Crime in Road Freight Transport

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EUROPEAN CO .FERENCE
OF MI NISTERS 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 i s a forum in which Mi nisters
responsible for t ransport, and more spedfkally the inlal"'d transport sector, can co-operate on policy.
Within thi s forum, Ministers can openl y discu:ss cu.rrent problems and agree upon joint approaches aimed
at improving the utilisation and at ensuri ng t he rational development of European t ransport systems
of i nternational i mportance.
At present. the .ECMT's role primarily consi sts of:
- helping to create an transport System throughout the enlarged Europe that is economically
and technicall y efficient. meets the highest :possible safety and environmental st andards and
takes full account of the Scial di mensi on;
- helping also to build a bridge between the European Union and the rest of the conti nent at a
political 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 Republic of Yugoslavia, ' Finland, France, FYR Macedonia, Georgia, Germany,
Creocc, Hungary, Iceland, Ireland, Italy, Latvia, Liechtenstein, Lithuania, Luxembourg, Moldova,
Netherl ands, Norway, Poland, Portugal Romani a, the Russian Federation. the Slovak .Republic,
Slovenia, Spain, Swed en, Switzerland, Turkey, Ukrai ne and the United Kingdom. Them are six Associate
member countries (Australia. Canada. Japan, New Zeal and, Republic of Korea and the Uni ted 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 conslderati on 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 Mi nisters will he required -
Include the deveJopment and implement.atlon of a pan-.Europe.an policy; the integration of
Central and Eastern European Countries i nto t he European transport market; spedfk issues telating to
transport by rail. road and \vaternay: combined transport. transport and the environment; sustalnable
urban travel; the social costs of t ransport; trends in intemational transport and inlrastructure needs;
transport fur people wlth mobHity handicaps; road safety; traffic management; road trtJ1fk i nformation and
new communi cations technologies.
Stati stical analyses of trends in t.ra.tfic and investment are published regularl y by the ECMT and
provide a clear indication of the situation, -on a tr:imestriaJ or annual basis, in the transpmt sector i n
different urope9n countries.
As part of i ts tesearch activities, the ECMT holds regul ar Sympsia, Semjnars and Round on
transport economics issues. Their condusions serve as a basi s for formul ating: proposals for policy
decisions to be submitted to Mi nisters.
The ECMT's Documentation Service has extensive information avaHable concemi ng the transport
sector. Thls i nformation is accessible on the ECMT Internet sit e.
F'or administrative pumoses the ECMT's Secretariat is attached to the Organisation for Ecoflomic
and Development (OECD}.
Pu&JJi t!ll sous l11 iitn :
La delinquan<.e et la fratldf: dans les transporf:S de marcbandlses
FurJfrer itJJomualhm ;t6out tffe I:.CM.T i> on Lnfenh?l at tfle fcllowing oddrm:
WINI!. IICJClitor g/'tem
0 ECMT 2002 - ECMT Pu&licaUDns are. 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 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 contri bute 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 devices and conununication
systen1s can be introduced.
This publication swnmarises the work done so far on these topics and contains t he conclusion
adopted by ECJVIT Mini ' ters in 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. Blai ne Hardy for her work in
Part f on the Theft of Goods and Goods Vehicles) and to Mr. FTank Heinrich-Jones (Preventive Anti-
Theft 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 VEHICLES ............................ ..... .................... 9
I SUMMARY 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 METHODOLOGF.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"ftfto ft o' ot 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 .. lldftlft "" I ft ft ft .... ........ . ........ .. , . . ... ftldllt 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
4.12 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 Al xembourg .. '"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 lnt mdJmctjon .... ... ,, ..... ...... ....... ...... .. ,, .... ...... . . . . .... . ... . .... . , ........ 0. ' . '' 2 ' * * ' '' * '' fep' t I t,
5.2
s . . d . . d
tatt sttcs 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 Conclusions ............ .. 0 e t ft t I 0 . .. . . . . . . . . ... .. .. . ..... n t t I , I ft I 0

f I ........... ...... . ' t 1 87
6.2 Reoommendations , ........ ..... ,. __ ......... ..... , ..... ........ , ...... .. , ......... ____ .. ....... ..... ..... .... + .. . .... . . 88
Annex l. Omanisations Contacted .......... ............................ .... ................... .. ....... ..................................... 90
Annex. 2. Data Collection and Co-o rntion ... .................... ....................... ................... .......... ..... ... 91
B WLIOGRAPHY .. !1 1 81111 .... . . , 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 ' $ * ' * $ ' ' $ '' tle t If ' ' p p ' ' f ' 'PAM!$ ' f f ' P 'ft ' t to pee+ 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 devi ces .....
