Secure parking in the Scandria corridor A description of the safe park concept applied to the Scandria corridor

Secure parking in the Scandria corridor A description of the safe park concept applied to the Scandria corridor 1

3.3 Secure parking in the Scandria corridor 3.3.1. Background: Transporting goods in Europe Conditions for transporting goods across Europe has in the last 25 years become more and more vital for the economic development for all European countries both members of EU as well as non-member countries. Trade patterns have shifted so that cross border trade has increased substantial, thus creating a larger need for transport. In the area of Western Europa alone there has been an average increase in trade volume (exports and imports) of 6% per year from 1990 2000. The change of political systems in Eastern Europe since 1989 has resulted in a shift from planned economy to market orientated economy, which also has had an effect on new trade connections between the countries. In the eastern European the volume of goods transported in 2000 was 15 % higher than 1990. The economic growth after 2000 has continued steadily with a increase of demand for transport on road. Figures from Euro Stat show an approx. +17% raise of road freight transport from 1999 2007 within the euro 15 countries. In resents years there has been a substantial setback coursed by the financial crises in 2008/2009. Evolution of EU annual road freight transport, 1999-2009- billion tkm.png (Euro stat) The economic impact and importance of road transport is however clear: Road freight transport is the dominating transport mode in freight transport in the European Union. With a market share of approximately 72.2% in the total land-based transport of goods the significance of road freight transport for the economy of the EU is obvious. This dominance implies that each day, measured in money terms, many billions of Euros are moved on the Trans European Road Network which constitutes the backbone of the EU economy. 2

At a macroeconomic level, the internal European market contributes by increased competition to increase economic efficiency leading to increased growth and greater global competitiveness. The transport industry is there for a very important part of the value chain in European trade, and in a high competition market an important factor for development of European economy. 3.3.2. Working conditions and safe parking development in the transport sector The increase in transported goods in Europe has enhanced the focus on working conditions for the transporting industry. Development in vehicles technology, logistics, just-in-time principle, flexible transporting modes and intermodal solutions are today everyday instruments of a well-oiled transport sector. The ambition is to produce transport services at a lowest possible price, and often under the restriction that transport needs to be environmental sustainable. The condition for transport services varies a great deal from country to country. However when it comes to road safety and working conditions for drivers the general rules is very similar though out Europe. In order to assure high levels of safety and quality, Europe has developed mutual rules regarding driving and rest time regulations that professional drivers need to obey. However, truck drivers need for breaks and rests, as well as other needs of facilities to fulfill their responsibilities, is today met with different levels of quality. The current situation for resting facilities for truck drivers on the European roads is very different from east to west and in some aspect from North to South. For a number of transports driver working conditions can be improved greatly if the concept of safe or secure parking is adopted as a necessary part of the future transporting conditions. In addition to driver s needs, there are substantial benefits for transport companies related to the concept. 3

3.3.2.1 Safe parking concept The idea of safe parking spaces has been spreading though out Europe in the past 10-15 years. Safe parking is a concept intended to resolve a number of different and growing problems that goods transporters and truck drivers has experienced during the last 20 years. The major issues are: - Better facilities for protection of valuable cargo and drivers - Needs for better planning of transport routes involving using communication and IT-tools to avoid congestion and queues. - Needs for better and more frequent parking facilities for drivers including car service, overnight accommodations, and regulatory stops in order not to violate resting rules. - Better facilities for handling dangerous cargo - Possibilities for alternative fuels - Oversized transportation modes special needs for sevice -Concentration of administrative necessities custom clearance, insurance issues, diff. payments facilities (road pricing etc.) 3.3.2.2 Better facilities for protection of valuable cargo and drivers 4

