REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT AND THE COUNCIL on the availability of suitable rest facilities for drivers and of secured parking facilities, and on the development of safe and secure parking areas certified in accordance with Delegated Regulation (EU) 2022/1012
Date: 2025-11-21
Institutions: Directorate-General for Mobility and Transport, European Commission
Subjects: EU Member State, carriage of goods, carriage of passengers, driving period, parking area, rest period, road safety, road transport, safety standard, technical specification

EN 

  EN 

   EUROPEAN COMMISSION  Brussels, 21.11.2025  COM(2025) 703 final  REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT AND THE COUNCIL on the availability of suitable rest facilities for drivers and of secured parking facilities, and on the development of safe and secure parking areas certified in accordance with Delegated Regulation (EU) 2022/1012  
 
 
1.  INTRODUCTION 

Regulation (EC) No 561/2006 of the European Parliament and of the Council on the harmonisation 
of certain social legislation relating to road transport (1) (‘Regulation 561/2006’) lays down rules 
on  driving  times,  breaks  and  rest  periods  for  drivers  engaged  in  the  carriage  of  goods  and 
passengers.  Article 8a(2)  of  Regulation  561/2006 (2)  empowers  the  European  Commission  to 
establish detailed standards on the level of service and security of safe and secure parking areas 
(SSPAs) and on the procedures for the certification of those parking areas. 

The Commission acted on this empowerment by adopting Delegated Regulation (EU) 2022/1012 
on  7 April  2022 (3),  which  addresses  critical  issues  faced  by  the  road  transport  sector  and 
contributes  to  a  more  efficient  and  harmonious  transport  system  across  the  European  Union. 
Delegated  Regulation  (EU)  2022/1012  lays  down  detailed  standards  for  parking  areas  to  be 
certified  as safe  and secure. These standards  cover various aspects,  including  physical  security 
measures,  surveillance,  lighting  and  access  control.  SSPAs  must  provide  suitable  facilities  for 
drivers, such as restrooms, showers and food services, ensuring that drivers can rest comfortably 
and safely. 

Four levels of security are established for SSPAs (i) bronze; (ii) silver; (iii) gold; and (iv) platinum. 
They are designed to cater to different needs and provide a clear framework for transport operators 
to  choose  the  appropriate  level  of  security,  also  based  on  the  value  of  the  goods  they  are 
transporting.  The  procedures  for  certifying  SSPAs  include  regular  inspections  and  audits  to 
ensure compliance with the established standards, thus ensuring that drivers are provided with a 
reliable and secure environment and cargos are effectively protected. 

Article 8a(4)  of  Regulation  561/2006  requires  the  Commission  to  submit  to  the  European 
Parliament and to the Council a report on the availability of suitable rest facilities for drivers and 
of secured parking facilities. The Commission should also report on the development of SSPAs 
certified  according  to  the  standards  laid  down  in  Delegated  Regulation  (EU)  2022/1012. 
Furthermore,  the  Commission’s  report  may  include  a  list  of  recommended  measures  aimed  at 
increasing both the number and quality of SSPAs. 

Moreover, Article 8a(3) of Regulation 561/2006 requires that Member States should encourage 
the creation of parking space for commercial road users in line with point (c) of Article 39(2) of 

(1) 

(2) 

(3) 

Regulation  (EC)  No  561/2006  of  the  European  Parliament  and  of  the  Council  of  15 March 2006  on  the 
harmonisation  of  certain  social  legislation  relating  to  road  transport  and  amending  Council  Regulations 
(EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (EEC) No 3820/85 (OJ L 102, 
11.4.2006, p. 1). 
As revised by Regulation (EU) 2020/1054 of the European Parliament and of the Council of 15 July 2020 
amending Regulation (EC) No 561/2006 as regards minimum requirements on maximum daily and weekly 
driving  times,  minimum  breaks  and  daily  and  weekly  rest  periods  and  Regulation  (EU)  No  165/2014  as 
regards positioning by means of tachographs (OJ L 249, 31.7.2020, p. 1). 
Commission  Delegated  Regulation  (EU)  2022/1012  of  7 April 2022  supplementing  Regulation  (EC)  No 
561/2006  of  the  European  Parliament  and  of  the  Council  with  regard  to  the  establishment  of  standards 
detailing the level of service and security of safe and secure parking areas and to the procedures for their 
certification (OJ L 170, 28.6.2022, p. 27). 