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
~ ~ ~ ~ ~ ~ ~
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 , tl * '' ' of iD ' t t tf l ' ll . . . . I . tt . , . ,
$ I ' Mt tl * ' ' ' tt 109
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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 actors.. 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 oo 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 ~
THEFT OF GOODS AND GOODS VEIDCLES
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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 i nformation 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 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 stolen 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 increaes 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 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.
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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 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 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 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 pui nts 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
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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 \ehi d es. available in Europe. Also to identify the orgarrisati.ons and
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 vehi cles and goods and attacks on
drivers.
TI1e J\1i ni 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 iJtjbrrnation 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 existj og .fnfonnation had proved
insufficient to gauge the scale of the p:roblern. The informatjon on theft and assatt'lts on drivers
provided in tbe 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.
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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 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 in the tight of developments
over the past two years (new fonns of fraud and crime, exte1tsion of such crime to aU modes of
growtb in illegal immigration), appear to be of particulu importance.
A u.ew Resolmjon on crime in tnwsport designed to meet these new 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 ECMT 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 particul ar projects that are to be undertaken.
A project to detenni ne 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 i n order to write an
outline report for the meeti ng of the ECMT Oroup on Crin1e in Transport on 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 respecti ve 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 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 reeived 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% 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 \
1
ehides
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 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 DEl'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
./
Russi a Ped. Assembly of tlle Russian Federation
./
Scotti h Exec. Justice Department ./
Slovakja Ministry of Transport
./
Slovenia. Ministry of Transport
./
Sweden Interpol NClD
./
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. 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
Fi nland.
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 QxlO 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
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 refl ection 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 authmities (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
finali sed 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 on 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, lt,aly,
POitugal. Ru sia, Spain, Turkey.
Austria
BelgiUitl
Czech Republic
Denmark
England & Wales
Estonia
Finland
France
Germany
Greece
Hungary
Irelan-d
Italy
Luxembourg
etberlands
orway
. orthem Ireland
Poland
Pmtugal
Russia
Slovenja
Spain
Sweden
Switze1bmd
Turkey
Table 5. Timing o;f recording incidence
At tbe point of repurtiug
the offence
./
./
./
./
./
./
./
./
./
./
./
./
./
,/
./
,/
After invesUgaUou
or later
./
./
./
,/
./
./
./
J: \tlake L)r tif
Determining the make or model of the vehicle/trailer stolen can help to identit)' those vehicle
which are tnore prone to theft than otbe:ts. 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 Europes Crime & Criminal Justice
Statistics sourcebook, 'ttheft" means "depri vi ng 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
& Wales
Estonia
Finland
France
Germany
Greece
Hungary
Ireland
Netherland-;
Norway
No.tthern Ireland
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: 140 public 'rhefts; 141: Robbety; I 91: Theft for
temporary us-e.
Approp1iation of mmeable 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 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 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 propett)' not in oontrol of the ownet"'. So within the 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

./
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
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 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

Czech Republic
Demnark
England & Wales

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. 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. l n 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 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 . Definition 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
No defini tion
No defi nition
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 authoriti es,. 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 ~ p e i f i 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 i s reasonable to ru>"sume that there 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 order 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 affinnati vely 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 point 0-f reporting of the offence After investigation or later
17 8
Make 0.1 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.

Eighteen countries were analysed for t.bis question.
Table 17. Taking iuto accow:tt of misappropriation
Yes Other n.a.
Number Of Countries respondi ng 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 tt vlpor.ary u,se
Eighteen countries were analyse-d for this question.
@ PJCMT. 2002
31
Table 19. Definition 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 vehicles
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 cri me 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 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 anal ysis.
Overall there seems to be no consistent aggregated coUection and ana.ly:is of this type of information.
