millions 18 400

34.0 millions 10 180

Tabl.e 71. Valo.e of vehicles and trailers stolen (Essex J'olice)

Overall. Average Number of vehicles/trailer ·

1999

2.9 million 37 000

78

Table 72. Value of vehicle.' and traU(!rS stol(ln ill Estoula

Overall (000) Average (000) Number of incidences

1993

40 4 Il

1994

63 5

12

1995

39 4 9

1996

54 3

20

1997

35 2

14

Table 7l Value of vehicles nnd trailers stolen in Luxembourg

1~94

Overan 2.5 millions

© .ECMT. 2002 77

1998

289 16 18

1999

237 22 l l


TabJe 74. Value of vehicles an.d trailers stolen tn N<n1be.m .IJ.·,eJaud

1989 1990 1991 1992 1993 1994' 1995 1996 1997 1998 1999

Overall (000) 946 l 234 l 733 1510 l 791 2 199 1 609 2 102 1 766 1 928 2088 Average 5 435 6 330 6743 6 1.15 6 607 9047 7 484 9426 7 921 &456 9 1% Nmnberof 174 195 257 247 271 243 2l5 223 223 228 227 incidences

5.4 Value and incidences of theft of goods &~om or with vehicles

The following infonnation wa~ received from 7 countries. Denmark, England and Wales, Estonia, liungacy, Lu embourg, .,orthern lreland and Russia. h is an overview of all the information provide-d by these countries on the theft of goods either from or '>Vit.h vehicles aud. the value of these goods.

Estonia reports thefts from vehicles and although the incidences are significant ( 4 2 632 over 7 years), the average values of goods toleu over this period. is moderate: 442 Emus; whereas in

orthern Ireland the average value for thefts from vehicles over {he l l years reponed was much higher at 955 Euros.

Greece reported the types of U1efts and aggregate values betv.reen 1997 and 1999 but. did not state whether these thefts were from or ·""~th vehicle . The tQtal va1ue for the three year period for all good stated w~<> 7.3 million Euros.

Pot· Denmark and Luxembourg, it is tlOt clear whether the goods were stolen ftom or ,~·itb the vebicle, nor i n tbe cnse of Luxe!llbourg whether the values reported represented an isolated incidence or we.re the sum of a number of incidenc,es. Denma1·k reported 2.5 million Euros as losse ft,r 24 cases. In the case of Denmark and Russia, the data came from Insurance companies.

For England nud Wales, the police recorded the value of goods stolen either v.ri th or from vehicles at 5.4 million Euros in :l994 - this relates specifically to thefts \v.ith or from Heavy Goods Vehicles of 1t1ore than 3.5 totmes, while the values for goods stolen in 1995 (52 million Euros) relates specifically to Ught commercial vehicles. The significance of this information is that as expected. the average for thefis from Heavy Goods Vehicles is ruucb Wgher (av. 1 l 100 Euros) than theft from Light Commercial Vehicles (av. 2 900 Euros). The data from the Essex. Police, which refers only too Heavy Good Vehicles, js far more detailed and shows that for J998 and the 9 mon.ths Jan to Sept. '1999. 95 million Euros worth .of goods \.\'ere stolen with an avetag:e value of 62 500 Euros. This relates to l 572 incidences and covers rbeft from or wi th the vehicle and also i.ncludes hijackings. robberies.

TI1e information received from liung.ary and Ru sia is not comprehensive and suggests that these incidences may be theft from vehicles. Total va lues of theft for 9 years in Hungary was reported as 137 000 :Buros. with averages of 15 300 l~uros per ammrn. The same applies to Russia. \Vhere there is infonnation relating to the average values per incide nce. (av. 938 Euros} the value is very similar to

that of Northern Ireland- where the incidences of theft from vehi.cle.s was recorded. However~ this an a su.mption.

What is apparem is the value of the information per se. If data were availahle from each oountry at the level of those suppHed by Estonia, The Essex Police in England and Northern Ireland. then it

78 @ ECMT, 2002


woul<t be of enonnous benefi t to !he autbmities to understand the magnitude of c rime at national and a:t European leveL

5.5 Value of goods stolen with or .from C'Ommereial vehicles

Only 8 counr.l'ies were able to provide information a.bout the value of goods stolen. The infonnation for 2 countries crune from lnsurer:s. All the values have been converted into Euros. In all cases, it is assumed that the goods were stolen ej·ther \Vitb or from the vehicles. The tables indicate the overaU value of the goods stolen for the number of incidences reported. The average values are determjned by dividing the number of i.nciden.ces by the overall value.

Table 75. Value of goods sto.len with or from commercial vehicles in Denmark {ln>Suranoe)

Overall value Average Number of incidences

1996· (miUi~ns)

4.5 1.5

3

1997 (millions)

IS.& 1.9 lO

1998 (millions)

20.6 2.6

8

1999 (millions)

l 1.9 4 3

Table 76. Value of goods stolen witll Q,r from cmnmercial vehicles .in England aud Wales

Overall value Average

1994

5.4 mi Uions 11 lOO

1995

52 millions 2900

Table 77. Value of goods stolen with or from commercial "'ebicles (&-sex Police)

Overall value Average Number of incidences

1998

29.4 mi llionl; 67000

439

1999

65.6 mi Ilion..; 58000 1 133

Table 78. Value of goods stolen with o:r from .commercial v.ebic.les in Estonia

OveraH value (in millions) Average Number of.indclences

© ,ECMT. 2002

1993

1.4 361

3 887

1.5 348

4354

79

1995

2 367

5 667

1996

2 362

5 4 13

1997

2.8 344

6 012

1998

3 35.5

7 958

1999

4 8 . ' .

515 9 341


'fable 79. Value of goods stolen with or from oornmer.cial vehicles io Greece (1997~1?99)

Food Electrical & Household EJect1unic Alcoholic drinks Metal Clothes & 'Footwear Misc. Cigarettes

Total

Value in E u t O'S

57 I 192 375 642 658 643 111 070 359 795 289934

4 864 69 1 193 790

7 348 961

Table 80. Value of goods stolen wUb or from commercial vehicles ln Hungary

1991 1992 1993 1994 1:995 19% 1997 1998 1999

Overall value 3 965 12 503 3 965 6 566 8 816 11 856 8 555 37 003 44 663

Table &1 . Value of goods stolen "ith or from comn1erdal vehicles in Ltuembourg

Overall value Number of incidences

1989

8 millions 1

1994

1.2 m.illion 1

1997

24 millions l

1998

21 InHHons l

Table 82. Value of go:ods stolen with or from commercial vehicles itt Nortberu b·eland

1:989 19:90 19:91 1992 1993 1994 1995 1996 1997 1998 1999

OveraU value 179 189 269 424 372 432 331 665 525 496 990 (000s) Average 627 591 738 l 009 730 J 10 I 844 1329 'l 154 ( 050 1 337 Number of 285 320 365 420 5t0 392 343 500 465 472 740 . . d met "eoces

80 @ ECMT, 2002


Tableau 83. VaJo:e of goods stoteo with or from com.merdal \Tehicles i:o Russia

Russia (liability Insurance) Overall value (000s) Average Nmnber of incidences

Russia (Cargo Insurance) Overall value

1995

57 400

5.6 Type of goods stolen fr-om or with vebi~les

1996 1997

251 400 967

26

1998

246 150 492

50

1999

339000 1 356

25

79 300 161 700 486 000 14 7 000

Information was received from 7 cmmtries relating to the theft of goods either from or with vehicles. Demnark~ Eng.land & Wales (Essex Police), Estonia~ Getmany, Lttxembourg, Netherlands and Russia:. However, ()OJy 3 of these couotlie · (Estot'l.ia. Getmany and the Netherland$) had sufficient .infonnat.ion to determine preferences of goods by thieves. The data for England & Wales came from the Essex Police, therefore is not representative of the country. also the data for 1999 refers to only 9 months.

The information shown in the four following grophs suggest that the preferred goods to steal from or with Commercial Vehicles are Elec11ical or electronic gnods and clothes and 'footwear. Aloohol and . . ' c1garettes are not a pn.onty.

© .ECMT. 2002 81


Electrical/Electronic

Clothes/Footwear

Household

Aloohol

Food

Cigarettes 11

0

Clothes.IFooJWear

Food

Electronic

Cigarettes 11117

Electrical 1181

Alcohol 1176

Metal IS

D

Figure 20.

Preference of Goods Stolen (Essex Police) 1998-99

-4111

376

500

125

103

so 100 150

Figure 2].

Preference of Goods Stolen in Estonia 1993-1999

I I

1000 1$00

82

156

I

2000

223

201

2(10 250

251M

3000

@ ECMT, 2002

Mat nJal zastrcen autorsk ' tavom

.

Electronic

Clothes/Footwear .

Electrical

Cigarettes .

Alcohol .

Food .

Metal

Household -

0

Electrical

Clothes/Footwear

Electronic .

Food

-Metal

Alcohol

Household

-Cigarettes

-

0

©ECMT, 2002

r

5

Figure 22.

Preference of Goods Stolen in Germ any 1999-99

I I

117

117

15

10

10

10

IS

10 15

Figure 23.

I

20

Preference of Goods Stolen in the Netherlands 1996-99

I I I ' I

167

,)46 •

t 41

J 32 •

115

I 15

114

•

20 40 60 80

83

I 2-d

25 30

J 11 2

100 120

Mat nJal zastrcen autorsktm pravom

5.7 Value of goods stolen- a case study of 13 companies

Determining me value of goods stolen from vehicles from the individual counlries in Europe has been very difficu lt and the results do not allow for any realistic analysis. lllis is mainly due to d1e fact that the authorities gathering i nfonnation relating to the theft of vehicles do not necessarily keep infom1ation about the contents of these verncles. Wru le it would be auspicious if authorities could keep that information, it would involve co-ordinating data from the private sector from a vast number of sources. Understandably rhese authorities would not have the funds nor the man power for such an enonnous task.

The problem therefore a.ises: how can we determine the value of goods stolen from commercial vehicles? Also. what impact does this type of crime have on road transport?

In normal circumstances, individual companies within the private sector do not make thei r losses pubtic for fear of negati ve pubticity. 'TI1is is understandable as no company wishes to divulge to competitors that U1ey may be losing money. Equally insurers do not normally pLlblish statistics relating to the value of lo scs of propcJty dliOugh theft. So in these circumstances, it is ncccs ary to rely on the goodwill of individual companies or associations to get that type of information.

However, the impact of freight theft including theft from commercial vehicles in Europe over the last few years has been so financially damaging to high-tech manufacturing companies, that they have formeD an association called TAPA EMEA8

• Frustrated with th~ perceived lack of poHce support and concemed about the losses their companies are suJfering from, they decided to protect Lh~mselves from the persistent and lising number ofthefts from vehicles transporting their products in Europe.

ln order to measure the level of theft and the damage it causes, this association commenced gathering statistics. The following chartc; and tables are the results of 14 months of data relating to 13 companies. Overall however, tht! bulk of the losses refer mainly to 5 of these 13 companies. In toral , these 5 companies suffered losses of 23 million Euros (72% of lhe total value lost by all companies) from 96 incidences (64% of the totaJ number of incidences). This may be due to the fact that these companies appear to have been more consistent in providing details. \Vhat is clear is that this data only provides a very small window of opportunity to calculate just how problematic the theft of goode; from vehicles in Europe may be.

TI1e data reported in the following tables is a collation of infom1ation about thefts over the period September 1999 to December 2000. The type of products stolen were aJl of high value: mainJy computer equipment and related peripherals, or mobile tckphoncs. OvcraU there were 150 incidences during this period, of which 38 (or 25%) were hi-jacks. The totaJ value of known losses (some of the thefts have yet to be quantified) was US$ 34 million or 32 million Euros.

8. TAPA EMEA (Technical A sset Protection Association - EMEA) was formed last year from a group of high tech manufacturers which originally got together a l end of 1999. TAPA EMEA is a parallel o rganisation with TAPA US- (see their website at www.tapa3.org) and was set up to protect their freight as

it moved in the supply chain through Europe (i.e. they are all SLtffering losse and working together to reduce them). They are mainly US bMed companies and have about 20 members a1 presen1. Projects are I) inLroducLion of agn.:cd minimum freight security standards for frt.:ight forwarders handling their fre ight which they have played a large part in drawing LJp; ?) improvement of information exchange/ liaison on freight theft bet\veen themselves and particularly with Jaw enforcemelll. This one is a Europe only project.

84 @ ECMT, 2002

N.B.: The quality and reliability of the data is relative to the consistency of gathering statistics by each individual company and should not be used for comparati1•e purposes. It is intended simp!}' 10 derennine 'rvhether there is suffidem information to raise co1u·em ahout I he theft of goods in rranspo11 in Europe. (Member companies are inconsistent in reponing, and some do 1101 report anything. E.g. a separate exercise was carried ow to determine total figures from TAPA members for thefts from Schiphol airport between January and June 2000. The total for the 6 months was at least $3.8mjusr from that o11e point.)

Figu re 24. Number of Incidents

Number of Incidents between September 1999 and December 2000

20 r-

5 3 -

2 - 1 ,..... n

Processor~~ Mobile phone Components Office PCs Laptops Supplies Computer systems P1inters Peripherals

Total

© ECMT, 2002

Total : 150

12 11 11 1 1

10 - , r- r- -

r- 8 -3 r-

Table 84. Type of p roducts Stolen

Value in US$ (Millions)

10.4 9.4 3.8 3.5 1.9 1.5 1.5 1.2 0.7

(31.9 Million Euros) 33.9

85

22 -

12 13 --

6 ..-

Number of Known Incidences

28 18 II 28 16 7 7

15 20

150

Mat nJal zastrcen autorsk ' t avom

Hi-jacking Vv arehouse En-route Truck parks Jump-up (break in)

Total

Table 85. 1'ype ofUJe:ft

Valu.e in US $ (Millions)

15.6 8

6.7 3.7 0. J

(31.9 1illion Euros) 33.9

Number of known incidences

38 28 58 21 5

150

111e ty(Je of theft is clo ely li.nked to the vnl'ue of" the goods stol.en. tn the case of I:1J.jacks these ind.dences represented 25% of all the thefts nn.d 46% of the v.o.'llue of tbe goods. stolen.