Safe parking concept was initially triggered by a substantial raise in criminal activities aimed at transports, and this is still a valid argument for establishment of more secure parking areas in the different corridors in Europe. In Oct. 2010 a conference on secure parking was held by the LABEL project (see below), where Europol representative Mr. Artur Romanowski gave a presentation on LAW ENFORCEMENT PERSPECTIVE ON COMBATING CARGO THEFT. Mr. Romanowski stated, that Cargo Theft is organized increasingly violent and is market driven. Criminals respond to demand, travelling the length and breadth of the EU to steal goods and vehicles in a number of ways ranging from curtain slash' offences to organized robberies and lorry hijacks. It is documented that the magnitude of crime acts is approx. 200.000 attacks on commercial vehicles annually, and that this figure only covers the surface of the problem, because lorry drivers in a foreign country often do not report incidents because of language problems or unfamiliarity with local procedure. Statistics show that 1 out of 6 drivers or 16% have been attacked over the past five years. The crime records shows that criminals view cargo theft as a low-risk, high profit crime. Because the owner of the merchandise in a stolen trailer often does not live in the jurisdiction, where the theft takes place, it is perceived as a victimless crime. For example a semi-trailer of stolen tobacco products can net 2.25 million. Besides cigarettes, thieves frequently target Lorries carrying electronics, computers, clothing, mobile phones, prescription drugs, jewelry, cosmetics, frozen meat, and tires. Thieves often target parking places for lorries, waiting for drivers to leave they cars parked and unattended. The criminals then unhitch the lorry from its ring, attached it to another cab, and pull the lorry to another location to unload its contents. Thieves tend to steal unmarked Lorries parked in an opportune location with a quick access to a major motorway. It is notably that most theft occurs when heavy goods vehicles are left unoccupied overnight in unprotected parking bays. The insurance companies also concern them self s with the substantial cargo thefts. Their conclusions is that proper protection for lorries and drivers can be obtained by secure parking facilities, but it ultimately will require a joint effort from all actors in the transporting business to effectively prevent thefts. 3.3.2.3 Other issues Although the crime factor is an important argument for establishing secure parking facilities, other argument weighs heavily on the scale. Transporting goods on roads is no longer a question of moving a loaded lorry from point A to point B. Today Lorries are operated as elements in a larger logistic puzzle, where transport suppliers seek to optimize the different transporting tasks in respect to time, price and capacity. The planning and operating operation is dependent on an all-time existing overview of the production factors Lorries and drivers. Communication with and surveillance of the moving fleet of vehicles is there for an essential condition the business. It is easy to visualize that facility to reload trucks or shift loads between Lorries also could be an essential part of the parking area. 5

Demand for these services adds to the requirements from and functionally of the parking facilities, which will be preferred by the transport companies. By providing these facilities it is possible to view the new parking concept as a center for revenue yielding and thus forming the basis for business concept. In addition to these activities other revenue yielding activities could be part of the parking concept. Besides the obvious service offers for drivers (hotel, food, rest ect.) the concept could include handling of administrative necessities as mentioned in the list above. Finally the new and growing tendency of greening the transport industry, using new technology, will within a short time horizon result in a commonly demanded service, such as alternative fuel supplies systems ect. 3.3.3 Parking facilities in the Scandria corridor There has been made no accurate compilation of truck stop facilities in the Scandria corridor. In 2007 the NEA Transport research and training (a leading independent organization that carries out research, provides advice and training, and develops concepts in the areas of transport, infrastructure and logistics) submitted a report to European Commission / Directorate-General Energy and Transport concerning a study on the feasibility of organizing a network of secured parking areas for road transport operators on the Trans European Road Network. This was partly aimed at crime level in each country although it was difficult to obtain valid information via crime statistics. The report is based on a questionnaire comprising all European countries country, where the following topics are distinguished: - Demand for truck parking slots per region for international and domestic long distance transport. The size of the demand is measured in number of slots. A slot is the average space (including space for maneuvering) a large truck will occupy at a parking area. The typical size of a slot is 90 m2. - Expected developments in demand for long distance transport towards 2020. - Supply of truck parking areas as reported by IRU/ ECMT in 2002. This supply is broken down by security quality labels as reported in the publication Truck parking areas in Europe (a simple fourstar labeling system is used, corresponding to low, medium, high and very high security levels respectively). - Comparison of supply and demand based on estimated number of slots. In order to attempt to make the comparison also per security class we distinguish high/medium and low security classes. Category 1 and category 2 correspond with a demand for medium or high security parking area s (at least 2 stars) and category 3 transport has a low demand (1 star or no stars). The questionnaire was sent to national representatives of both the Government (Ministry of Transport or its equal) and the (national) Police. The findings of the questionnaire were summarized on a country unit thus giving a picture of the existing parking characteristics of each country. For Denmark, Germany and Sweden the findings were as follows 6