3. 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, i s not clear. However there does not seem to
be 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
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. l n 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 relati ng to each country as tl1ey were
presentedi rather than attempt to inte1pret them. This section illustrates the type of intbrmation made
available by the respecti ve 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, Sweden, Turkey and United Kingdom ..
4.1 Austria
Mag. Rupert S pdnzl
rvHnisuy of lnterior
Interpol Vienna
Tel: 00 43 1 31345 85430
Email: RupertSPRINZL@bmi.gv.at
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 for 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 for 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 3l 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%
54
0 (
10
52%
50%
@ ECMT, 2002 35
4.3 Cze:cb .Repu bUc
Ministry of Transport & Communications
POBox 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
u ~ f t 4 59 151 126 119 !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 21 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
Total 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
Derunark
Relations l nte1pol 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 in Denmark
1993 1994 1995 1996 1997 1998 1999
Theft of vehicles 4 133 3 861 4 224 4 793 5 118 4 946 4 566
No recovery rate of commerci al vehicles stolen is available. The following graph shows the total
number of commercial vehicles stolen each year and these vehicles as a percentage of commercial
vehicles registered in thi s counU)'.
ECMT, 2002
37
Figur e 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 Associari on 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 Dani sh teJTito.ry or elsewhere. The total
value for claims relati ng to these incidences was declared as 56 million Euros.
Overall
Average
Number of incidences
Table 26. Value of goods stolen (in Euros)
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 I ntemation.a.J RoadHa.uhe.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 infommion 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 r ecovery o.f 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
Average
Value of goods stolen in
Overall (in millions)
Average
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 vehi cl es in
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. I ncidences of hi-jacking (Kidnappi ng 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
data for commercial vehicle lheft 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
Crimi nal I ntelligence Di vi sion
Box 285. 0 1301 Vantaa
.Jari ystrom Detecti ve SuperinLendenl
Tel: 00358 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 1995 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%
8 ~ 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 u r a o ~ o n
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
fii gure 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 %
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 stolen
Food
Electrical
Hou ehold
Electronic
Alcohol
Metal
Clothes
Footwear
~ 1 i s c
Cigaretr.es.
Total
4.9 Gree.ce
TI1e infonnation available ior Greece wa ftom:
Public Security Division of the lvli nistry 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 Greece
Theft of aU commercial
vehicles
Vehicles recovered
Recovery rate
l11eft of goods with

> 3.5 tonnes
< 3.5 tonnes
Total
Recovery of goods with
vehicles
> 3.5 1onnes and
< 3.5 tonnes combi ned
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
l ~ t t i c a l & Household 296405
Electronic 447 982
Alcoholic d1inks 70433
MetttJ 3l6 654
Clothes & Footwear 224 50:5
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 able to provide details of thefts of commercial vehicle over a nine
year period, however tbere is no indication as to the weight categori es 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$ ~ ~ 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 t o n n ~
>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 6 191 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 % 51% 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: 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)
1'9:89 1994 1997 1998
8 millions 1.2 million 24 n:ri iJlons 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
E l ~ t r i 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 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
Tabl e 46. 'I' heft and recovery of commercial vehicles in the Netherlands
1l1eft of commercial
velticles
.., .;: I
<-">..J l onnes
>3.5 tonnes
1
Trailers
Recovery of v h k l ~
<3.5 tonnes
>3.5 Lonnes
Trai lers
Recovery rate
Uoods stolen 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 cutcgori es. There is no breakdown of the categories >3.5 and
7.5 tonnes for the whole period.
2. Refers to all comrnercial vehicle ( 1998 e xcl udes >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 i s 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. ~ f o e 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
1
mway 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 availabl e 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
Tel.: 0048 22 60 135 41
Fax: 0048 22 60 142 61
Zbigniew Chwalinski dyrbi @kgp.waw.pJ
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
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
< 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 of 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 t ~ following response - 2 section of !Jlc Russian Insurance dcpartmcnr
replied
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 t ~ vehicles. 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 l n urance Dept. indicate an amount of 339 000 Euros for
25 1 ncidences of theft.
Both departments indi cated the type of goode; stolen hut did not give 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. Theft 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
~ d u e 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
< 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 Vehi cle Theft Trends in Spain
1000
900
800
700
600
1993 199d
4.19 Sweden
The data are provided by:
National Crimi nal 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 199t 1992 1993 1994 1995 1996 1997 1998 1999
Theft of commercial 2 591 2 724 2 51 I 2 263 l 930 2046 2 184 2 652 2432 2543
vehicles
Recovery of vebi cles 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
recoveti e:s of 88% to 91% for commerci<.l l vehicle theft over the ten year period.