Country

France United Kingdom ... Italy · e therlands Belgium Gemllllly Sweden Turkey Spain Rest

Total

Table 86. Value of goods stolen by country

Value ln US $ (000)

13 398 694·8 2 633 2 623 2 373 2077

722 561 48 1

2 H l

(31.9 Mi11ion Euros} 33.9

Numher of Known In.ddenees

34 43 8

13 6

11 3 I 7

24

!SO

Overall, 19 cotmtries were represen.ted in this a.naJysis (throe were not European oou.ntries and bad a rotru loss of US$ 21.7 000). The country wtrere the highest value of goods were stolen,. was Fmnoo with a toml of US$ 13.4 million tolen: US$ 9.7 million were through hijacks. 'Ibere were five other hijacks in France but the value of the goods tolen i unknown. However, the average value of the goods sto.len by hi-jacking was US$ 966 400.

86 @ ECMT, 2002


Table 87. 1'be 'top ten products stoJen by value

Type of stolen pr<lduct Type of theft Value in US$ (000)

Mobile Phone Mobile Phone M· Processm· M-Processor M~ Proce~ sor Supplies C-Components Mobile Phone c~components

Computer

Total

Hijack Warehouse

Hijack Hijack Hijack Route

\Varehouse Hijack

Warehouse Hijack

4000 2 125 t 800 1538 1500 I 300 I 000 943 733 700

US$ 15639

The infonnation provided by these companies has given us the opport:uniry to have an insight into their problems cau. ed by the theft of good from vehicles in tran ·pmt. TI1e need now arises to make futtheJ investigations in the transport industry in Europe to quantify and qualify losses slrffered~ uot only by tbe private sector but also by govemments that impbcitly lose revenue from tax and customs duties. If 32 million Enros 'is repre.sent<ltive of on.ly 13 companies, then the overall. losses .from both the private and pubUc sector must be considerably higher.

6. CONCLUSIONS AND RECOMMENDATIONS

6.1 Conclusions

The overall response to tbe inquiry has been encouraging in the en e that it indicated that data are available. TI1e..~te data come from a variety of sources but in the majority of cases they are provided by tile police or Internal Affairs Ministries. ln orne cases insuraoce data were available.

'TI1ere are variations in how each country defines the dift~rem categories of vehicles. While comparisons were o.ot possibLe between countries~ the trend data showed tha:r the percentage change f'Or commercial vehicle th.e:fts (comparing lik,e for like) in I I countties over the 5 year period 1995 ~md 1999, showed that 9 of these oountties increased whlJe 2 had a decrease (however one of these two countries showed an increase of 27% in 1999 over the previous year). The average overall increase for the 9 countries was 20% over the tive year period.

The infom1ation from the indi vidunJ countries is poor on the value of vehicles and the goods stolen. Although it was not possible to give an overview as lO the total cost of theft, lhere is sufficient

© .ECMT. 2002 87


detail to give information regarding the average va.lue of vehicles stol.eo where countries provided in.foonarion about the theft of goods either fmm Of" with vehicles and the value of these goods.

lnformution from the private ector shows alarming levels of tbetl in terms of values and it also demonstrates the le.vel of violence used in stealing these goods. Thirteen companies suftered losses of 32 million Euros frorn only 150 incidences. Twenty five percent of these incidences were hijacks which represented 46% of the toULI value of goods stolen.

The value of the vehicle was very clifficulr to assess because of rhe uncertainty of the type of vehicle category. The best exmnple was Jorthern. Ireland, which gave .oonsi ~tent data over an 11-yea:r period. The average value of the vehicle was 7 500 Euros. The two studies can'iecl om in England a1:1d Wales for Hea.vy Goods Vehicle '"rheft and Light Commercial Vehicle theft suggested an average value of 18 400 Euros fur Heavy Goods Vehicles and I 0 200 E.uros for Light Commercial Vehicles.

The problem of vehicle and goods theft is undoubtedly an important one for shippers. transport operators and the police. However, it is or1e of many competing issues and is om necessarily ~l priority for police, in pruticular the g1Hhering and analysing of information on the copic. As a result, .mo t <>f the syste.ens set up by the authorities in each of the countries analysed are intended for operatiorlal pu..rposes and do not necessarily take into consideration the benefit of an~1lysing the data. TI1e present qu.antity and quality of information frotn the public sector in the theft of vehicles and goods does not permit reliable analysis of trends or international comparison. Hmve.ver, limited information made available from a: smaU group of high tech companies operatiog in Europe demonstrates there ·is an alanni.ng muuber of incidences of hijackiugs related to vahlable loads of goods being stolen from vehicles throughout Europe.

6.:2 Recommendati()ns

The gathe•ing and conation of data and info1mation fo r this report demonstrat-ed rhar furth er time • 0

and effort is required ro understand cJea:rly the .extent and nature of oommerchtl \~ehicle theft ~tnd the theft of goods from these vehicles in Europe.

The tatistics and methodology used in each coumry differ and effort need to be made to improve their comparability . Further work is needed to understand the underlying differences in the recording of the timing of thefts and the definitions used for exmnple whether misappropriation and or temporary use is included or not.

In order to have d~ta for analytical use, cwo layers of information are :requlred.

a) The first la.yer or primary data hould cone-em vehicle:

- the make and model of vehicle:

- Registration tuuber and Vehicle Identification Number (VlN)

- Description of type. of vehide (include Gross Vehide Weight) as follows:

• 3j lonnes and under. These are nonnally defined as Vans • Over 3.5 tonne . i.e. nonually defined as Heavy Goods Vehicles, these vehicles are

divided into t\vo categories: Articulared: this is when there is a pivotal point between the driver·'s cab (also called tractor) and the body of tbe vehicle .. Rigid: ~~, th the cab and body b:uilt onto the same chassis unit

88 @ ECMT, 2002


Trailers or containers: these are attached to tbe Articub ted Vehicles, These can be separated and removed with the nse of another vehicle.

b) Secondary information should l'e(luest:

- The location of t be theft of the vehicle - Tb.e location of the recovery of the vehicle - The mode of theft:

• Theft using technology to emer vehicle • Incidences of Violence • Hi-jacking • Use of weapons

c) The category of goods stole.n. from the vehicles (Tins shouJd be kepi ro a simple (:isr of products) for example:

- Electronics or e lectrical - Clothes and shoes - Food and bevemges - Household goods, i.e. cl.eatring products, toiletries. garden products - Alcohol - Cigarettes - Other (please state)

(n1e poss ibility of using international goods classifications might also be studied)

As rhese databases are own.ed by the police or related bodies, collecting, an.alysing and publi&bi11g data on tbe topic of theft would logicaUy be their responsibility. However. this report has identit1e.d two fundamental issues which these authorities are not in a position to resolve. The fu-sr i comparability of criminal 'tati tics, the second is the categorisation of vehicles and risk factors. Progress needs to be made on both fronts if better data are to be obtained.

Wl'U le it would be auspicious for the police and criminal justice authorities in Europe to develop and anaJy e the data from the individual nation • this .is LIOltkely in the short rerm due to a lack of resources a.nd a lower priority for this subjoct. [t remains to find a solution whereby infom1ation is .made available relating to tb.e theft of vehicles aud equally to the theft of go"Ods from these vehicles. The :Mini tries of Transport, Fi.nance and the interior a.U need to know to what extent crime in transport affects their ectors and this can only happen if the problem is measured regularly and methodically.

© .ECMT. 2002 89


Annex 1. Organisations Contacted

TI1e following is a list indicating the country and organisation where the questiorumi re was sent and also indicates the origin of the sender:

Country

Austria Be lams Belgium Belgium Czech Republic Denmark Denrrutrk Engl.a:nd & Wales England & \Vales Estonia Finland Finland France Prance Germany Greece Hungary Hungary Ireland Italy Netherlands · • etherl.ands North<..·rn Ireland Norway Po.rt1Jgal Poland Romania Russia Scottish Exec. Slovakia Slovenia Spain Swedeo Sweden S\'.1tzerland Turkey Ukrain.e

Organisation contacted

Statistics Aust'ria 'fvlin:istry of Transport Ministry of Conununkatioru (Transpo.rt) Statistics Dept tvlinistry of Tnmspmt & Comrm.mications Ministry of Tran~p.:nt Denmark Sratisti cs Home Office: Re earch & Statistics DETR (Department of Transport) Minjstry of Transport Statistics Finland Customs IRES I Ministry of Interior Bundeskriminalatnt University of Athens - Stati tics 'Ministry of Transport Public Proseci.Itors Office · at. Bureau Criminal Investigation Ca.rahinieri Dept. Of Transport The National Police Agency RUC Statistics Unit Statislics UnH Ministry of Justice Ministry .of Transport Mini. try of Transport Fed. Assembly of the Russian Federation Justice Department Ministry of Transport Ministt:~y of Tmn.~p01t Police Interpol NCID Nat. Council for Crime Prevention Federal Office of Tra.nspo1t Mini:!>try of Tnmsport Ministry of Transport

90

Origin of sender

BCMT ECMT BCMT EVTRP ECMT ECMT BCMT ECMT ECMT 'BCtviT ECMT EVTRP EVTRP BCMT Europol EVTRP ECMT ECMT EVTR:P EVTRP ECMT Europol EVTRP BCMT ECMT ECMT ECNIT EVTRP EVTRP EC!\IIT ECMT EuropoJ Buropol EVfRP ECMT ECMT BCMT

@ ECMT, 2002


Annex 2. Data CoUection and Co~operation

Th.e following is a list of national organi ations that provided the information in Seclions 3, 4 ~Uld 5 of this report.

Au tria Belgium Czecb Republic Denmark Esronia Finland France

Germany Greece Hungary Ireland Ita]y

Luxembourg Netherlands Norway Poland Rus ia Sweden 1\trke.y

United Kingdom (Engl. & \Vale ) United Kingdom (Northern Ireland)

© .ECMT. 2002

Orgardsation

Mini -try of Interior Interpol Gendtutnerie-Bureau central de l'echerches Policejni prezidlum/Min.isrry ofTmnspon Rigspotitichefens Afd. Denm.<uk and Danish. Insurance Association Estonian International Road Haulie.rs A· s. National Bureau of Investigation CfLDI/lHR')I Mj nistry of Interior

Bu ndeskri mi nalamt Greek Police Public Prosecutors Oftice An Garda Siochana. Crime Administration

Carabinieri and Polizia Stradale

D.ii'eetion G~neraJe de la Police Grand-Ducale The National Police Agency/ A vc Foundation

St~<ttistics Unit Nors.k Forsi.kringsforbuod JT Dept. of the Polish Police 1-leadquarters Rus ianlnsumnce Dept. Ingosstrakh

Interpol NCID Minist't)' of Tmn~port Dept. of Fol'eign Relations Research & Statistics Department Home Office

0

.Essex Police Lorry Lond Desk Royal Ulster Constabulary Statistics Dept.

91


BIBUOGRAPHY

European Sourcebook. of Crime and Criminal Justice Statistics: June 1995.

European Sourcebook of Crime and Criminal Justice Statistics: July 1999.

TI:1e Natm-e and Extent of Heavy Goods Vehicle Theft: Crirne Derection. and Prevention Series, paper 66. Police Research Group; R. Brown, July 1995.

The arure and Extent of Light Commercial Vehicle Theft: Crime Detecti(m and f?rev:ention Series1

paper 88. Police Research Group: R. Brown, J. Saliba. Februal)', 1998.

92 @ ECMT, 2002


Part fl.

IMPROVlNG SECURITY FOR ROAD FREIGHT VEHICLES

© ECMT. 2002 93


1. SUMMARY OF CONCLUSIONS AND RECOMI.\<IENDATJ'ONS

'U~:e range and sopltistication of anti-theft devices and after-theft systems available on the market is increasing r-apidly; in particular, there are new developments to tn1ck the goods themselves throughout transport.

More goods vehicles are being e.quipped with such devices but goods vehicle crime is still • • lllCl~tll~-

·n1ere are barriers to the wider intnx:luction of these systems and equipment: Hauliern often underestimate the risks; manufacturers do not want to fit them a standard; insurance companies oo not always give premiwn reductions; techniCtll standards do not yet exist.

It is not possible to evaluate the cost effectiveness of the equipment used siuce there is not enoug,h evidence on the extent of crime, or on the way the equipmem is used and works.

Fitting anti-lbeft devices to vehicles and developing after·tbeft systems are only a part of a broader stnttegy to combat road frei.ght transport crime. Such a strategy. to be successful, requires co-ordination and co-operation of many acrors. At present this co-operation is not widely developed.

Recommendations to .transport authorities

1. Set quantified t.'lrg~i for goods vehicle crime reducti.on, in co-operation a,nd co-ordination \vith other authorities.

2. Create partnerships with other authorities and actors - in particular, app<Jiot a co-ordinator of anti -crime ac.ti v:i:ties in the Mi nist1ies of Tm:nsport.

3. Accelerate tecfmlcal work in the framework of CEN and UN/ECE on stMdat'disnrjon of security equipment, on marking of vehicles and components and also work on legal requirements for fitting heavy goods vehicles witb pecific ecurity equipment and on related issues- e.g. accreditation of responsible testing organisations to international standards.

4. In co-operation with the operators associations and the Police authorities examine the truck parking areas in their territory, to , ee what f11rther security teps need to he rttken. Improve these parking at"eas and indicate the degree of protection provided e.g. by a star or grading system. Use such an evaluation to improve further the joint IRU-ECNff booklet oo. safe parking areas.

5. Together wit:h the P'olice and the operators associations provide and disseminate advice and guidance to operators, especiaJly on safe routes, parking areas with high security, precautions to take and ftppropriate equipment

6. Lobby police and interior mini tlies to pmvide more police attention and resources to monitoring, preventing and olving goods vehicle crime.

© ECMT. 2002 95


7. Examin.e the possibility ·Of introducing u1cenHves for meeting minimum security standtvds for goods vehicles at internation•tllevel.. linked to the ECMT multilateral quota.

8. Fo tlow and support developments in technology to track the gmxis tbemselve throughout transport

Re•1uests to other authorities and aetors

J. Operato:rs:

provide security advice r.o drivers on the ri "ks and on good practice for <tcb.ieving high security;

- verify aod monitor security r"eCC>tt:IS of s taff and agency drivers~

- improve depot: and port area secu~:ity, e.g. installation of Closed Circuit TV (CCTV) and disseminate information on the subject to operators.

- continue to participate in a dialogue on fitting devices at manufacturing stage with the objective to improve the level of security of vehicles.