3.3.3.1 Denmark: 7

The Danish status indicates from table 6.7 that the authorities filling out the questionnaire estimates that there is no need or demand for parking spaces in the highest security level, but there are a significant number of cat. 2 parking spaces with the basic facilities (red dots in map = motorway service, Blue dots= rest facilities and road information sources, green dots= toilet facilities). Crime event are seldom and surveillance is provided by road owners (mainly Danish road authority) via cameras. For Denmark the conclusion of the survey was: Danish drivers active in international transport frequently fall victim to criminal assaults. It appears that Denmark itself however, is not a high risk country. Secure parking can help to reduce the number of incidents but there is not a high priority to realize these in Denmark itself. However, there is in other countries. In Denmark secure parking is mainly private. Awareness raising campaigns have led to transport operators and police taking action. 8

3.3.3.2 Germany: 9

The German status indicates that there is substantial shortage of secure parking areas in relation to demand as indicated by the questionnaire. However the survey concludes that despite the capacity 10

problems Germany seems to have relatively low crime rates related to the use of truck parking areas. Various sources confirm this good performance. For instance there are certain German criminal hot-spots of risk mentioned by sources, but given the volumes and intensity of freight transport and parking in Germany, one would expect many more hot-spots (and only Nurnberg and Hamburg of this list are really mentioned by multiple sources as a criminal top ). So the German case indicates that there is no simple relationship between traffic size and the rates of criminality. Moreover there is no simple relationship between capacity problems and criminality as well. It is notable that the Scandria corridor is practical absent on the map chart. Even Berlin as a considerable traffic node has few parking areas, which are indicated as safe areas. 3.3.3.3 Sweden 11

The status of Sweden is that although demand for secure parking is evident, the returned questionnaire did not single out any existing high/medium security places. In general the questionnaire has been filed out by 2 types of authorities the national road administration and the national police authority. In the Swedish case it is the survey underline that the national police has a very low priority in the case of transport related crimes. The remarks following the input from the Swedish questionnaire it is stated that: The majority of truck thefts occur in the south half of Sweden, with a concentration to counties around metropolitan areas. The most exposed counties are Stockholm, Västra Götaland and Skåne. Many trucks exceeding 7.5 tons have been reported stolen in Jönköping, Uppsala and Örebro counties as well. In Sweden we can state increasing, although not yet acute, security problems and that property of great values is lost. However, the issue is not a priority with the police, despite many hijackings. About 200 heavy trucks are stolen, and about 200 covers are ripped, every year. It is possible to prevent or at least make it more difficult to commit these crimes 12

3.3.3.4 Secure truck stops in Scandria corridor Conclusions based on the NEA-survey could be an indication that the need for secure truck stop in the Scandria corridor is relative scarce. This result is supported by the fact that relative few parking spaces has the basic qualities which must be required to be characterized as secure - such as a fence around the parking area, controlled entrance to the area, regular guard surveillance of the perimeter etc. One could also conclude that since there has been no private initiative successful in establishing secure parking areas for the average truck transport (the company owned facilities not taken into consideration), there does not exists an actual demand for the services rendered, and thus the market situation cannot support a parking business in general. But taken into consideration the development of transport since the survey was conducted I 2007, and the future tendencies of a growth in goods transport demands, it seem only a question of time before the transport authorities must adapt a revised public politics towards establishing secure parking areas. The experience of transport related crimes as expressed by the Europol points to this type of crime as clearly related to organized crime. In order to prevent the development of increasing crime activities of this kind, there needs to be a greater focus on this subject and a public support for initiatives. Today the parking facilities open to transports flow in the south Scandinavian area is primarily service- and gas stations and public areas in general. In the metropolitan areas it is an increasing problem, that Lorries are using residential areas as parking spaces, because of low parking capacity. In Denmark this changed attitude from the public authority is gradually been evident. In 2009 as a result of a prioritized plan for investing in future traffic was agreed in parliament by a large majority approx. 3 mill. Euro was earmarked for establishing 3 ITS-controlled parking spaces. The location of these spaces is in the western part on the TEN-T transport corridor, but it marks a beginning for a new public approach. At present there are a few initiatives in the Scandria corridor in the Scandinavian part: - In Gedser harbor a new local planning document (January 2011) has outlined a greater area reserved for long term parking. - In 2009 a working group of private and public partners commissioned a report for analyzing the potential for a secure parking site in Nørre Alslev. The analysis was conducted by Grontmij. The outcome of the analysis was a description of a model for a secure parking facility and an economic frame for establishing the area. - In connections with different scenarios on parking capacity from the ECTW II project see below locations for expanding parking capacity in the greater Copenhagen area has been published. As a result of the general consideration in the ECTW II a map has been published showing the present location of parking and future development sites. Some of these sites in the area from south of Copenhagen into the Skaane-area could have an overlapping interest also for the Scandria corridor. 13