1l1is chart shows al l commercial vehicle thefts and as a percentage of all registered commercial
vehi cles in 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 Commerci al Vehicles o;,. ol pare
4.20 Turkey
The data are provided by:
M. Oya Koken, Head of Section
Ministry of Transpo1t and Communicati ons
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 follows:
62
ECMT, 2002
MatenJal zasttcen autorsktm pravom
Table 55. Theft and r ecovery of commercia) v.ebjcles .in Turkey
Pickup ( < 3.5 tonne )
Lorry (> 3.5 tonnes)
Long Vehicle(> 3.5 tonnes)
Total
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 N2 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 Heavy Goods Vehjcle Theft (more than 3.5 tonnes) 'INas analysed as being
3 047 vehicles sto1en
4
and in 1995, a study of Light Commercial Vehicle theft (<3.5 tonnes) showed
that 47 181 LCV were smlen
5
.. 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. Poli ce Research Group: Crime D-etection and Prevention Series. Paper 88: The Nature and Extent of Light
Commercial Vehicle Theft: R. Browo. J. (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. Theft of commercial vehicles and value of goods stolen in England 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 of goods with vehicles
> 3.5 tonne.s/ trailers
Theft of Goods from vehicles
> 3.5 tonnesl trailers
Value of vehicles stolen (in Euros)
Overall
v e r a ~ e
...
Number of vehicles I trailers
Value ofgoods stolen (i n Euros)
Overall
Average
Number of jncidences
1998
264
197
302
218
29.4 mi llious
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
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 peii od. 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 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 from
'-' .
vellicles
Value of vehicles
(in Euros)
Overall
(in thousand of Euros)
Average value
Numher of incidences
Value of goods stolen
(i n Euros)
Overall
(in 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
7 921
223
525
I I 54
465
8456 9 196
228 227
496 990
I 050 I 337
472 740
Figure 18. Theft 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
@ ECMT, 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 stolen was reported by 7 countries. The most detailed information over a
significant period of Lime (7 and I I year) regardi ng the theft of goods stolen and the value of those
goods \.vas gi ven by Estoni a and Northern Ireland.
'TI1e following graph shows the percentage change for commercial vehicle thdlS i n l I countries
over the 5 year period between 1995 and 1999: 9 of rhese countries showed an j ncrease while two had
a decrease in the number of commercial vehi cles stolen (in theca e of Austria, there was an i n r ~ s e
of 27% in 1999 over the previous year). The average overall increase for the 9 countri es \vas 20% over
Lhe li ve year peri od.
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
Nt hn Ireland p 5.3
Italy -73.2
I
Austria -75.5
l
68
ECMT, 2002
S. STATISTICAL 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 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 crime
7
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 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 bei ng that after initial inqui ries the police ITlUY consider l hat 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 i n 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. 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 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.
29, 30 31.
ECMT. 2002
69
Materijal zasticen autorskim pravorn
5.2 Statistics and incidences
The questions were divided into five specifi c areas of
- Incidences of theft and recovery of the Yehicles and/or trailers
Incidences of theft and re.covet-y of the 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 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 (wbich 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. Theft of vehicles (weighing less than. toun:es)
1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999
Be 1 g,imn"' I. 287 1509 1659 '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
* l n f!rit.lciple < tonnes far _year 1993 to
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 boh 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 vehicl es over 3.5 ton.nes.
Total theft of commercial vehicles
In 10 cases, there was no 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 I 74 195 257 247 271 243 215 223 223 228 221
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 .includi ng 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 Denmark. Finland, Germany, the
1
etherlands,
.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 pare by count ry
1989 19-90 1991 1992 1993 1994 1995 19-96 1997 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 308 299 311 063 314 882 323 387 335 779 349 504 358 128 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
* ScotJand. *"' Includes Belarus and illtrailne; Source: Motorparc Published by tire Society of Manujactrers 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 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
Estonj a
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 of vehicles and trailers
as repmted by the cow1tries responding to the questionnaire ..