3:. 11tSUrance i11diustrv: -= use their records and data to improve the disseminat-ion of infonnation ou the extent of the

problem;

- provide .advice and guidance to operators on appropdate precautioos and equipmenL

2. INTRODUCTION

A rudy was undertaken with the purpose of:

Providing information on anti-theft devices and vehicle tracking ·ystems and on the contribution they cau make t:o reducing vehicle-related transport crime.

A sessi:ng the cost effectiveness and commercial acceptabUit)l of the vari.ous anti-theft devices and tracking systems currently available.

- Reviewing and reporting on ways in which major European transport ins\rrers. vehicle manufacturers and transpmt comparries could support and encourage the introduction of effective security devict.-s to prevent and minimise crirne in transport

96 @ ECMT, 2002


- Considering ways to encow·age the introduction and utilisation of the most effective devices and ystems, which are supported by insurers, manufacturers and operators.

'111is report is focused main.ly on security for road freight. transpott vehicles and struct1Jred as follows: Section 3 sets out the background and framework to the work. ection 4 describes the existing l.ega.l situation as regards vehicle secwity. Section 5 sets out the range of equipment that is availa.ble now to prevent vehicles being stolen, while Section 6 deals with the equ.ipment and dev:kes that are available to track and recover stolen vehicles. Section 7 couktin.s the general conclusions and recommendations.

This report has focussed mainly on the vehicles. The goods transported an:: of cow·se of equal or often Qf much greater value. Many of the technique· described here protect the goods as weiJ as the vehicles. There is, and this is referred to whei·e relevant in this report, a subst<mtial and growing amount of work being done to protecr and track goods.

3. NATURE OF THEPROBLE.i\•1

The .report providing the available data on the topic shows that tbe theft of goods vehicles and their loads is a. sedous problem resulting lnlo ·es valued at many millions of Euros annually. Though comparative statistics are not reliable-tile data show that in several countries up to l% of the tl.eet L<) stolen ·each year. There is evidence too that the itu.ation i. getting worse in some co.untl'ies and that the crimes rm c.a.refully organised sillce high value loads are tnq,lt!ted. Howe'll-er, the risks of theft vary widely an.d depend among other things on the location~ on tht~ goods can·ied, and on the level of security.

TI1eft of goods vehicle is part of a wider problem. According to 1996 statistics from the European Insurance Conun.itte~e vehicle theft is a serious problem. In nine .tnajor EurQpeatl countries, 1 million vehicles were stolen in 1995. of which over half a million wet"e never reoovered. It is estimated that thi type of crime results in an annual economic loss of over four billion Euro.

Il is a problem that affects many ·Countries and numerous companies. The partial evidence available indicates too thar criminals act in increasingly sophisticated ways at both natioM] and international levels to identify suitable loads. steal them and dispose of them. Tllere is a large "marker'' for toJen goods, and not only high value goods.

TI1e evidence available indicated that this problem is oot given a high priority by police tbrces, though Lhe economic losses are very high.

This repo.rt sets ou.t. soJne of the precautions thai' can be taken by the diffet-em actors involved. Th.e focus of the report is mainly on me aids that tu:e available to reduce the risk of crime tmd to increase the chances of recovery of st.olen vehicles. But, in compiling the repoortJ it became very clear that these aids were only u part of the solution ..

There are numerous actors v.lith responsibilities for rhe safe shipmen£ M goods - the ttlanufacmrers the shippers, the transport operators. the public and private authorities responsible for

© ECMT. 2002 97


ports, stations and other places of transit, the polke. the customs. authorities, rhe im.·urance companies and the different government departments involved.

All of the g.roups named above b.ave responsibilities and possibilities to reduce crime. Actions taken together can have synergistic effects. The technical equipment described later will be more effective \Vben it is used properly aud when it is combined \-vith other measures that create additional difficulties to etiminal.~ . Some of these are set out in Section 7.

The rechnologi ~. sel out here are for £he mos.r part ava.jlable now - often quite cheaply. There are difficulties in implementation including the technical atld legal issues sel out in Sections 4, 5 and 6. But there is a more basic difficulty of getting aU those involved in tmnsport to red.oce the risks aud take appropriate precautions.

4. LEGAL REQUIREMEN1'S, GUIDELINES AND STANDARDS

111is chapter first describes the imernational legaJ requirements for ·fitting security devices to vehicles a.nd the specifications for these de vices. It also describes in ternational and national guidelines. codes of practice and standards in some countries.

4.1 R.egulaticms for secutity devices

UN/ECE and EU regulations prescribe the conditions that vehicle alarm systems must meet; they do not say that such de\'ices should be fitted. Tt1e1-e is no legal requirement in this ru:ea except the necessity to have a Vehicle ldentification Number (VIt\f).

UNIECE

The adoption of international t.wdard for construction and approval of power driven vehicles and their equipment and parts , as wen as the classification and det1nition of vehicle categories is the responsibility of the World Forum for Harmoaisation of Vehicle Regulation (WP.29), which works in the framework of the UN/ECE.

TI1e classific,-a.rion and deli niti.on of power-driven vehides and Lmilers are contained in the Consolidated Resolution on the constructi.on of vehicles (R.E..3), annex 71Rev.2 (document TRANSIWP.29n81Rev. l/Amend.2).

The UNIECB system of Regulations tbr vehicles and their equi.pment a..lld parts functions in the framework of the Agreement of 20 March 1958 (amended as of 16 October 1995), entitled : ·~Agreement concerning the adoption of Uniform Technical Prescriptions for wheeled Vehicl.es, equipment and part · which can be fitr.ed and/or be used on wb.eeled vehicles and the conditions for reciprocal recognition of approvals gr1omted on the basis of these prescriptions" (document EIECE/324-EIECFJTRA · Sl505/R.ev.2).

98 @ ECMT, 2002


There are currently 112 ECE Regu.lations annexed to the 1958 Agreement. Two of these Regulations concern unif01m conditions f'Or type approval of devices inlende.d to protect vehicJes against unauthorised use:

Regulation No. 18: "Uniform provisions -concerning the approval of motor vehicles vr'itb regard to their protection against unauthm.ised use" (document EfECF/324-EJEC:EffRA . S/505/ Rev. l /Add.17/Rev.2).

R~gulation No. 97: "Uniform provisions eoncemin.g the approval of Vehicle Alarm Sy tems (VAS) and of motor vehlcl.es with regard to their a1rum systems (AS)" (docwnents EIBCFJ324-EIECEITRA S/505/Rev .1/ Add.96 and Amend. l and Amend.2).

Regulation · o. 18 concerns mechanical locking dev·ices. whi \..<;t Regulation No. ()7 addl'esses e lectronic alarms and immobilisers. A new Regulation for passenger vehicLes and light-duty vehicles has already been finalised by \VP.29 which ' ' ' ill combine mech!mical a,nd electronic devices. Once the internal European Community procedures have bun completed, this do:emnent will be finalisecl

.· o ECE Regulation exists for the approval or certification of tra-cking equipment installed to protecet a payload and/or for tracking systems. [f installed in vehicles, suc-h ystems would most likely be subject to type approval pursuant to ECE Regulation No. I 0: 1'Uniform provisions conceming che approval of vehicles with regard tn eJectromag11etic compatibility" (docLLment EJBCE/324-E!ECE/TRANS/50S/Rev. l/Add.9/Rev.2 aad Amend. l~ Corr.l); this ECE Regulation is fully aligned with the European Community Dire>ctive 95/54/EC.

EU IJirectiJ1CS

The Vehicle ldentilication Number (VIN) - one of the special security tuarking · - is a fixed combination of 17 alplla-nwneric characters assigned to each vehicle by ·the Lnanufacturer to ensure that every vehicle can be clearly identified by the manufacturer for a period of 30 years. EC Directive 76/114/EEC amended by Directive 78/507/EEC requires all manufacturers trading in the BC to firmly f1x a manufacturer'' plate in a conspicuou and readily accessible p lace on a part not subject to :replacement in use. Among~'t other infonnation, the manufacture r's plate will show the full 17 digit VIN in characters of at least 4 nun in height The above Directives also define ru'les coDcem the 'risibility of the VlN. which components should be marked, and so ou.

ImmQbiliser - Directive 95/56 EC.

TI1e Directive relates to devices to prevent unauthorised use of motor vehicles and amends Directive 74/61/EEC. The directive defines the requirements for a ~~device to prevent unauthorised use ... A .. device to prevent unauthodsed use" means a system det:tigned t!O prevent unauthorised normal acti vatiot1 of the engine or other • ource of main engine power of the vehicle io combination with at least one system wbicb Jocks the steering, locks the transmission or locks the ge.lr shift controL It therefore requires the application of an Himmobiliser ' and a umechnnical Jocl<ing device". The directive also defines requirements for a Vehicle Alacru System (VAS) whjch are optional.

'The scope of the directive applie · lo passenger cars and to smaJ l commercial vehicles. The ·e vehicles have to comply with the requirements of fitting a mechanical device and an immobiliser. A "'VAS" can be optionally fitted. However. if immobilisers or VAS are fitted to other vehicle categories, they have to comply \:'lilh the requ1rements of the directive.

© ECMT. 2002 99


4.2 .European standat·disatiott for after~ theft de'\o1ces

NUinerous new te:ehnologie.s and after~theft systems are ootnjng on the market and aim to supply means and infonnation to law enforcement agencies .i.n order to ret.~ver stolen vehicles. Faced -witJi thl situation. the European standardi ation committee, which deals ·with matters re.lated to transport and road telematics (CENtrC278). has created a Working Group, WG14, dedicated to after-theft systems.

WGl4 bas the mission 10 ch1w1 up European Standards for aftet .... theft systems .in order to harmonise their main characteristics, get maximum interoperability bet\veen such systems as well as specify performance aud security characteristics against attack, with the following .objectives:

- To provide Eu:r"Opean c.overage of detection operations and after-theft systems ervices. given the a.bilitv of vehicles to cross borders.

~ ~

---

To reduce the number of different technologies and h.armonl 'e informati.on thar may be operated by law enforcement ( e.g.: a vehicle sto·len in Gennany must be detect-able by the means operated by French law enforcement agencies).

To facilitate the fitting of these devices on new vehicles on production lines.

To reduce the oost of these devices by a large implementation in Ettrope.

To ensure guaranteed reHabillty .and quality of these Devices (e.g.: to avoid fu.lse alanns .. . ), as a basis for oft'icial accreditation and homologation of these Systems in Europe.

To avoid monopoly po itions.

·wot4 involves about fifty Experts from 18 Ew·opean countries, representing police officer , insurance tts"ociations. car manufacturers, tnmspmt associations, car rental association, consumers representative.<; as well as systems and products providers. Ahro it is working in co-ordi nation with others Buropean and internu.tionaJ organisations such ns EPCWG (European Police Co-operation Working Group) EUROPOL, INTERPOL. CEA (European Insurance Association), VDA (German Car Manufacturers Association) and ECMT/Steering Group ''Crime in Transpott".

'I11e scope of ·tand.ardisation work is restricted to techni(...·tll aspects and does not concern the information e ·changed between the European Law Enforcement Agencies, The standardisation work must also take into consideration the legal rest1ictions jn force in each country sucb as Rule.~ of privacy and protection, safety regulations for e.g. remote de-grading devices.

TI'Iis standardisation work staned in 1997 and has today compiled an inventory of Users requirements in Europe and specified the architecture of these SystenlS. Definition of the standards is scheduled for 2002-2003. though sorne countdes would like faster progress.

4.3 Recommendations, codes of pract.ice

ECtvff Resolutjon · o. <)7/2 on Crime in International Transpmt adopted in Berlin in 1997 contains. particular recommendations in relation to the protection of vehides ..

.. Authorities responsible for vehicle regulations:

- To exam.ine form of vehicle identi:t1cntion \Vhich would mak.e re.n1oval or falsification as difficult as po sible.

100 @ECMT, 2002


-

-

To examine security pnx:edures that can prevent sto len vehicles being given new identities under their existing Vehicle Identification Number (VIN).

To take initiatives to make the alteratjon or removal of a VIN a crime.

To take initiatives to make the curret1t voluntary practice of YIN to trailet · over 750 kg compulsory {based on the EU Directive 76/114 on statutory plates).

To encourage rne voluntary marking of m~~or compooems and the definition. of a common. Et1rCJpeat'l specification for making the YIN more visible ..

- To encourage the development of European requirements. for sec urity features such as effective door and luggage c~mp!utment loeb.

- To take me.:-u;UFes for exchange of computerised infonnation among registration authorities ·with a view to preventing registration of stolen vehicles and othe.r vehicle~relared fraud.

Road U111'lspott opemtors, through their national and int.ernationaJ organisations:

To work on introducing modern communication sys.rems from veb.icles fW.d for tracking vehicles in international. transport.

Vehicle manufacturet-s and equipment upptie.rs:

- To provide impl'oved anti-theft systems Qll vehicles as indicated by EU Directive 95/56 of 8 Novembe-r 1995 and ECE Regulations 18 and 97.

- To exan:tine the possibilities for improving the se~udty of vehicle ktentificatiou systems.

= To test', for example in. the oontex.t of the EU tec--hnologictll progn:unm.es, devices and equipment that can reduce the possibilities of theft or falsifieation.

Insurance companies:

- To encourage and provide incentives to operators to use effeL'tive anci~theft devices and ystems.

To provide informati()tl to operators on these sy tems and on good practice:·

4.4 Natiou.al guidelines

Some countries have issued recommenclations to those involved in vehkle security intende.d especially for manufacturet'S and operators. This detlnes and describes areas of HOY security worthy of aon:;;ideration by manufacturers - peti.meter security . immobilisatioo, <tccess.ories and general equipment, specit:ll securi'ry markings. manufacturer' replacement key policy. Also in the United Kingdo.m the insurance industry has published guidelines (Axa lns'tmtnce) for operators and drivet"S.

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s. P.REVEN'I'IVE ANTI~'l'HEYf .DEVICES

Anti-theft security devices are availabl.e for Heavy Goods Vehicles (HGV' s) throughout Europe. There is a considerable market for pl'Oducts covering aU aspects of ecurity for vehicles and trailers, fi'Om a simple padlock to a fully integrated alarmed and immobilised locking system. Anti-thetl devices, depending em the age of the vehicle, may have been installed at ti111e of manufacture or th.rough after-rnark.et instaJhuion.. They can bt; mechanical, electrical or electronic. There is a wide cho.ice of products including locking devices for handbrakes and steering locks. 'The more sophisticated security ystems require to be installed by accredited in tallers, which .rnay take several hours to be fitted properly. Nowadays practically all new commercial vehicles are equipped with antitheft devices which meet the condition ·of Directive 95r6/EC or the equivalent UNIECE. Regulations Nos. 18 and 97. But no single device is sufficie nt to provide adequate security for goods vehicles.