3.3.4 Experiences from other projects in Europe. 3.3.4.1 ECTW II Especially eastern Europa is missing sufficient parking facilities of high quality. The Interreg project East West Transport Corridor II (EWTCII) has done a study for evaluating the need for parking space in the corridor between Lithuania Blekinge/Skåne (South Sweden) to Esbjerg (East Denmark) has been carried out. The study had the following general conclusions: - Capacity of truck parking along the corridor is missing especially in Lithuania that have a moderate coverage between the major cities. - Truck stops in a close proximity to larger cities and ports are often overcrowded and the transport industry and truck drivers are experiencing increased road crime rates. - the drivers are missing information about where suitable truck stops are located resulting in daily loss of capacity. The EWCT II has developed a strategy approach for improving parking facilities in the corridor, which includes the following steps: 1. Analyze the proposed guideline [for a new standard of parking places) and implement it for the corridor. 2. Develop digital maps and databases with information about the locations of the truck parking [ for better planning conditions] 3. Develop on-trip ITS solutions to provide the driver with update information about the location of the truck stops and occupancy information around the main nodes. 4. Make deeper analysis and studies focus on the nodes in the corridor to create new truck parking areas to support the drivers. This should be done in cooperation with the industry. Besides ECTW II other EU-funded project in Eastern Europe has contributed to development of improved transport conditions. The EU-project Oversize Baltic is seeking to develop a web-based tool for oversize 14

transportation information network functioning. The tool comprises of legislative information on oversize transportation, a downloadable oversize transportation route map, a tool for the issuing of permits in the South Baltic region and handbooks for oversize transportation in the South Baltic region. The oversized transports is a relevant theme for further studies, because the technologic development in transport modes points to more intensive use of larger trucks vehicles in the future. These trucks will require special facilities on roads, and should be considered in the designing of truck stops along major routes. 3.3.4.2 SETPOS and LABEL The EU has in recent years taken a special interest in the secure or safe parking concept. This has been done by supporting 2 projects of great importance for developing the concept and making it become more realistic and interesting for investors. The SETPOS PROJECT - Secure European Truck Parking Operation Services - was initiated by a group of partners from both the public and the private sector because of a growing concern for increasing transport related crimes figures - coupled with the lack of adequate rest facilities for drivers. The total budget for project was approx. 11 mill. Euro. The objectives of the project were: Achieve consensus on a common standard for secure truck parking; Construct a number of secure truck parking in trans-border regions, to demonstrate this standard; Establish an information, guidance and reservation ICT platform for all types of truck parking; The project was initiated in 2007 and finalized in oct. 2009 with a conference in Bruxelles, where the results were presented. Two main standards were developed in the project: SETPOS Secure sets the minimum reasonable requirements for physical and operational security that would give confidence to lorry operators for a safe parking place; SETPOS High Security is the Europe wide, high standard for truck parking security offering access to anyone arriving and willing to pay the admission fee. This provides a higher level of security than the SETPOS Secure standard and aims to provide a high secure service for the transport industry; The standards was followed by a best practice handbook on secure parking, an internet portal with European truck parking information and establishment of five pilot sites. The aims of the handbook are to help truck park operators to develop their sites to the security standard as required by the industries and also to act as a focal point for information for other stakeholders such as transport operators, drivers, shippers and authorities. The handbook gives a brief description on the current situation regarding freight related criminal trends and provides information on how to achieve security standards by best practice examples and a business case. Also, the handbook provides information on a European Truck Parking database. 15