Tableau 67. Rccovery of vehicles stolen by category
1993 1994 1995 1996 1997 1998 1999
< 3.5 tonnes
Belgium 783 837 925 1 176 1211 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 l 53 194 182 152
England & Wales 365 135
Finland 72 67
Netherlands .1 63
Poland 175 222 281 316 479 572 S60
* Refers to Essex Pohce 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 ~ 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 si milat .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)
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
~ 9 4
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 1928 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 or with vehicles
The following infonnation 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 vehicle . The tQtal va1ue for the three year period for all good
stated 7.3 million Euros.
Pot Denmark and Luxembourg, it is tlOt clear whether the goods were stolen ftom or 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. Denma1k 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 values of theft for 9 years in Hungary was reported as
137 000 :Buros. with averages of 15 300 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. 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 crime 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 ejther \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
1996

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
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.i ndclences
,ECMT. 2002
1993
1.4
361
3 887
1.5
348
4354
79
1995
2
367
5 667
1996
2
362
5 413
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 1 9 9 7 ~ 1 ? 9 9 )
Food
Electrical & Household
EJect1unic
Alcoholic drinks
Metal
Clothes & 'Footwear
Misc.
Cigarettes
Total
Value in Eu 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
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 beland
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
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. Eng.land & Wales (Essex Police), 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 i n 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
.
El ectronic
Clothes/Footwear
.
Electrical
Cigarettes
.
Alcohol
.
Food
.
Metal
Household
-
0
Electrical
Clothes/Footwear
El ectronic
.
Food
-
Metal
Alcohol
Household
-
Cigarettes
-
0
ECMT, 2002
r
5
Figure 22.
Preference of Goods Stolen in Germany
1999-99
I I
117
117
15
10
10
10
I S
10 15
Figure 23.
I
20
Preference of Goods Stolen i n 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 indi vidual counlries in Europe has
been very difficult 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 authori ties 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 associ ations 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 damagi ng to high-tech manufacturing companies, that they have
formeD an association called TAPA EMEA
8
Frustrated with perceived lack of poHce support and
concemed about the losses their companies are suJfering from, they decided to protect
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, thi s association commenced
gathering statistics. The foll owing 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
thi s data onl y provides a very small window of opportunity to calcul ate j ust 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 Asset Protection Association - EMEA) was formed last year from a group of
high tech manufacturers which originall y got together al end of 1999. TAPA EMEA is a parall el
organisati on with TAPA US- (see their websi te 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 SLt ffering 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 freight
which they have played a large part in drawing LJp; ?) improvement of information exchange/ li aison 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 comparati1e purposes. It is intended
simp!}' 10 derennine 'rvhether there is suffidem information to raise co1uem 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 $3.8mjusr from that o11e point.)
Figure 24. Number of Incidents
Number of Incidents between September 1999 and December 2000
20
r-
5
3
-
2
-
1 ,.....
n
r o c e s s o r ~ ~
Mobile phone
Components
Office PCs
Laptops
Supplies
Computer systems
P1inters
Peripherals
Total
ECMT, 2002
Total : 150
12
11 11 1 1
10
- ,
r- r- -
r-
8
-
3
r-
Table 84. Type of products Stolen
Val ue in US$ (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
etherlands
Belgium
Gemllllly
Sweden
Turkey
Spain
Rest
Total
Table 86. Value of goods stolen by country
Value ln US $ (000)
13 398
6948
2 633
2 623
2 373
2077
722
561
481
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 st olen pr<lduct Type of theft Value in US$ (000)
Mobile Phone
Mobile Phone
M Processm
M-Processor
sor
Supplies
C-Components
Mobile Phone

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 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. 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 categories of vehicles. While
comparisons were o.ot possibLe between 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
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 i nfom1ation 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 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 undoubtedl y an important one for shippers. transport
operators and the police. However, it i s or1e of many competing issues and i s om necessarily priority
for police, in pruticul ar 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 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 gatheing and conation of data and info1mation for this report demonstrat-ed rhar further time
0
and effort is required ro understand cJea:rly the .extent and nature of oommerchtl theft 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 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: 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 Vi olence
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 electrical
- 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'Ule 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
Ukrai n.e
Organisation contacted
Statistics Aust'ria
'fvlin:istry of Transport
Ministry of Conununkatioru (Transpo.rt)
Statistics Dept
tvlinistry of Tnmspmt & Comrm.mications
Ministry of
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
of
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
Th.e following is a list of national organi ations that provided the information in Seclions 3, 4
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 de la Police Grand-Ducale
The National Police Agency/ A vc Foundation
Unit Nors.k Forsi.kringsforbuod
JT Dept. of the Polish Police 1-leadquarters
Rus ianlnsumnce Dept. Ingosstrakh
Interpol NCID
Minist't)' of Dept. of Fol'eign Relations
Research & Statisti cs 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 Series
1
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
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

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 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 internationtllevel.. linked to the ECMT multilateral quota.