Auti. theft devices

• Air Brake Immobilisers. 111e air brake lock once activated prevents tbe vehicle from being driven by locking the brakes oo. The activation h.as several metl10ds of operation, switching off the ignition system can automatically set the lock. with or without the driver• · knowledge. The main advat1tage is no additional responsibility for the driver in setting the locking device. Earlier technology relied on the driver setting the l.ocking mechanism separately from the ignit.ion sy r.em. More ophisticated devices are controlled by chip cechnology. The Air Brake locking mechanism may also rely on tbe driver presenting the chip to wntrol the locking device. TI1e chip can be readily concealed, for example ln the ignition key. TI1is technology is also compatible with alarm systems,. includjng the etting of the alarm in a single operation by the driver.

• Alanns. There are two distiuct functions for alarms fitted to vehicles - audible siren and vehicfe hnmobiHsation. The audible alarm i$ to deter the thief by emitting loud noise. The immobilising alarm system activates devices that prevent the vehicle from being driven away. Alarms can include both facilities. audible and irnmobilising. which delays or prevents the attempt to steal the vehicle. The alarms are eith.er ser 1nechanically by a key or similar device, or by using a remote control facility. Both m~s of setting mechnnism ate subject to technological iJr1p1ovement As with !he case of keys, the variations are almost limitless. Current technology can extend the alarm function to other pruts of the veJ'licle, such as the load area of a box van, wbjch can be titt.ed '"''ith sens<>l"S detecting presence in the load-carrying comprutn1ent. .-01:e same sensor systems nlight also be used to detect stowaways during intemationaJ journeys. It is also possible to fit silent alarm and radio paging syst:etns.

The after market: in alarms catel"S for nil eventualities, including attack by cuttjng tl1e wires and the overt problem" of power source"· the vehicles batteries being on open view.

111e alarm system routinely requires a back-up power source in the event of the vehicle batteries being subjected to interference or theft. Unlike bui lding alarms, those fitted to goods vehides have to be robust, designed to withstand extremes of temperature and disturbance caused by road journey including high power tmck wa h.ing.

• Alarm sensors. Alann sensors including panic buttons are components used to activate the act1ta.l alam1 system. These irtclude movemem sensors that, depending on the sensitivity of the setting, \ViU or>erate the alarm function. Ultmsonic sensors work by emitting and receiving high frequency sound waves, any interruption of the frequency pattern out., ide of set limits will activate the alarm

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system. Being sensitive to atmospheric pressure, this type of niam1 sensor is prone to false alarm actiw1tion through lligh winds. In some cases microwave sensors 1:ru1y be more reliable. There are various limitations as to their use ln a loade.d good area. which reduces the scope of the .. ensor.

Panic buttons can be installed. 111e system requires rnonitoring of the sending unit, backed up by the ability to establish where the call hao; come from and its effective use has to be balanced against the availability of response to the .alarm activation. This type of system is rnore common in the cash in tran it industry.

• Cab locks. Depending on the age of the velli.cle. more sophisticated locks are now available to be fitted at the time of manufacture, ol" after, depending on the customers .reqrtirement. Deadlocks or Slrunlocks may require phy icai use of a key or remote controlled device, which can be lio.ked to include the set1ing of an infegroted alarm system. Additional locking security in the cab indudes mechanical devices such as hand brake and steer:ing locks, which are locked in place by the driver. Other security devices associated with the HGV cab, include fuel locks. staTter motor and ignition isolators,

Dcpendiog on the level of security these devices c.an be activated by solen.oids at rhe time of setting tl:le ahum system. These systems are aimed at preventing the physic.a.l driving away of the vehicle with the load secu.rity and alanning an additional coosidef-ation depending 011 the type of vehicle. Cieru.'ly. a rigid box vehicle could have all the relevant ahm11 systems installed linked to the cab system. '[he financial commitment is dependent on the 1oad, or potential goods being transported. Clearly goods valued in excess of Euro I 00 000 should attract approp1iate security • uwesrment.

• Cab tilt locks. The HGV cab unit on a tl"Uck is capable of being tilted forward to allow access to the engine compattmeot of the vehicle. For added security, a.ccess to this urea can be prevented by locking the tilt mechanism.

• Container Locks. Con.t..'liners are the steel structure bo xes routinely used for the import and export of goods by se~l. The containers are compatible with specially COilStmcted trailers for the conveyance of goods of v:imtal every deSCliption and vrdue. Routinely the eontainets are serviced by two doom at one end of the stmcture. Th.e doors are designed to have locking devices and identification (Customs) seals fitted that can be put in place for cross-boarder road haulage. The locks used can be a simple padlock as the lowest level of security up to substantial lodriug devices. securing the doors against sustained attack. The Jocks may also be connected to an audible. sounding alarm to aJert me driver ..

The various locking .systems also serve to prevenc potential thieves from examining the container for goods worth stealing. Conversely, drivers may le~tve the container unlocked when empty or where the goods would not be attractive to a thief. Invariably the containers are the property of a oontaine.r or shipping tine company and are routinely serial marked and identifiable. The identification of containers routinely f01m part of an audit tTail, including the goods being carried. The container locks may aJso have a ~ecnrity seal \Vitb a uuiqn.e identification number, which was insuilled at the time of loading, designed to ne tamper proof ·for visual inspection throughout its journey. Locks that produce a random oombin.ation are a.l o available for securing the door: .

• Double locks. A lock lhat is operated so1ely by the use of a key, £o unlock or lock a doot. The construction and it'l.StnUation of this type of lock is an effective me~ms of pt-eventing wtauth.orised entry. The Double lock reHes on the driver literally mrning the key to activate it; othenvise. it remains insecure. Correctly installed double locks can be very effective. However, jf the driver does not lock it, the vehicle and load are exposed.

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• Driver recognition systems. The driver is equipped with a smart card, simHar to a credit card witb an embedded chip. The chip can also be in a key f'Ob or similar hoJder cnrried by the driver. The HGV cab is equipped with an aerial type detector unit tlu1t responds to the chip on recognition of the driver who has full cotrummd of th.e vehicle and its · ystems.

In the absence of the chlp, the vehicle cannot be moved. despite unlocked doors and induding keys left in the ignition. The same technology is available for door locks, including goods doors of va1ious desctiptions for box vans and imilar constn.tcte:d lo.rtd areas.

• Identification Systems. These systetns allow the unequivocal identification of a vehicle .w;; being l'lle "t-egistered stolen vehic!.e". This may be by means of a secure process that allows the unique vehicJe darn to be read, e.g. by electronically reading the VJN. registration munher. and other data Uke theft status, model. colour and, if possible, pos:ilion.9

• Key- witches. High ecmity key- witches have in excess of JOO 000 combinations . Replacement of the unique key is frequently only available from rhe supplying factory and not thJOugb. n01mal key cutting services.

• King Pin Locks. A mechanical locking device for the Articulated Trai ler designed to prevent the coupling to the towing unit The King Pin Lock is . ecure.d to the male coupUug link of rhe trailer, imilar to securing a \Vheel clamp, immobilising the vehicle by preventing a towing unit from

coupling up. The constructJon of tile lock.c; is mechanical, with a key, and requires to be tltted by hand. The fitting of this type of lock is not the most attractive of tasks for drivers, which can lead to non-use.

• Security Cmtain . Heavy-duty security curt3ins with varying degree· of attack resistance. TI1ey .ca11 be fitted to an alarm systern, which indicates when small ""~res that have been imbedded within the cw1ain material are cut.

• Slam locks. The locking of fJGV doors by closing shut the door (slamming) which then requires to be tmlo.cked to regain entry. The locking system takes the onus of locking the vehicle door from the driver, every time the vehicle .is left unattended. The delivery dtiver does not have too physicaJly "lock up' ' each time the doo.rs are d osed. This type of security is becoming rhe norm for parcel carriers and other multi -drop delivery vehicles and is oonnally fined at time of m~umfact'ure. Slam locks are capable of beutg fitted to most vehicle doors, including panel vans, and bm·n and hutter doors at the rear or side of load cru.rying area .

• Security \vindow grills. Grills are available for making windows less vuLnerable to attack, depending on the extent of security required. TI1is type of grill security is common in the conveyance of cash-i_n-tnmsit, where the crew are more exposed to personal attack whilst with the vehicle. Many vehicle manufacturers nuw built vans with an rnetal doors with windows as an option.

Bulkhead grills are more common in box type va.ns, with a dual purpose of safety and visual access. Apart frorn affording vis.ual control of the load,. the grill illso serves to protect the occupant ft'Om the potential of the J.oad shifting into the cab area.

• Trailers, curtainside are the fre4uem: preference for hanliers for the ease of .access to the load from either side of Ule trailer or rigid vehicle and maximising lhe vehicles load (weight) carrying capacity. Consequently, the ease of ae<.-ess and the construction of the curtainside make them vulnerable to theft l b is is despite s iml1ar locking systems and alarm systems that are available

9 . This p:assnge was taken from [ ! ): (CEN I TC 278, WG 14: "After Theft Systems for Vehide Recover)' .. , Conceptual Al'chhecture &. Terminolog)·; lntemal TechrJical Report, final version "'f". November 2000].

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offeting varyi ng degrees of protection to the load. The matedal used fo r the curtain varies in strength in preventing a.coess to the load. It is nOt uncommon for shurp knives to be used to cut open and expo ·e goods for theft . This is a common crime because of the ease of gaining access to the load.

The levels of security have the potential of being greatly advanced by the marketing of new products such as ecurity curtains. and. a new product which has a. type of gull wi.ng construction, mecbanic~tlly opemred opening up to roof height throughout the length of the storage area. This product appear ro bave ao added advantage of quicker acces to the load aren compared to curtainsides requiring numerous buckle and belt type ecudng. The GuiJ Wing i of metal construction. which should be readily compatible, to all other security and locking devices. However, weight lirnitations and costs may irnpede the take-up of thi produ.ct

Most if not aU anti-theft devices described above ru:-e used in varyjng fmms by jnternational road hauliers throughout Europe. The cost of these items varies from country to country and Transport companies are well advised to seek e)..'Pert advice on the efficacy of parti.cular anti-theft devices. The cost effectiveness of anti-theft devices can not be readi ly measured unless adequate data is available for detailed an..'llysis. Vehicle manufacturers have reported they would welcome such infonJlatioo. to demonstrate the case for tbe fitting of improved anti-theft devices to HGV's prior ro sale.

Improvements can certainly be made to the level of anti-theft devices fitted as standard by vehicle manufacturers, but acceptance of the cost of such devices, which would reduce \Vith demand, is dependent on a better uppredation of the lroe cost of crime in transp01t and its consequences. The e nh a11cement of the avai lable information on the scale .of crime in transport should have the affect of convincing both vehicle manufacturers and rhe buyers of uch vehicJes that improvement in vehicle security is a cost eff-ective option.

TI1ere i a debate on the viability and value of the introduction of a legal requirement to :fit improved anti-theft devices to HGV's by vehicle manufacturers. At present truck manufacturers argue that they obtain limited return on the investment made by installing additional anti-theft devices in their vehicles. They also .maintain that tru.ck manufa.cturers already face onerous legislative burdens to satisfy existing requirements. If further requirements are to be imposed, the timescale enacted sbouJd be realistic. More discussion may be reqttired with vehicle manufacturers, insurers. international haulage operators and transport companies before recommendations can be made.

'l11ere seen1s to be a reluctance by the truck manufacturers to fit any more than au electronic type of immobilisation system as :standard equipment. Thi is uoderstandab Je due to the fact that apa.t1 from tmcror units. 01e manufacturers are unaware of the type of operation the venicle will c;ury out. Furthermore lhe majority of vehicles will then have a pecialist body fitted. The type of body fitted will vary greatly; additional security wm typically be provided by specialist comp.1,nies in the aftermarket

© ECMT. 2002 lOS


6. AFfER~ THEF'l ' SYSTEMS

After··theft systems aim to provide to law enforcement autho.rities means, infommtion ~Uld services in order to assist detection aud recQvecy of stolen vehkles. They act when the anti~theft device has broken down or been bypassed by the thief and when the theft ha beeu registet-ed (theft reg~stration) or eventually de tected by sensors (theft warning). U nlike anti-theft devices. the on-board equipment of these systems interact with external communication means and i.nformation systerns. Usually these systems involve security agencies or ecmity service providers but in all cases involve the law enforcement for security and legal procedures (theft regi tration, control, detection, official ' tatement, impound. arrest .. . ).

Generally speaking, these systems consist o:f a radio device on vehicle. detection equ.ipment (hand-held, mobile on vehicle or stationaty) or infrastructure telecommunication network and operating centres operated by service providers or directly by the .Law enforcement agency.

TI1eir ele<:tronic features allow the automatic detection of to leu vehicles and consetJUently reduce tlte routine controls operated by the law enforcement and insurance ageucies.

6.1 Two types of operaUons

C'l . • -.)Tl(frt range op.eratiQn

The shun range operations are operated only in the vicinity (direct line of sight, less than one hundred meters) of vehicles with the help of detection equipment 01and~held, on police veb.icle or stationary) usually used directly by law enforcen1ent So the law enforcement operations are restricted and located in their immediate vicinity dwing their own priolity security mission. Short range radio technologies are used for these operati.ons.

umg nmge operation

·n1e long range operations are operate~ at dis:t:ru.1ce normally greater tban line of ight (up to several .kilometres), and are generally associated to location functions. The long range radio technolQgies are used for these operations s~1ch as existing aod standardised network (GSM. satellite system, soon the future technologies GPRS~ tfMTS, ... ). or other specific and propeJ.ty networks and proroeols.

6.2 Sbort rauge systems

When the theft registration has been repo.rted, two types of detection ru'e possible.

Detection by signalling

TI1e device of a stolen vehicle is remot.ely activate.d in alarm status via an .infrastrucrure relecom. So during their service, the law enforcement can use short t-auge hand-held detection devices and automatically ctetec.-'1 tius alarm when tilis stolen vehicle is located in their vicinity.