The SETPOS truck sites was located at: Truck Etape (Valenciennes, France), Autohof Wörnitz (Wörnitz, Germany), GSE Waterbrook, Ashford International Truckstop (Ashford, UK), Rasthof Uhrsleben (Uhrsleben, Germany), Verviers Pneus Vpneus (Liège, Belgium). SETPOS model truck stop sites: The LABEL project with the complete name: Creating a Label for (Secured) Truck Parking Areas along the Trans-European Road Network and Defining a Certification Process. Including Online Information Facility, was also a EU financed project with a budget of 2,4 mill euro and 41 partners. LABEL is based on the results in the SETPOS project and has two main objectives: introduce a European standard certification scheme for truck parking certify a large number of truck parking in at least ten EU Member States, both public and private truck parking. The LABEL project has together with the SETPOS been the initiating force for the website http://www.truckinform.eu/ - a European truck parking information portal, that offers searchable overviews and many details on parking areas in 40 countries. The dynamic traffic data helps guide drivers in time to the optimal available parking area. The project which was finalized in May 2010 has published a toolbox for establishing safe truck stops including both the handbook (SETPOS) and a LABEL business tool consisting of a calculation tool for examine the economic basic and continued operation. Both SETPOS and LABEL is key elements in the development of secure parking sites in Europe. They are major sources of inspiration for upcoming initiatives, and could in that sense be at birth help for implementing secure parking sites in the Scandria corridor. 3.3.5 Scandria project and Strategic frame 16

The Scandria projects are aimed at investigating the corridor between Berlin and the Scandinavian countries, and explore the possibilities for improving the traffic connections. Development of a modern transport corridor in the geography of Scandria is only possible if the corridor is well functional and is equipped with the necessary means to securer an effective transport of goods. The need for investments in corridor functionalities is closely linked to the expected raise in future transport flow, and to an increasing demand for new and modern facilities. The general claim from society for a more effective and environmental friendly transport mode requires investments that can support the future technology, that are being developed for large Lorries and container transport on wheels. The EU commission has recently put forward a proposal for a new classification of the major transport corridors in Europe an EU core transport network to be completed by 2030. Using 10 major implementing transport corridors, this core network will establish the vital transport connections necessary to support a more direct investments policy from EU. The core network is intended to be supplemented by a comprehensive network of transport roads (= 2 nd class corridors) to feed the core network by 2050. The core net and the comprehensive network will together form cross- Europe coverage of prioritized transport corridors, which will most likely be the focus of future investments plans from EU. The Scandria corridor is at present not defined as a core network corridor. A general characteristic of the core net corridors is that each corridor must include three modes, three Member States and 2 crossborder sections. The connection between Scandinavia and the rest of Europa is the corridor between Helsinki Valletta (core network no. 5 from: Helsinki Turku Stockholm Malmö København Fehmarn Hamburg Hannover, Bremen Hannover Nürnberg München Brenner Verona Bologna Roma Napoli Bari, Napoli Palermo Valletta) Core net no. 5 Helsinki Valetta. North Germany South Scandinavia area 3.3.5.1 Scandria s status in the revised TEN-T network. 17

At present the Scandria corridor between Berlin and South Scandinavian area is in the TEN-T code a comprehensive corridor. The Ferry crossing between Rostock and Gedser is one of the elements that can be important in a future classification of Scandria. Rostock Port is one of the core ports on the german side of the Baltic Sea together with Lubeck Port, but in Rostocks case it is a stand-alone status and there are no TEN-T core roads leading to the port. What are the demands for developing a core net? and how can the Scandria enforce the present status of being a comprehensive net or the possibilities for obtaining a future core net status? In the proposal for the future TEN-T net must meet the conditions for obtaining EU funding for TEN-T project.: TEN-T is an essential tool for transport policy to meet the overall target to reduce by 60% emissions from transport by 2050 (see "Transport 2050" white paper published earlier this year). At its heart the TEN-T network is a multi-modal transport network, facilitating a substantial the shift of passengers and freight from road to rail and other transport modes. All TEN-T projects have to undergo a rigorous environmental impact before qualifying for EU money. To do this they must meet all the requirements, in terms of planning and sustainability set out under EU environmental legislation. 3.3.5.2 Policy proposal The conditions are clear: All initiative must have a transport effective environmental profile, and contribute to the overall aims on reducing emissions etc. Projects that are able to provide arguments for a developing greener transport mode have a strong position for realization. Among the different project proposal in the Scandria corridor, the development of secure parking sites can with the necessary support from Scandria partners be such project. Secure Parking sites can be: - Provide a safer and secure service for transport in general - A more efficient transport center for different kinds of specialized services on the transport chain for example servicing new transport modes logistic services, communication facilities, oversized trucks service, dry port facilities etc. - Combine different solutions within future transport demand alternative fueling systems, reloading capacity etc. In terms of contribution to the Scandria action plan the secure parking concept could be a focus point for future activities. All partners should therefor agree on supporting establishing of secure parking sites in the corridor. 18