8. Fo tlow and support developments in technology to track the gmxis tbemselve throughout
transport
Re1uests 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 staff and agency
- improve depot: and port area 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 encowage 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 cowse 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 wheie 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 on goods canied, and on the level of
securi ty.
TI1eft of goods vehicle is part of a wider problem. According to 1996 statistics from the
European Insurance 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 Some of these are set out in Section 7.
The rechnologi sel out here are for he mos.r part ava.jl able 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 devices. It also describes in ternational and national guidelines.
codes of practice and standards in some countri es.
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:
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 gr1o mted 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).
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 devices. whi \..<; t Regulation No. ()7 addl'esses
electronic alarms and immobilisers. A new Regulation for passenger vehicLes and light-duty
vehicles has already been finalised by \VP.29 which ' ' ' ill combi ne mech!mical a,nd electronic
devices. Once the internal European Community procedures have bun completed, this do:emnent
will be fi nalisecl
. 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 Corr.l); this ECE Regulation is fully aligned
with the European Community Dire>ctive 95/54/EC.
EU IJir ectiJ
1
CS
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 place on a part not subject to
:replacement in use. 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 Directi ves also define ru'les coDcem the
' risibility of the VlN. which components should be marked, and so ou.
ImmQbiliser - Di rective 95/56 EC.
TI1e Di rective relates to devices to prevent unauthorised use of motor vehicles and amends
Directive 74/61/EEC. The directive defines the requirements for a to prevent unauthorised
use ... A .. device to prevent unauthodsed use" means a system det:tigned t!O prevent unauthorised normal
acti vatiot1 of the engi ne 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 standatdisatiott for theft de'\o1ces
NUinerous new te:ehnologie.s and systems are ootnjng on the market and aim to supply
means and infonnation to law enforcement agencies .i.n order to 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 stolen 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.
wot 4 involves about fifty Experts from 18 Ewopean 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 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 stolen 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 compooems and the definition. of a common.
Et1rCJpeat'l specification for making the YIN more visible ..
- To encourage the development of European requi rements. for security features such as
effective door and luggage 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 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 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 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 l ns'tmtnce) for operators and drivet"S.
ECMT. 2002
l.OJ
s. P.REVEN'I'IVE .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 equi valent UNIECE.
Regulations Nos. 18 and 97. But no single device is sufficient 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 emitti ng 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 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, includi ng 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
102
@ECMT, 2002
system. Bei ng 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 sol en.oids at rhe time of
setting tl:l e 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 The containers are compatible with specially COilStmcted trailers for the
conveyance of goods of v:imtal every deSCliption and vrdue. Routinely the eontai nets 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 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 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 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 dri ver
does not lock it, the vehicle and load are exposed.
ECMT. 2002
103
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 dri vers, 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 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
Slam locks are capable of beutg fitted to most vehicle doors, including panel vans, and bmn 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 siml1ar 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].
104
@ECMT, 2002
offeting varyi ng degrees of protection to the load. The matedal used for 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 ecuri ty curtains. and. a new product which has a. type of gull wi.ng construction,
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 i n 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
enha11cement 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 li mited 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 maj ority 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. THEF'l ' SYSTEMS
Aftertheft systems aim to provide to law enforcement autho.rities means, infommtion
services in order to assist detection aud recQvecy of stolen vehkles. They act when the
device has broken down or been bypassed by the thief and when the theft ha beeu registet-ed (theft
or eventually detected by sensors (theft warning). Unlike 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 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 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 as existing aod standardised network (GSM. satellite
system, soon the future technologies 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.