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Detecti011. by Cl):liSu1iillg

The data file of regi tered stolen vehicle-s integrated within the detecric n unit is updated. So the law enforcement a.gencie can use dtis hand held device that automntically interrogates all the vehicles in vicinity, compares the ·identifica tions sent by these vehicles, with its database and de-tect stolen vehicles.

The idtmf:ijicati':tm fwution catt be operate.tl in. all cases indepettdtmtly of wlletller the velzicles mYJ

stolen or not.

'01e unequivocal identificati.on of a vehicle can be checked u ·ing a .reader In the vicinity. ll1ese hand held device aJJow the identification data progrrunrned in secure memmy of on-board equipmeut such as vehicl.e identification number, model~ oolour, main comp.onents of the vehicle a.nd otl'ler data to be recorded. (See Annex 1 for more detailed information on these identification systems).

6.3 Long range systems

Locati.ffn by geographic position (tracking S)r.';tems)

When the theft regisrration has been repmted.. the device on the stolen vehicle is remotely activated. Thus the geographic position and the tracking of this vehicle can oe displayed in real time on a mapping s tation located in the operating centre (head quarters of the law enforcement or security agency).

111ese sy tealS use the location technologic based on either the Global Po itioning System (GPS). soon the future technologies Low Earth Orbiting (LEO) satellites, GALILEO Europea11 Satellite System, or other specific location networks. The GSM. GPRS and U!vfTS may be also used for an approximate location.

In the fleet man.ageu.1ent a1-ea1 these systems are already being operated to improve the qualiry and profimbUity of the transport function. Unlike fleet management systems, after-theft location systems must resist criminal attacks on the antennn~ po·wer supply, jamming. breakdown, data, faJse ruanns ...

[...Qcatimz by llumitzg (tracking systems )

\\Then the theft has been reported, the device of the sfoJen vehicle is remotely activated. So with the help of a mobile detection on a police patrol vehicle. the direction and range of the detected vehicle is known and displayed in real time. Thus the Jaw enforcement agency can track and intercept this vehicle without the neces ruy use of landmarks or ab olute geographic references.

These systems use the homing technologies based on specific ~mel property networks and protocols.

When the theft has been repotted~ the device of a stolen vehlcle i.s remotely activated . So the on-board device can command electronic degr-.<tding actions for thi . stolen veru.cle.

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These systems should be subJect to legal conditions in order to preserve safety (e.g. immobilise the vehicle when the key is removed, not immobilise rhe vehicle whilst in motion unless through a progres ive reduction of engine performance, etc.) The regulations J:'equired for setting up these new technologies are not yet fully drawn up or hannonised in Europe. The UN/ECE's \\-~"P.29 i~ already working on possible conditions for such a hannonisatlon.

Tlle.ft itulicati'tm

·n1es~ systems net independently of the theft reg.istmtion. Once c.he vehicle has boon subjected to abnormal use, vehicle sensors &et off an alarm. The device on rhe vehicle relays the w·aming message to the operating centre via a radio communication network.

This function is usually attached to location systems. (geographic position or homing) and can be considered as one se·rvice among the other transport management services SLlt h as time, temperature, delivery site, loading/unloading time.

6.4 After~theft systems particularities

Actors ittvol•,ed ~ The setting up of afteHbeft systems involves multiple actors such as .law enforcement agencies, insurauce companie • vehicle numufactuJet'S, Telecom operators and service providers in security. During the su<Xessive operating steps, the functions and services supplied by the after-tbefr systems and priv<lte ervice providers are voluntarily restricted to give to law .enforcement the information for detection nnd recovery. By legislation. the law enforcement agency is the one authority able to proceed to arrest and recovery of the registered stolen vehicles. Therefore. the global efficiency of after-theft systems depends in part on resources capability. priority missions and availability of the law enforcement authorities.

The European Urw Enforcement Agencies (LEA) have underlined the following principles:

TI1et-e is no obligation on the LEA to respond to the operation of such a device.

- ll1e system does not place an unwananled bw·den on LEA resources through its. operation, data handling or LEA response.

Security - With respect to ecu:rity collSiderati.ons~ after-theft ~ystems differ from the other systems for roa_d telematics such as automatic toll collection. road tratlic management. fleet management... Such systems are not subjected to illicit tampedng: they operate in a co-operative environment.

Ou the other hand, after-theft y_rcms must resist possible threats from thieves ·O.f organised gangs through breakdown, 1uretfen."t1ce, jamming, oopy, simulation, de.coys. alteration. discovery ( case of hidden device) etc. TI1eir design and operation must include securicy devices and procedmes a'fid also strict a~pproval procedures for security agencies or companies that operate these ystems.

Regulatibtl - The installation: of on-board electronic devices that allow automatic detection and, in some casesl the location of vehicles. must be designed and operated in order tQ take into account rules on civil liberties, prevent possible fraudulent uses and individual security in road transport.

Power Sll,pply ~ Most after-theft. devices regui.re a power sourcet which is usually the vehicl,e's battery. If this power supply is intenupted or broken f-or <illY rensonl the on-board device must be able uo continue to operate for a ce~:tain duration. 'U1e European st:andardisaf:ion ( see below) wiU specify this.

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For loads normally transporte,d in contaillers on a.rticulated trucks or in canvas sided (tilt) trai.lers , both of which may be easily det.a.clled from the tractor unit (mot.orised cab). the design of a self-power supply for the after-thett device is a serious diftlculty, mainly for the long range systems \vhich require a significant radio power. On the other hand. some existing short range device include a self-power supply giving self-operation over 5 years.

6.5 Economic considerations

The investment costs required t.o implement and operate such sys[ems must be compafed \:V:ith the resulting benefits, raking into a<X:Ount the value of the vehicle and goods carried as weH as lbe real impact on crime in road .freight transport. In aU cases, the amount for investment and operations must remain small compared to the damage costs.

umerous parameters determine the costs: vehicle device cost with instaUa.l.ion, detection equipment cost" communication network cost, operating cost, service providers cost (in any case, the ammal subscription), as well a . the additional cosrs spent by the law enforcement agendes. On the otber band. the benefits parameters concern: impacts on recovet·y rate and resr>Onse/recovery time, arrest rate, theft rate, economic benefit for insurance cornpanie • carriers, consumers, and for authorities. the improvement of ecurity by the reduction of crime,

It would be very difficult to quantify each of these parameters considetiog the number and complexity of the factors involved and the fact thai many are not ea.~ily measurable. More.over, the cost/benefit parameters differ a.ccording to the type of after-theft gystems oper-ated and depend on regulation, law and procedures iu place ill eacb country. For Jnforroation, the foUo\ving cost scale of the device on vehicle is given for each type or technology of after· theft systems.

Table 88. Cost of after-theft systems

Active tag for short rang.e operations Active tag for short range operations Vehicle device for location by geogn1phic position Others vehicle specific devices

10 - 30 Euro 1 00 - 300 Euros

300 - I 000 Euros > l 000 Emus

7. IMPLE~·IENTATION ISSUES, CONCLUSIONS AND RECOM~·1ENDATIONS

7. t General cond us ions

1ll:e repent examines the extent to which the road haulage industry is us ing modem technology to combat the risk of theft of vehides and goods.

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Prt1.ctically aU new commerdut vehicles nre equjpped with anti-theft devices, Increasjngly vehicle aJarm systems and tracking systems are also being fitted. The tange and sophistication of available equipment is increasing rapidly and the infonnation to band indicates a steady take up in d1is equipment However, it is not possible to evaluate the cost effectiveness of the equipment used ~ince there is not enough evidence on the extent of crime, on whether the equipment used actually foiled determined theft attempts or contributed. to recovering good once stolen.

TI1e e.videnoe that vehicle crime is increasing implies that it i necessary to improve security and to reduce barriers to the imroduction of systems that can contribute to lessening the risks.

TI1e infonnation in SectionS and especially in Section 6, shows the promising possibilities ofiered by new technology. Introducing these technologies faces obstacles of several kinds: technical (stnndardisation, performance characteristic )~economic (cost and espocJally benefits are very difficult to calculate). instin1tionat (many agencies involved. different implications fur each of them) and publi.c poHcy (privacy. co~ordinatiou of institutions).

The need for, tmd level of security that is a,ppropriate varies due to the nature of the goods carried and me routes used. There is, therefore, no need for a uniform level of anti-U1eft protection. For example. companies ttanspott:ing valuable g,oods often take two drivers or use GPS and other spec.ial devices. Some insurance companies insist on particuLar levels of secur:i ty in particular cases; othe.1~

have scales of protection depending oo. the value of the loads concerned. Operators themselves ar-e often best placed to decide on the level of protecti.on tha.t is appropriate. But sometimes operators are not aware of the ris.ks and are careles . Criminals too are always lookil1g for new opportunities.

Fittillg ami· tbeft devices to vehicles and developing aft:er· theft systems are only pttrts of a broader strategy to comba.t road freight transport crime. Such a trategy is necessarily complex, partly because it involves many actors. In this regard it is widely agreed that there is a need fo r all those concerned to work more closely together to prevent the'fls and to help .to recover vehicles and goods if they are stolen.

There is an important role for the authorities in co-ordinating anti-crime activities, in providing a consistent framework for operators, in setting clear guidelines to manufacturers and others. and in wol'king together to reduce the likelihood of c1ime and to solving it when it occurs.

While aJl agree on the need for rnore co-ordinated measures, there i not yet a full consensus on these measures or on the roles of the different actors. This report then should be seen as a contribution to work t.bat ueeds to conthme.

7.2 The rille of transport authorities and ministries

Tnmsp011 ministries are one of the actors involved and they can play an important role in severaJ areas. These are set out below:

• Set quautffie-d targets for goods vehide crime rtduction

1l .lis is not simple, since neither the extent of crime nor the oost of reducing it are known with any preci ion. Nevertheless, quantified ohjecti ves can drive policy and help ensure that: resources are made available.

Wbjle ~ucb a target depend · on individual ·circumstances, and obviously must be set in conjunction with the police and other actors, it is suggested that a target along the lines of reducing goods vehicle related c rime by 50% in 5 years is both challenging and feasible.

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• Set up· partnerships and closer oo~operatjon wUh authorities and act.ors

A clear conclusion of this wor.k is t.hat more co~ordination and close.r cowoperatiou is needed between different groups which have.., after all. the shared aim to reduce vehicle related crime.

There are many possibilities for such improved co-operation inducting \vith interior mjnistries, the police, operators, i11surance co.m:panies and mannfacmrers. An essential strut:ing poiot should be to create a co-ordination and contact point in tbe Ministry to deal witb the topic. Without t:lus, the different effotts and initiatives risk to be inefficient

• Accelerate Standardisation. of equipment and marklng;s/accreditation

For heavy goods vehicles there are no legal requirements to fit pecific alrum equipment. At present only a Vehicle Identification Number (VIi ) is required New cars and small trucks are required to be fitted with immohilis.e.rs and alarms (EU Directive 95/56 and UN/ECE Regulations Nos. 18 and 97). There is a voluntary provision in this directive to fit Vehicle Ahmn Systems (V 1<\S) and some rnanufactttrers are now doing this. There is discussion underway on extending thi · Directive to tmcks. This .i a logical extension of the present rules and it would se.em appropriate th..1t it be applie.d to heavy vehicles too.

TI1ere i also di cussion oo whether identification of vehic'les should be extended to key vehicle components. Police favour this as vehicles are often broken into pans for res.ale. while manufact1.1rers oppose it on the gmWldS of extra cost On balance, the identification ·of a small number of specific parts should .not pose a severe cost burden aod could be of significant b.en.efit. 'Il1e reconunendations made by the Council in 1997 on tlus topic still need to be implemented and work should be intensified he.re. Discussion on this bouJd continue.

TechrucaJ work on after-theft devices is going on. in the European Standardjsatioo Committee (CEN) and elsewhere and should be followed and if possible~ accele:mted.

Another issue is accreditation, whereby, once a specification bas been agreed, the systems should be accredited by approved testing centres. Each such centre should te t the equipmenr to agreed criteria. Appro\l'ed equipment and testing organisations should be accredited to inrernational standaxds where they exist.

AftermaJket instanation engineel's should a.fso be accredited for quality of installation. Random checks ueed to be carried out by accredited inspeC'torates to ensure that insta1lations are being carried out to the required standard .

For example, in the U.K. the VSIB (Vehicle Security Installation Board) and MobBe Electrical Security Federation (MESFj currently operate a code of practice for aftermarket security installation. TI1e Preight Transport Association (FTA) carries out random checks on at)e.rmarl-et instaJJation. Tbe interested companies h~1ve been working with the DETR (Department of the Environment, Transport a.nd the Regions) since 1997 with a view to changing legislation ·with reference to immobili ing a vehicle when the ignition i in the 'on' position.

• Impro"·e safe parking areas

The seoond edi.lio.n of the joiot IRU·ECM.T booklet on safe parking areas has just bee.n published. There is a need to continue to improve these parking areas and indicate the degree of protection pro·vided (for example by a st.ar or grading system). Each Ministry; in co-operation with the profession and the Police authorities might examine the areas indicated in their territory to see what further steps need to be taken. In the UK such a verification was unde1taken and showed

© ECMT. 2002 lll


that none of tbe indicated parking places met r.he security standa.rds of the UK police guidelines for parking. Agreed guidelines for such parking places coold be drawn up.

• Provide :advice to operators

To-gether with the Police and the operators associations, the transport Ministry "hould provide guidan.ce and advice on safe routes, afe parking, precautions to take, equipment and advice -on agency drivers. C'.o..opeeatiou witb the police on risky locations or routes, on dubious companie.<:: or staff is otl:en very limited and could ea ily be improved

As security in general improves the way cnn:unals operate will probably change. Vehicle.<> titted with an immobiliser will be more difficult to steal lt is likely that criminals 'viii therefore target vehicles in transit, bec.'\use the irnmobiliser has already been deactivated. The.re is therefore a ri k that the amount of hj.jack related thefts will increase. Consideration should be given on how best to prevent this type of crime.

• Lobby police

In most cow1tties the police give very few resources to dealing with goods vehicle crime. Transport ~1inistrie · need ro campaign with rb_eir colleagues in other departments for more police attention and resources to be given to n:mnitoring vehicle cri.me, to preventing it and to solving it. The creation io the UK of n Joint Actjon group on lo rry theft is un exrunple that other countries might consider follo;,ving.

• Examine incentives at international lev~J

Other initiatives could be tltdied~ for example. the idea chat vehicles benefiting 'from the ECMT multihtteral quota would be of a high standard of security.

The discussion indicated that a technical requirement to fir specific devices to vehicle using the quota would be complicated because the appropriate equjpment \Nould be difficult to define and also because of the problem of verification. · everth,eless, the idea is consistent with the principle in the multilateral quota that the vehicles used should be the best quality available. Further srudy of this issue c.ould be continued in the EC:tvn• Road Transport Group.

There is .also a proposal that countries ~with a good security record might be gjven a bonus in the number of licences distributed. While this is also consistent with the politicaJ wishes of :t-.finisters, there are prnctical problems to implement this idea iucluding the )')OQr qualit)' of (ia.tn on crime, but it could be pursued in EC~IT's Road Transport Group.

7.3 R<ile of other actors

Opel'ators

In additional to fitting appropriate equipment. operators can do a lot to reduce the risk of crime. The vehicle driver, the tran p01t company•s employees and depot security al1 must be considered, togetber with route selection and secure overnight parking facilities.

Security advice to drivers (raising itwareness) .. In addition ro the use of anti-theft devices to combat U11.nsport crime. education of drivers could reduce crime. Training . che.mes h1 which drivers are made aware of the risks to their cargo, tiP vehicle and U1emselves could help to reduce the problem. Each dti'ver needs to be aware of how they cn.n improve the level of ecurity for their vehicle.

l. l2 @ ECMT, 2002


I f u driver was made more aware of the danger and was encouraged by his compat1y, through training initiatives~ to check the load at regular inte.rvals, the likelihood of ingress of iUeg.nJ immigrants imo the vehicle would be reduced Drivers should also be supplied with det:ail.s of accredited sites fur overnight stops. They should be encouraged to plan routes that will allow them to avoid known risky parking areas.

Employee security and ag:ency drivers '"Code of conduct". A further are.a in which the road trailS port industry might be encouraged to make changes is \\ith regard to the peopJe they employ. A driver wiU often be chosen to deliver loads w:irhout any consideration to prior record on security matters .. For example, a driver \Vho has been the victim of thef1 more than once, due to poor persomtl security, cou'ld still be comnlissioned to transport valuable cargo.

However, if a ft.~rd of employee soc"'...rity is kept, drivers whQ have previous ly exhibited low levels of secuti ty could then be ljmited to tnmspo.tting goods of a lower value. Vice versa, the driver with excellent records of personal ecurity could be coJnnlissioned to transport goods of high value. ThL type of re>COrd could be linked-in closely ro driver training initiatives previousJy rnel1tioned.

As ~ome cornpanie rely on obtaining drivers fTom agencies,, this type of information could be kept by these as welt The .agency could provide a suitably ec:urity cleued driver to match the value and importance of the cargo. 'fltis is beneficial to both the haulage companies and the agency; the company v.rill he afe in the knowledge that the driver .hired will have appropriate training to transport specific goods. The advamage to the agency is that good practice \vill .instil customer loyalty.

In addition, agencies should be encouraged to set a code of conduct with regard to t.raJlSpott safety. This should take on board ali the basic good practices for high ecurity, and aU drivers should then be required to follow them. The power of educating dri ver"S to the .risks, and then informing them of good practice, should not be overlooked. It is possibly the most cost-effect1ve method of reducin,g crime.

Depot security ~ ln addition to the direct threat to the goods vehicle whilf)t o.n route, further potential weakness are the depot, and ports. Whether the target of the crime is the vehicle itself or the goods to be transport:e~ the depof is often a thieves paradise \Vhere the vehicle will be left almost comp.letel_y unattended. ln addition to the low levels of secmity that can exist at depot sites, there is also the added incentive to the thief if it is in a sparsely p{)pul.ated loc..a:tion, for example on an industrial estate. Low .levels of security combined \Vith the locati<)O can often allow thieves easy unhind-er~d acce s to vaJuable goods and. vehicles. Thls problem can be addressed however.

One de terrent tor the crirninal in this type of situation i the use of CCfV (Closed Circuit Television Cameras). For individual depots to in.stttll CCTV and then provide surveillance teams to watch the monitors t\venty-four hours can be ex.pensi'lt•e.

However, one solution to this problem could lie with locaJ govemmeuts and authorities. Most .industr:ial areas are linked in some way to a local scheme of CCTV operations. so it is possible that local aud:10lities and transpmt companle~ could be encouraged to work together to set up o.venty-four hour surveillance. This could prove to b-e cost-effective for not only the company involved but also for the local government \Vho tnigbt be able t.o use some form of payment incentive to allow the company to participate in such a scheme.

For example, if the company supplies the cameras on their site., and is then linked up to the town urveilliHlCe monitoring, the local authority could charge a small fee to incorporate the depot into the

scheme.

© ECMT. 2002 l l3


To furtber encourage good security practice \\'itbin depots and ports, schemes in which depots of high secwity standa1·ds are recognised couJd be developed. Th:is type of scheme could facilitate centres of excellence and allow transport companies to access data as lo \\'hic:b. depot site is of high ·ecurity and which is of low. Thi type of benchmark could work in two ·\vay , drivers and companies wm be encouraged to store their vehicles aud gm:x:ls ou recognised sites - thus reducing the chance of crin:tinal activity, and seoondJy., depot and port managers thernl!>elves will .have an incentive to increase security i.n order to keep a.n.d encoLu:ttge busioes at. their particular site.

Th.e advantage could be further extended for the industry with the help of insurance companies. If insurance companies recognised a quality roark given to secure depot sites, they could reduce premiums for companies using such sites, again redudog the cost for the company and individual drivers. The f.RU·ECMT safe parking areas could develop in this sense.

YeJJ,icle manlljacturiltg if-ldnstry

Legal requirements for security on goods vehicle are not par:ticlllarly demanding. Vehicles ::.m equipped with a YIN nulliDer. In practi.ce., most are equipped with anti-theft devices which conform \Vith EU Directive 95/56/EC or the equivalent UNIECE Regulation Nos. 18 'md 97 though it is not a legal .requh'ement to fit such equipment. TI1ere does not seem to be competition among manufacturers on the basis of secwity features. Manufacturers believe that operators are the best judge oJ whut is needed and they; therefore, oppose legal requi rements for additional. security.

Industry would prefer to see first more agreement from operators and insurance C<Hnpani.es, for mutually recognised and hannouised systems. They could then be iu a position to fit systems which would reduce costs and engineeling efforts.

The police authorities have requested that some additional measures be adopted to improve sec..'uriry. PoHce believe that the V1N should be mounted in a fixed and clearly V:isible place and moreover have asked that majot· eomponems be marked also. l.ndU&try bas opposed these proposals because of lhe cost. But these costs are extreu:udy small comp~trod to tbe co . t of the components and further cliscu slon on this would seem to be justified.

}vfanufacturers believe that only minimum regulations are needed i.e. the extension of the scope of Directive 95/56/EC to commercial vehick.~. '111e Directive wiU then provide for the mandatory application of immobiUsation systems.

The recommendation along the lines ser out in ECMT Resolution 97/2 has been implemented by vehicle manufacturers by already voluntary fi tting immobiUsers according to Directive 95/56/EC and to UN/ECE Regulations 0o • 18 and 97.

Itt,r;uraJzce industry

All vehicles and goods need to be insured. Insurance i a key co t component for shippers and operators. Operators claim that there is often no benefit in fitting costly anti·lheft devices si.nce there i no reduction in t.h:e insuro.'tnce premium. Insurance companies dispute this and argue that reductions are given but that there is a time lag which depends on achie,~ng a reduction in theft. In any case, insurance companies have an jmpm1ant role. and could contribute more actively in several ways. ·including providing more information on the subject and in giving advice to opemtors.

l l4 @ ECMT, 2002


Annex .l. Vehicle Identification Systems

1. Source of Information

The German ·"Verband der Autornobilindust:t:ie's (VDA). in which aU Getman. car ma.nufacnn·ers are represented~ has issued a comn1on p-aper on Identi fication Systems (see Bibliography). The following passages are taken from tb1l:t paper. Some ii.ems ·were adapted to the special requiremems of HGV·s.

2. Goal mrd .Motivation

Electronic identHication is one of the cheapest 1rfter-theft means for the reoo·very of stolen vehicles. We helieve that every Europea.n car, tru.ck and trailer as weU as construction machine.ry should be capable of being identit'ied by a secure identification device. In order to recognise st.olen vehicles before crossing borders. vehicle-internal rranspooders in connection witb reading equipmem fom1 a powerful means of detection.

3. Scop-e of ~tpplkation of the transponder

3.1. Mairz app#ctLtioll: Identification ~f veltides

Reading the VIN and other important identification parameters.

Read I write vehicle' s status information ("stolen .. , " uspected to be stolen'' ... ).

3:.2. Optifmal applicati().ns

"Private" identification: (e.g. entl"dDCe and exit control on premi es, haulage companies, vehicle rental organisations ... ).

3.3~ .AdditiJJnal security mean1.res

The transponder should preferably have a vehicle internal interface, connecting it to all relevant Electronic Control Units (ECU's). At time of manufacrure, all ECU's are announced to eadt othe r. Consequently, other ECU's will rely on the existence of the transponder. In case of destruction or tampering, th ·y will refuse to work correctly. Conversely. if uch a transponde...'1· is demounted in one vehicle and afterward in talled into a different one, the tnmspouder set · itself a Hstolen tatus'' bit, because it does not. recognise the other '\.vell-kuo'"''ll" ECU's. From that tune on. the vehicle is marked to be stolen or presumed to be rolen and can easi ly be " fi ltered out" at borders or o ther check poiots.

© ECMT. 2002 l l5


4. Transponder properties

4.1 Vehicle speed

Since this specit1cation was developed with passenger cars in mind. the speed up to which tile transponder must be capable of being read was specified at up to 250 krn/h. This will of course cover HGV's requirements in any case.

4.2 Data l.e1tgtlts to be tram;ferred

TI1e whole protocol compli es four data. transfers:

- 8 bytes from the reader to the vehicle (random number).

33 bytes from the vehicle to the reader (encrypted VIN. stolen byte, authentication value).

- 5 bytes from the reader to the vehicle (updated stolen byte. authentication value).

- 5 bytes from the vehicle to the reader (cont1nnation of action).

'Iltese are tentative minimum data wbicb shall be demonstrated by a prototype. Some delays encountered both in the tra.osponder and the reading device ~vm be inevitable due to encryption.

4.3 Electrical power tJWUJgem tmt

Vehicle in motion

When the vehicle is in motion, the vehicle battery muy supply the transponder. Hence, an active operation (i.e. sending Olrt data using a high power source) is the rooornmendoo operation mode. The covered distance and consequently the necessary tra.nsferable data length is reached at fuJI speed.

Pttrked vehicle

When the vehicle is parked., the relative speed bet\veen the reading device (e.g. in the hands of a policeman) and the vehicle is next to zero and the &stance to be covered wilJ normally be less than 3 metres.

'When .the vehicle is parked, tbe transponder s.hould have an extrerne1y low (i.e. « 1 mA) power consumption ("'sleep mode" ), dra.\ving power preferably only from its. own internal battery. Only tlte .receiver and the wake up circuitry are (X>Wered.

After having detected the external wake up request, the trnusponder switches :from sleeping mode to the active mode (or a low power acti·ve mode). since it is only powered by ·its internal battery and the reading distance is limited.

The transponder internal battery may consist of a primary cell or preferably au accu:muJaror wb,ich can be reloaded when the vehicle is in 1notion.

l l6 @ ECMT, 2002


The transponder should be able to respond to n reader at least for the duration of three months when the vehicle is parked an.d receives oo power supply from the vehicle battery, and when it is imen-ogated 100 times a day.

5. Frequencies to be used

ldeaUy, the ftequencies must be legally usable in all European countries. This applies for the socalled Industrial, Scientific and Medical frequency bauds (ISM).

~Wake up: This is under discussion: it may be advi able to use the 130kHz band or the 6.78 or 13.56 !v.ffiz (or a higher ISM frequency) if an inductive or radio wake up principle for parked vehicles L used. (The penni sive radiated pow~;;r is highest in these bands). But, the nonnal opentting frequency for data transmi ion ( ee bel<>w) may be sped.fied as well, if a wake up receiver with very lo'N po\>ver conslUTlption can be re~disect

Taking into account the high vehicle speed together v.r.ith a collision protocol ( ee section 6.5), a bandwidth of at least lOO kbit/s i necessary. lienee, the only ISM frequencies which fulfi l this requirement are 2.45 and 5.8 GHz.

6. .MJsceUaneous Requirements

.6.1 Operfttiug range

When the vehicle is in motiou. the opemting range should be in the order of at 1east 10 meters. The real requirement i.s that on a multilane road, like on highways. different vehicles must be capable of being identified from roacl<>ide equipment.

Wtten the vehicle is parked. the operati ng n:mge should be in th.e ordetof at Jeast 3m.

6.2 BandwidtJt and illtla transfer .rate

.Rough calculations taking into account the data lengths, tnmsm.ission range. maximum vehicle speed. encryptionldecryption times, and coUision protocol capability resulted in da.tu transfer rates of 100 kbit/s minimum.

6.3 LocaJifm of ante1zna,

rll1e envisaged location for the antenna is till under discussion. Siuce no directional characteristics are required,. the antenna needs not t.o be located at tile windshield . Hence, the autetma can be hidden in the vehicle.

6. 4 Se{f destruction

The transponder hould be constructed and fLXed lO the vehicle io such a way that removal leads to self desnuctiou. In case of electronic tampering, the trau.sponder should set a "tamper bit'', which is pa..1t of the stolen byte.

© ECMT. 2002 l. l7


6.5 C(}llision prot:(Jco/.

Since it is inevitable that more than one vehicle is within the rec'lding distance of a reader, a collision protocol (like rhe Aloha protocol or a derivative thereof) must be used to solve the collision problem.

6.6 After sales market

~The tl"<lnsponders should be -capable of being retl'ofitable to existing vehicles.

7. Readers

Readers may be stationary {at borders, harbours, otber strategically chosen poims) or hand held. Basically, they interrogate transponders and display the read data~ like the V1N. But additiotlally, they may cotitain a data bank with a list of stolen vehicles. In that case, they \\'l iJ compare the tmnsponder information with the datft bank and make an alarm i f a vehicle -.vas detected whicb was reported to he ·tolen. Also, the .readers must be able to write into lhe transponder the ''stolen" information.