106
@ECMT, 2002
Detecti011. by Cl):liSu1iillg
The data file of regi tered stolen vehicle-s integrated withi n the detecricn 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 identi fications 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, 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 station 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-ea
1
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 power 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 property networks and
protocols.
When the theft has been 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.
ECMT. 2002
107
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 already
working on possible conditions for such a hannonisatlon.
Tlle.ft itulicati'tm
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 devi ce on rhe vehicle relays the waming 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 service among the other transport management services SLlt h as time, temperature,
delivery site, loading/unloading time.
6.4 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 legisl ation. 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 bwden on LEA resources through its. operation,
data handling or LEA response.
Security - With respect to ecu:rity after-theft 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 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 duration. 'U1e European st:andardisaf:ion ( see below) wiU specify this.
108
@ECMT, 2002
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 l be 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 recovety 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 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. ISSUES, CONCLUSIONS AND
7. t General cond us ions
1ll:e repent examines the extent to which the road haulage industry is using modem technology to
combat the risk of theft of vehides and goods.
ECMT. 2002
109
Prt1.ctically aU new commerdut vehicles nre equjpped with anti-theft devices, Increasj ngly 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
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 (cost and espocJally benefits are very difficult
to calculate). instin1tionat (many agencies involved. different implications fur each of them) and publi.c
poHcy (privacy. 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;
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 setti ng 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 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 crime by 50% in 5 years is both challenging and feasible.
110
@ECMT, 2002
Set up partnerships and closer wUh authorities and act.ors
A clear conclusion of this wor.k is t.hat more 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 i s 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 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
cri teria. 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 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
provided (for example by a st.ar or grading system). Each Ministry; in co-operation with the
profession and the Police authoriti es 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 guideli nes
for parking. Agreed guidelines for such parki ng 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 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 lorry theft is un exrunple that other countries
might consider follo;,ving.
Examine incentives at
Other initiatives could be 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 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 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 companys 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 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 deli ver loads w:irhout any consideration to prior record on security
matters .. For example, a driver \Vho has been the vi ctim of thef1 more than once, due to poor persomtl
security, cou'ld still be comnlissioned to transport valuable cargo.
However, if a 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 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 the depof is often a thieves paradise \Vhere the vehicle wil l 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
acce s to vaJuable goods and. vehicles. Thls problem can be addressed however.
One deterrent 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'lte.
However, one solution to this problem could lie with locaJ govemmeuts and authorities. Most
.industr:i al areas are linked in some way to a local scheme of CCTV operations. so it is possible that
local aud:10lities and transpmt 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 parti cipate 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 i nto the
scheme.
ECMT. 2002
l l3
To furtber encourage good security practice \\'itbin depots and ports, schemes in which depots of
high secwity standa1ds 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 busi oes 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 i ndividual
drivers. The f.RUECMT 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 authori ties 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 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 '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 i nsured. Insurance i a key co t component for shippers and
operators. Operators claim that there is often no benefit in fitting costly antilheft 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 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.nufacnners
are 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
HGVs.
2. Goal mrd .Motivation
Electronic identHication is one of the cheapest 1rfter-theft means for the reoovery 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 of the transponder
3.1. Mairz app#ctLtioll: Identification 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 ... ).
.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 other.
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 other 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 v be inevitable due to encryption.
4.3 Electrical power tJWUJgemtmt
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 ("'sl eep mode" ), dra.\ving power preferably only from its. own internal battery. Only tlte
.receiver and the wake up circuitry are (X>Wered.
After havi ng detected the external wake up request, the trnusponder switches :from sleeping mode
to the active mode (or a low power active 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 l 6
@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 so-
called Industrial, Scientific and Medical frequency bauds (ISM).
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 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
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. l 7
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
~ h e 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 a t a ~ 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,
dependi ng on. the type Of reader.
HaJUiheld reader without dma bank
:rrus presumably very cheap and small reader can read at leastthe uansponder'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 readi ng 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 or the hand held i-e<l.der shall contain e.g. a pager recei v.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 and
to make "eavesdropping" (tapping data. transfers) 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

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 Euroen de Nonnalisation/European Standardisation Committee
European Conference of the Ministers of Transport/
Conference Europeenne des Ministres des Transports
Elecuonic Control Unit.