7.1 Stationary readers

Stationary readers will have a connection to a large potice data bank containing inform..ltion on all stolen ·vehides in the EU and are periodicaUy updated via a data net. This dnta bank may be an adapted version of HEUCARJS" as is demanded in the recommendations given in point 4 of rhe Bibliography.

7.2 Handlte/4 readers

Handheld readers must be capable of reading the· vehicle; s VIN and the stolen status byte and display this information. They may or may nor contain a "dara bank" with VINs of stolen vehicles, depending on. the type O·f reader.

HaJUiheld reader without dma bank

·:rrus presumably very cheap and small reader can read at leastthe u·ansponder's stolen status byte and the YIN. A! least these two items should be displayed on the l'e.ader.

Hantllzeld reader with d(#a bank

This type of reader conrains a mass storage with all vehicles reported to be stol.en within the EU, i.e. approx. 2 million entries of VlNs of stolen vehicles.

The reader n1ust be capable of reading both the VfN and the stolen byte from the transponder. The reader compares the read-in YIN with the contents of .its data bank and display the VTN and the result ("stolen .. or "·not stolen").

l l 8 @ ECMT, 2002


Updating of irs mass storage may be done via a wired connection to a computer wh.iCh contains the whole dftta ban~ or the hand held i-e<l.der shall contain e.g. a pager receiv.er so the devic.e may be continuous'ly up fated in the field.

8. Encryption

Encryption must be used throughout the system in order to prevent rebuil<ling of tr·~msponders and to make "eavesdropping" (tapping data. transfers) useless~ because the data are iUegible.

9. In the case of lVbolesale .application of the system

TI1e bottom limit of the cost scale for the devices on veiticle for short range sy 'tems (see conclusions uf the Chapter 6.5, Table 88) i.e. approximate.ly 10 Eu.ro should be achievable,

© ECMT. 2002 11.9


CCTV CEA CE ECMT/CEMT

ECU EPCWG EU Europol GHz GPS GS~·1 HGV's Iute.rp.o l JRU JSM kbitls LEA LEO .mA i\lfHz UN/ECE VAS VDA VJN

Annex 2. Glossary

Closed Circuit TeleVision cameras Comite Europten des Assunmces!European insurance association Co mite Euro¢en de Nonnalisation/European Standardisation Committee European Conference of the Ministers ·of Transport/ Conference Europeenne des Ministres des Transports Elecu·onic Control Unit. European Police Co-operation ·working Group Europea11 Union Europ~w Police Office Giga Hertz = (bi Ilion = 109 cycles per secnnd) Global Positioning System Groupe SpociaJ ·Mobile (often a.lso: 0 1oba.l Standard for Mobile [phones]) Heavy Goods Vehicles International cri.ntina1 police organisation International Road transport Union Industrial. Scientific and Medical (frequency bands) Kilo bit per second. European Law enforcement Agencies Low Bat1b Orbit (satellites) l\1illi Ampere (unit for electdc.:'ll currem} Mega Hertz {million cycles per econd) United Nations/Econom1c Cotnmission for Europe Veh:ic.le Alarm System Verha.nd Der Automobilindusttie (Gemum car m<mufucturers association) Vehicle Identification Number

120 @ ECMT, 2002


BIBLIOGRAPHY

ECMT: Resolution No. 97/2 on Crime in Intemational Transport [CEMT/CM(97)6/FINAL].

ECMT: Resolution No. 9913 on Crime in Transport [CErvfT/CM(99)41FINAL].

"Heavy Good-; Vehicle Security Guidance" from. the UK Horne Office (publication No 25/98).

"The Big Blue Book: The road to transpott ecmiry'' by Jim 1\,i.APLE from Axa Insurance.

CEN 1 TC 278, WG 14: "After Theft Sys.tems for Vehicle Recovery", Conceptual Architecture & Terminology; Internal Technical RepOit, fin ai version 'T''. November 2000.

VDA, Verbaod d.er Automobilindus11'ie: ldenti5cation Transponder System. Compilatio n of the Requirements for a Demonsttaror(Protorype) Sys.tem based on the VDA Paper as of 151 Mf.l!Ch 1999.

Adapted requirements. Version 2, 6'~'~ March 2000.

© ECMT. 2002 l. 21


1. ILLEGAL IMMIGRATION

Illegal imtnit,rt-ation has become an increasingly dramatic humanit~uiao problem. The discovery in June 2000 of 60 Chinese clandestine it:mnigr,mtsy of whom 58 die-d, in an ahtig,ht conrain.er at Dover has conceotrJted public. and poUtical attention on the topic.

I!Jegal immigratjon lnto the UK is a particular problem and has resulted in a. number of actions . The UK Govemrnent introduced the new Immigration and Asylum Act (1999), .imposing severe t1nandal penalties on transport operators entering British teniwry \Vith illegal immigrants on board. The measure, effective since 3 April 2000, applie<; to all modes of transpot1~ and [he fUles amount to £2000 per clandestine. 10

"01e Transport profession. mainly through the lRU and national road transport federationst have carried out a campaign among their members to enhance precautions, and have issued guidance (Renewed lRU infu rmation on tbe UK Law and its application, Geneva 24 January 2001). They have al o strongly opposed the increased l:iabHiry of carriers, as laid down in the act. l n particQlar, they have been very concerned by the clause tbat states that it is imrnat.erial whether an allegedly re pou ible pe.rson kne\V or uspected that the clandestine entrant was conceaJed in the cransporter entering British ·oil (art. 35 'Ub ection 7). Railways too have been protesting strongly about these automatic fines. The transport industry is also concerned about perverse effects o:f the law - e.g. the risk that an operator wbo finds an illegal immigrant will .n.o longer hand the perso.n over to the authorities.

The French Go\>-ernment commissioned a report from ConseH National des Transports (CNT), its transport advisory body, on the particular problem of illegal imtnig.ration to tbe UK from France, and specifically the chmdestine traffic via Calais (Rapport sur Ia. question des chmde tins dans les transports, .Paris 22 December 2000). ~ a result there has been a number of preventive measures put in place and tbe number of iUegaJ entrants reaching the UK from Frm1ce viu Calais has declined.

The EU has set up a consultation procedure to examine whether there oould be some co-ordination on the level of fines aero s the EU.

TI1e ituaHon in the UK i ~ a particu]ar focus of attention. bur there are also problems in other Western and CEE countties, including Russia .. Although the focus has been on road, it also involve's rail and shipping, with air being less affected.

EC~1T Resolution n° 99/3 made two main requests:

- To shippers and bauliers to do everything possible to ensure that their vehicles are secure when being loaded or while p,u·ked.

To oatioo.al authorities, where apptt>priate, to draw up regulations on the co.nduct of .. ,, .. anveshga.tions.

10. Effe,ctive since l"t January 200 l for rai~way tr<Utsport.

© ECMT. 2002 125


As regards the first poi.nt ECMT continues to wo.rk with the profession and other actors to improve security.

As regar-ds the second point, it is clear that U1e transport sector cannot be held responsible for the problem of illegal immigration. Extre1nely desperate people are taking enormous risks to enter different transport modes and it is not possible for transport operators or authorities to elilninate this at an arfordable cost The request from. the transport side is that, when illegal immigrants are found, national regulations for the conduct of inquJries are dra\lln up.

ECMT's role is to continue [O urge transport operators to take all reasonable precautions to protect themselves from iilegal nse and also to t.ry and ensure tl1ar no unnecessary burdens are placed on the sector.

2. F--RAUD IN TRANSIT SYS1'EMS

T ntnsit is a customs procedure, which suspends all customs duties and taxes on goods, while they are being canied in tbe tenit.ory of a State or a nwnber States belonging to a c.11stoms uniott

In the case of transit in European cmmrries, there are two different y terns which comply with this general definition: the first, which applies to aU tnn port modes, concerns countii.e~ in the Europea11 Conununity, EFf A and recently the Visegrad countti.es (Czech Republic, Hungary, Poland and the Slovak Republic) - the system is known as Common transit; the second. which ha.'> a ~;vider geographical coverage but is Limited. to .road tra:n pon or to multimodaJ tntnsport that includes · ections of the journey by road, is known. as the System TIR (Transport Inte.mationa] Routier).

In the early 1990's the International Transit Regimes (TIR and Community) were at dsk of coUapse due to fraud. In recent years, there has been an enormous effort tu reduce this fraud and during the second half of the nineties customs controJ systems and legislation have been reinforced and procedures have been adapted and modernise£L

Z.l System TIR

With n view to reducing fraudulent activities in tbe framework of the TIR Customs Transit RegJme~ lhe 64 contrncting parties and the interoalional road ttansport industry have~ since 1 995 .. taken a large number of measures trying to cnrb international customs fruud whJ.le !tt the s~une time contirming to provide the faciHties of the TIR Convention. particularly for East \Vest Buropean road t ransport and trnde. These measures included the e.<rtablishn1ent of an intemationaJ EDI control system for TIR earners, operated in oo-operati.on with national tnm port associations and the Intemational Rond Transport Union (SAFETIR). Today more than 80% of the nearly 2.8 Million TIR transport operatious arumaiJy undettaken are centrally recorded and aoaly ed by the system.

However~ in order to stabilise the TIR system in the longer tem1, more profound modHications in ·its operation and in tbe Governmental co-operation and control mechanisms. were ne.cesSfLty. A 'fil'st package of amendments to tbe TIR Convention eorered into force .in early 1999 and included controUed access to rhe Tilt. regime, transpa.rency io the functioning of the international guarantee system and the establishment of an inter-governmentaJ supervi ory organ, the TIR E..xecutive

126 @ ECMT, 2002


Board {TIRExB) in Geneva. A second package of a large IiLtmber of mnendments to the TIR Conv.ention, stipulating det:u·l)' .the legal and [ldministrative responsibili ties of Cnstorns authorit:ies, transport operators as well .as an other actors in the TIR regiJ:-ue, has been completed by the UN/ECE and the TJR Admittistrative ConDuittee in 2000 and is expected to come into force in all 64 Contracting States to the Convention by mid~2002.

Work is continuing \~··ithin the UN/ECE with a view to introduc.:i ng modem electronic data processing mechanisms into tbe TIR system without changing its basic philosophy as well as its legal and administrative trucmre. \\'ith the conclusion of this strategic TlR revision process, possibly in the year 2003, thi o nly world-wide Customs transit systen·1 should be \veil positioned to cope with me future challenges faced by international transport and wm no longer constitute an easy target for international organJsed crime.

While the TIR Customs transit system seems to be secured f<lr the time being, a ttention must he given to other element-; in the internarionaJ transpott chain \cVhlch are increasi.ngly Large:ted by organised crime, such as double i.nvoicing, false declarations and the emergence ·Of bogus or so-callen ·'one day coosignees".

With a view to improving ri k management capabilities by customs authorities, private associations and the .international guarantee providers of d1e 11R system, it is also indispensable in the future that Cm;toms enforcement authorities, the TIRExB as well as the in:temational TIR guarantee providers (insurers) poo1 their knowledge and data a! the inter'Tk"rt.ionaJ level. Hffective ituern.ational l'isk management is nt present not possible due to national data protection regulations and commerdaJ ecrets of insurer. and other private acwrs.

2.2 Communit:y/Common Transit

As mentioned in the introduchon, the Commnnity/Comroon Transit i.s used 'for the tran port of goods within the Enropettn Community with uspeosion of the duties and taxes payable themon. Tbe same syst,em is also used for the [fans.port of goods between tl1e Comrnuniry and otber countries that are contracting parties to the Comm.on Transit Convention.

Cornmunity/cornmon transit has many similarities to TlR and has bad a similar history of largescale fraud leading to substantial losses of revenue for nationaJ and Commu1tity bu-dgets. To address the problems, a process of transit reform was launched by the European Commission's Action Plan for Transit in Europe in. response to the reeo.mmendatiol1S of the European Parliamenr"s Committee of Inquiry into the Community Transit System.

Major efforts have been made also to improve the Community Transit system. Tbe reform falls into three areas:

Legislative refonn. Cmnmuruty regulations and the Common Tt-ansit Convention have been .revised to clarify and strengthen the trans.it ildes. for the benefit of both -customs and the trade. In particular. they aim to prevent fraud by targeting the risks ttttached to tbe operators and the goods involved in transit operations. Operators are 1~quired to be authorised by the customs authol'ities and must meet rellab:ility criteria when they carry hjgh~risk goods and use simplitled procedures. Mo t of the ne\v legislative provisions \Vilt be applied with effect from 1 July 2001.

Openltio!Ul.l ffWasure.s. The le&ri lative changes have been accompanied by operational measures to imp·rove the management aod co.ntrol of transit operations and to improve co·ordin.ation between the 22 customs administrations involved.

© ECMT. 2002 127


Compwerisation. The current papli:t'-bnsoo tran.sir system is in the course of being repbwed by a modern computerised system. Implementation of dle new system started in 2000 with the participation of five countries and over the next three years ·~,;vill be gradually extended in geographical scope a.nd operational coverage until complete.

While it is believed that these measures have been effective there is not concrete evidence of the extent of the improvement.

A priority issue for the BCMT Sleeling Group :Ita concerned data on transit fnud. Al.l customs administrations carry oul their transit controls on the basi of risk assessment and targeted controls. For thisJ data on known and suspected risks must be available to operational customs staff, includirlg for example data on the risks arising from the goods, their origiu, the opemtors involved and the modes oftnmsport used. Data will be collected and used at the level of local custorns offic-es hut it will also be collected. analysed and disseminated at national level. Data about cases of fraud will play a.n important part in this and will also be used to evaluate the ucce.ss of measures ut.ken to prevent fraud and to trigger any necessary further action. TI1i~ approach can be extended to th.e international 1evel and th.e European Conunission. collect information about tmn~it fraud for these reasons.

TI1e collection and u e of transit dat.'l is ptimarily a role for customs admiui ~trations at local. national and international level but other authorities and trade secto rs can play a usefu l part All concerned should be encouraged to recognise the importance of the task and to ensure that is c.arried out.

2.3 Conclusions

TI1ere bave been significant. improvements iu the operation of the Transit regimes and it is believed that tbe:re have been large reductions in fraud_ But it is stlU not possible to quantify the extent of remaining f-raud which is believed to be very large. There i a continuing need to improve the analysis and understanding of this issue.

As indicated, it is now bel.ieved that the mecbnnism offruud have changed and mat the legal and organisationaJ weaknesses of certain stares have b~;;cotne the preferred field of activities for fra.udsters .