European Police Co-operation working Group
Europea11 Union
Police Office
Giga Hertz = (bi Ilion = 10
9
cycles per secnnd)
Global Positioning System
Groupe SpociaJ Mobile (often a.lso: 01oba.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: l denti5cation Transponder System. Compilation of the
Requirements for a Demonsttaror(Protorype) Sys.tem based on the VDA Paper as of 1
51
Mf.l!Ch
1999.
Adapted requirements. Version 2, ~ ~ March 2000.
ECMT. 2002
l. 21
P,cm Ill.
OTHER SUBJECTS
ECMT. 2002
123
1. ILLEGAL IMMIGRATION
Illegal imtnit,rt-ation has become an increasingly dramatic 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 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.
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,uked.
To oatioo.al authorities, where apptt>priate, to draw up regulations on the co.nduct of
.. ,, ..
anveshga.tions.
10. Effe,cti ve since l"t January 200 l for 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
Tntnsit 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 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
geographical coverage but is Li mited. 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 moderniseL
Z.l System TIR
With n view to reducing fraudulent activities in tbe framework of the TIR Customs Transit
lhe 64 contrncting parties and the interoalional road ttansport industry since 1 995 .. taken
a large number of measures trying to cnrb international customs fruud whJ.le !tt the 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.
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:ul)' .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
Work is continui ng 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 only world-wide Customs transit systen1 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, attention 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, fal se 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 large-
scale 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 syst em. 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 to be authorised by the customs authol'ities and
must meet rellab:ility criteria when they carry 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 improve the management aod co.ntrol of transit operations and to improve coordin.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 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 Sleeli ng 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
al so 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. approach can be extended to th.e international 1evel
and th.e European Conunission. collect information about fraud for these reasons.
TI1e collection and u e of transit dat.'l is ptimarily a role for customs admiui at local.
national and international level but other authorities and trade sectors can play a useful 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 l arge. There i a conti nuing need to improve the
analysis and understandi ng 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 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 thi s issue based on infomltttion 'from UN/BCE and the European
Conunissiort
128
@ECMT, 2002
Pan fV.
MINISTERIAL. CONCLUSIONS
ECMT. 2002
129
CONCLUSIONS AGREED BY MINISTERS IN LISBON ON MAY 2001
above material shows that crime in transport is a wide ranging topic with many different
aspects. It shows also that transport 1v1i nistries ate one of the everaJ actors with. po sibi.lities to
contribute to reducing crime. In order to do so fu1ly:

OTED the Reports <.J O 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
- 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:.
- following up the sped fie tecornmendations 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 TRANSPORT
[CEMT/CM{99)4/F.INALJ
The ECMTCouncil of finisters of Transport. 1neeting in W:arsaw on 19 and 20 May, t999:
OTI NG 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 cti me;
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 the 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 still unreliable, 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
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
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 reform of the T!R convention as
rapidly as
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 i n 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 .
EMPHASISING:
- the nece.s ity to ensure that transport operations by all modes of transport are carried out snfely
and that 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
- 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 fi nancial 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 EmopetUl 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 Authori ties. the European Community. the
UNfECE Working Pruty on Custom .. s Questions Affecting Transport (\VP30). the 'DR
Adminih1:rative Committee and the fRU.
to do everythi ng 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 authorities 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 crim.inaJ
re<:-'Ords pertinent to vehicleifreight
- 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'Li lers, 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 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
- 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 antitheft devices and systems;
- to 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 with tuttional organisations for lntem.ational Tl"ao.sport and !heir
intetitationaJ body
- 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 transi t regi.mes;
- to stren,gthen tntining and infonnution so that officials can better apprecia!e the importance
of their work and better master the pmredtJJ'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
- ro l'e\riew the deadline for the notifi cation 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
to complete .as a first step the revision of the Convention as a mattet of ptiol'ity;
- to move as soon as possible n more fundamentaJ revision of the Convention;
Shippers,fonvarders, hauliers:
to ve:tify the authenticity of their agents and 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
- to report back at the next session ou progress in ilnplernenting these recommendations.
.ECMT. 2002
139
OECO P\IBIJCATIONS 1, nro: 7;71> PARIS CEDF..X 16
PRI NTED IN FRANCE
17'5 20021)() I PtlSB 92-321-1372-ll- No 2002
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