Among these emerging problems are:

- Customs clearance procedures in Ucensed warehouses. - Problems \Vitb the setting up of bogus or "one day" companies. - Under-invoicing. - Concealment of goods by fnlse declaration.

TI1e solutions to these p1ubtems require strengthened control in some countries on the setting up of companies a.nd the registration of commercial operators, exporters taking more responsibility in the choice cf business partners, restrictions on TIR operacion.tll procedures to a limited mtmber of custom offices tmd beltel· information nows between the publk and private sec{or on the detection and prevention of fraud.

ECMT wHI continue to follow this issue based on infomltttion 'from UN/BCE and the European Conuniss iort

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CONCLUSIONS AGREED BY MINISTERS IN LISBON ON 29~30 MAY 2001

'U~:e above material shows that crime in transport is a wide ranging topic with many different aspects. It shows also that transpo rt 1v1inistries ate one of the everaJ actors with. po sibi.lities to contribute to reducing crime. In order to do so fu1ly:

~IINISTERS:

· OTED the Reports <.JO Theft of Goods and Goods Vehicles fCEMT/CM(2001)19] and Improving 'ecurity for Road Freight Vehicles [CEM"'f/CM(2001)20].

NOTED the progre sand problems in implementing previou Resolutions and in particular:

- with the Transit systems; - with illegal immigration.

ENDORSED the reconunendations jn the reports completed (see Part I, Section 6 and Part ill, Section 7 above).

AGREED to strengthen the.ir efforts to reduce crime .in transpmt by:

- accelera.ring the implementation the two resolutions adopted in ECMT~

- implementing the recommendations in the new reports; - improving co-ordilmtion and co-operation with the other concerned actors and authodties; - nominating a point of contact to co-ordinate the .tvfinistries activities on Combating Crime in

Transpon.

AGREED that ECMT continues to work on this topic, in particular by:.

- fo llowing up the sped fie t·ecornmendations in the above reports; - examinjng the issues and implications of the electronic tracking of goods,

• • • - .startmg to examme passenger · ecunty.

© .ECMT. 2002 131


RESOLUTION NO. 1~9/J 0 CRJNIE IN T RANSPORT

[CEMT/CM{99)4/F.INALJ

The ECMTCouncil of · finisters of Transport. 1neeting in W:arsaw on 19 and 20 May, t999:

· OTING the rept'>fi [CET\IIT/ClVf(99) 1 1 ]., reviev.ting progress since the adoption of the comprehensive Resolution (Resolution No. 97/2) in l3erlin in 1997.

NOTING ALSO THE PROGRESS MADE:

- to better understand the uanJre and extem of transpot1 related ctime;

to improve infonnalion flows between the various bodies implicated in the fight against • cnme;

- to draw up a treaty concerning a European Vebic1e and Driving Licence Information System (EUCARIS);

- to inform hauliers of the risks and to give them advice on inter alia safe parking place through, the public.."ttion of th e joitu IRUIECMT booklet;

to reform the transit systems within the oontext of the UN!ECE (in WP30) and the EU (Action Ptan, including the New Computerised Transit System);

- by the haulage profession (through their national associations) a:nd the IRU, notably through the development of the SAFETIR system.

CONCERNFJl:

that crime is taking on new fonns and using all modes;

- that data on the subject are s till unre liable, making assessments of the extent and nature of crime difficult. as well as making international comparisons unreliable;.

- that illegal imrnjgrn:fion has become a new problem.

REITERATE the importance of continuing actively to implemem the provisions of Resolution No. 97/2 adopted in Berlin.

132 @ ECMT, 2002


f.N ADD.r1~ION:

In relation to tlt£ Theft ofGobds:

RECOl\1l\t1ENDS:

In general

-

--

that further work to obtain and make availab1e comparnble infonnation on transport crime (including hannonised definitions and cotlCepts) should be undertaken;

the examination of how anti-theft devic.es and communication systems which allow vehicles and wagons to be tracked can be brought quickly onto th.e market;

that Member counujes identify high-risk location and ituations, so that stn:veilhmce and checks can be targeted~

In relation to· road transport

that countries should consider join.ing the European Veh.icle and Driving Licea1ce Jnfonnation system, kno,wn as 'EUCARIS';

- that BCMT and nru should update the handbook on parking provisions, improving .it where possible by the addition of information on the levels of security and services available.

lu relation to Fraud in the Trau.sit Systems:

URGES;

- UN/ECE. in particular \VP30, to complete tage two of tht.~ reform of the T!R convention as rapidly as possible~

the European Community and the national customs administrations concerned, w complete .in the short term me current reform. process of the Conunuuicy and common transit ystems and to allocate the necessary t-esow-ces for their computel'isatlon and proper ftmctioning;

customs authorities to give full attention to the possibility of shortening ignificantly the notification period for non-discharged operations;

- national associati.ons, in collaboration with competent authorities, to eek solutions to the problem of the outstanding debts.

In .rel:«titm to Illegal hmu.igrtJJtl:s:

REQUESTS:

- national authorities, where appropriate, to draw up regulation on the conduct of • • • mve.soganons;

shippers and hauliers to do everything possible ro ensure that tl1eir vehicles are secure when beitl.g loaded or while parked.

© .ECMT. 2002 133


REQUESTS 'rilE COMIVUTTEE O.F DEPUTIES:

to set up appropriate metJ1ods a:ncl t11.1ctu.res so that ECMT can contribute to the fight against crime through focussed actions on the particular issues idendfied above;

to· repo1t back again on the progress in impl.ernenti.ng these recommendations and those in Resolution No. 97/2 and on any furt11er actions that need to be taken ..

134 @ ECMT, 2002


RESOLUTION No. 1997/2 ON CRIME IN INTERNATIONAL TRANSPORT

[CEM11CM{97)61FlN ALl

The ECMT Co-uncil of Ministers· meeting in Berlin on Ap1il 21-22 . .1997 ~

EXPRESSING great concern .about the sharp increase in criminal acts affecting international transport, e pecially fraud in the transit systems as welt as the theft of vehicle aud goods and attacks on driver .

E MPHASISING:

- the nece.s ity to ensure that transport operations by all modes of transport are carried out snfely and that goclds~ equipment, personnel and public fina11ciaJ interests are protected from criminal acts at aU stages during their journey;

- the importance to int-ernational trade of effic.ient administrative procedures including those at border cmssings~

- the contribution that the o:aosit regimes TIR and T have made to facilitating trade and l-ransport and the vital impottance of maintaining th::se regimes;

- that the transit regimes. independent of the financial guarantees on which dJey are based, can function only if the p.rocedural arrangements are precisely applied at all levels by the competent authorities. as well as by the users of these regimes (freight tonva..rders, shipper: , operators. etc.).

REALISING that the fight 0,gaiust c.rime and fr-aud requires concerted and co-ord:in.ated actions from all those with an i.nterest.

\VE LCOMES in rhis regard:

- tbe Em·opetUl Commission Iruerim Repmt on Transit and the European .Parliament inquiry on the same subject;

- the initiatives that have been taken by the lntematioual. Chamber of Conunerce to provide, via the ICC Commercial Crime Bureau, adYisory. preventi.ve and responsive sen.rioe-'S related to

commel"Cial crime and. in pruticular, to combat and prevent maritime fraud d1rougb the ICC Internuti.onat Mari.time Bureau;

- th.e measures already taken by the national Customs Authorities. the European Community. the UNfECE Working Pruty on Custom .. s Questions Affecting Transport (\VP30). the 'DR Adminih1:rative Committee and the fRU.

DETER~flNED to do everything possible to protect tl:1e safety and efficiency of imemationnl and national trwsport.

© .ECMT. 2002 135


NCYfES the contents of report CEMT/CM(97)7 and .its analysis of the problems.

RECOMI\-IENDS:

In relation to the tJzeft of goods and vehicles mut attacks OIJ drivers

Ministries of Trai'lSport:

- to set up improved contacts with the police and customs autho·rities as '\.VeH as trade organisations to ensure that infonnation on crime, crime trends u.nd criminals is exchanged wherever appropriate;

to che:ck that operators given licence..;; and permits are bane fide operafors \·~.tilhout crim.inaJ re<:-'Ords pertinent to vehicleifreight crime~

- to mai.utajn information on persistent offender and withdraw licence or refuse to grant permits to them;

- to provide information aud advice to operators on theft avoidance, safe practices. recommended routes, protected parking area and appropriate precautions;

- to encourage the setting up of ecure and safe parking ate<'\S and freight traffic centres for trucks and loads (containers, tn'Lilers, swap bodies). Standards of pr<.')tec:tion .for such areas must be defined to commonJy agreed levels or criteria.;

to work together with the profession and other Ministries to ensure l.hat infonmu:ion on these locatiot1S is available and regulnrly disseminated.

Authorities rc~sponsible for vehicle regulmions:

- to examine forms of vehic.le identification which would make removal' or falsification as difficult as possible:

- to exami n.e securiry procedures lhar can prevent sfoleo vehicles being given new identities nnder th.eir existing Vehicle Identifi.cation 'tunber;

- to take initiatives to make rhe al[eratioo or removal of a Vehicle Iden.tification Num.ber a crime;

- to take initiatives to make th.e current. voluntary practice of applying Vehjcle Identification Numbers to trailers over 750 kg compulsory (based on the EU Directive 76/114 on Statutory Plate.s);

- to encourage tbe voluut:.1ry maJking of 1najor components aud the definition of a common European specification for making the VehicJe Identification Number more visible;

- to encourage tbe development of European requirements for security feat11res such as effective door and lugga.,ge compartment locks;

to take measures for exchange of computerised information among Regi.strat'ion authorities wi.th a view to preventing registration of stolen vehicles and other vehicle-related fraud.

136 @ ECMT, 2002


Road Transport OperaJors, through their nationa.l and intentationl"U organisations:

- to take all possible precautions to avoid exposure to theft or attack;

- to exchange experience and cornpHe and disseminate information on good practice, oo effective deten'ents and technical equipment;

- to work on introducing modem communication systems from vehldes and for tracking vehicles in intemati.onal tran port;

- to draw up a code of conduct whereby t.bose actively participating in criminal actions are excluded from membership of associations.

Vehicle Manyfacrwers aru:J Equi'prnem Suppliers:

- to provide i111proved ;ullitheft systems on vehicles as indicated by EU Ditective 95/56 of 8 November 1995 and ECE Regulations 18 and 97;

- 'to examine the pos ·ibilities for improving the security of vehicle identitlcati.on ystems;

to test. for example in the context of the EU technologica] programmes, devices and el!Ulpnte.nt that can reduce the possibilities o-f theft or falsification.

Police Aulhorilies dealing with rransport rek::ued crime:

- to intensify investigation activities 'in order to identify and prosecute those t<esponsible for crime aud fraud~

- to exchange intelligence and data. and generally improve national and international contacts;

- ro work together .. vim transport and other MinisL:ries, as well as protessional organi ations. to gather and exchange infonnation (especially about suspect operators):

- to provide information on good practice to operators.

lusu.rance Companies:

to encow11ge and provide incentives to operators to use effecrive anti·theft devices and systems;

- to pro\~de information to operators on tbe e systems and on good practice.

In relation to fraud in the tra11.sit systems

Ministries of Transport:

- to deepen co~operation with tuttional organisations for lntem.ational Tl"ao.sport and !heir intetitationaJ body (IRU)~

- to consider the Cornmurrity/Cornmon transit and TrR regimes as key regimes in the facilitation of the int.emation;d carriage of goods. <utd to support their uniform application and rapid

• • !'eVI.SIOU.

© .ECMT. 2002 137


Custonu Authorities:

Generally:

- to apply fully and in an hatmonised way the provisions set out in the Cotmnunity/Couunon Transit Legislation and the TJR Convention;

to streamline aU documentation pro.cedures and to use modem Electronic Data loterchange methods:

'

where appropriate,. to give clearer instructions to ensw"e a. bettel" control of goods circulating u.nder the transit regi.mes;

- to stren,gthen tntining and infonnution so that officials can better apprecia!e the importance of their work and better master the p mredtJJ'es tl1ey have to put i'n pia.ce;

- to· take actions to control rhe discharge of TIR carnets mOl'e eftectively tmd allow the .inter::nati.onal guarantee chain to be aware .of operations underway;

to· have l.'eCOUrse to guarantees onty when lhey have taken aU reasonable steps themselves~

- ro l'e\riew the deadline for the notification of non-discharged operations with a view to reducing them signi ficantly.

In relation to the TIR Cotlvenrion:

to accept and implement urgently Resolution49, adopted by the UN!ECE Working Party on Customs Questions Affectitlg Transport~

to complete .as a first step the revision of the Convention as a mattet· of ptiol'ity;

- to move as soon as possible to~;_vards n more fundamentaJ revision of the Convention;

Shippers,fonvarders, hauliers:

to ve:tify the authenticity of their agents and clients~ using existing sources including the ICC;

to use the safe areas designated by local or national authorities.

Insurcuu;e companies. guaranJeeilzg associations:

to implement strict rules of access to the tran.;tit systems;

- to investigate exchange of information between thernselves and other partjes involved in intematjona1 transit better to identify incidemces of ct.i me and fraud.

ln relation t.(') the Comnmn.ity!Cottmwn Tran...vit

- to suppo11 the refonn of the regimes;

- to support transit oomputerisation projects (NCTS).

138 @ ECMT, 2002


In rclaJimz tQ the legal framework

Cmnpetent autlwrilies:

- to examine in wbich cases the difference.s and anomalies at intematioual level in legal liability between modes might be a factor in ctime. and to propose appropriate changes.

In relt:ltion to informat:Um ami skltistics on the extent of crime

Competent bodies.:

to examine available flational and inte.rnationaJ data sources with a view to having more reliable information ou the extent of the problem.

COM:Mfl'S ITSELF:

- to make further efforts to improve the enforcement of existing rules and regulations and achieve convergence in the practices involved;

- to examine the relationship between transporters and shippers with a ·view to defining measures which wouJd avoid unjL1Stifiable pressure co illicit behaviour by transportCI ~

to make conli.nuou eft'orts to eru ure that strict qualitative criteria for access to the transport profess.ion are applied and that trahting of operators is given a high priority.

REQUESTS the Committee of Deputies:

- to send this Re.c;olution to all those com: .. -emed in the figbr agains t crime in transport~

- to report back at the next session ou progress in ilnplernenting these recommendations.

© .ECMT. 2002 139


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