1 

 
 
 
Regulation  (EU)  No 1315/2013 (4)  on  the  Trans-European  Transport  Network  (TEN-T), 
subsequently  replaced  by  Regulation  (EU)  2024/1679 (5).  Article 31(4)  of  Regulation  (EU) 
2024/1679 requires Member States to develop by 31 December 2040 SSPAs certified according 
to EU standards along the roads of the core network and the extended core network, or within 3 
kilometres driving distance from the nearest exit of the road of the trans-European network, with 
an average maximum distance of 150 kilometres between two SSPAs. 

This report was informed by a study on the availability of rest and parking facilities for professional 
drivers carried out for the Commission (6). The study analysed the current demand for and supply 
of parking spaces for professional drivers and the possibilities for expanding the existing network 
of  SSPAs,  in  line  with  Regulation  (EU)  2024/1679. The  study  was  based  on  extensive 
consultations with experts from the Member States, transport and parking operators, trade unions 
and professional drivers (7). 

Part 2 of the report includes an overview of parking areas for professional drivers in the EU, and 
Part 3 discusses the  challenges  faced by  SSPAs. Part 4 presents  the  conclusions,  including the 
main recommendations for expanding the network of SSPAs. 

2.  OVERVIEW OF PARKING AREAS IN THE EU 

This  part  presents  a  typology  of  parking  areas  for  professional  drivers  across  the  EU  and  key 
figures on SSPAs. 

2.1.  Typology of parking areas 

Parking  areas  used  by  professional  drivers  are  very  diverse  in  terms  of  purpose  and  level  of 
security. They may be classified as follows: 

(4) 

(5) 

(6) 

(7) 

Regulation  (EU)  No  1315/2013  of  the  European  Parliament  and of  the  Council of  11 December 2013 on 
Union guidelines for the development of the trans-European transport network and repealing Decision No 
661/2010/EU (OJ L 348, 20.12.2013, p. 1). 
Regulation  (EU)  2024/1679  of  the  European  Parliament  and  of  the  Council  of  13 June 2024  on  Union 
guidelines  for  the  development  of  the  trans-European  transport  network,  amending  Regulations  (EU) 
2021/1153  and  (EU)  No  913/2010  and  repealing  Regulation  (EU)  No  1315/2013  (OJ  L,  2024/1679, 
28.6.2024). 
“Study on the availability of suitable rest facilities for professional drivers and of secured parking facilities, 
the  EU”, 
safe  and 
as  well  as  on 
https://op.europa.eu/en/publication-detail/-/publication/42b15ca1-1680-11f0-b1a3-01aa75ed71a1. 
All survey results contained in this report were derived from this study. 
More  details  on  the  consultation  and  consulted  stakeholders  can  be  found  in  Annex  II  to  the  study, 
https://op.europa.eu/en/publication-detail/-/publication/a21e19fe-167d-11f0-b1a3-01aa75ed71a1/language-
en. 

the  development  of 

secure  parking 

facilities 

in 

2 

 
 
 
 
 
 
a.  On-motorway parking areas 

These parking areas are often open to all types of vehicles, meaning that trucks share this area with 
private cars, coaches and other types of private vehicles. Depending on the Member State, such 
parking areas are often owned, operated or concessioned by public authorities. 

b.  Off-motorway parking areas 

These parking areas are usually located at around 3 kilometres from the motorway. They are often 
owned and operated by private operators and are reserved for trucks and commercial light vehicles. 

c.  Truck waiting areas at port and rail terminals 

Unlike public parking areas, these are special areas at port and rail terminals for drivers to stay 
while awaiting entry into the terminal. Depending on the Member State, terminals may be owned 
and operated by public authorities or private companies, though public ownership is very common. 

d.  Private transport company grounds (company depots) 

These parking areas are offered by truck parking reservation suppliers in parking lots owned by 
transport companies. In this scheme, the transport company opens its yard to drivers from other 
transport companies – similar to a short-term accommodation rental service which is bookable via 
an app. An alternative form of this model is used by niche transport operators, such as the transport 
companies transporting cars, which park in each other’s yards. 

e.  Safe and secure parking areas 

SSPAs  can  be  subdivided  into  certified  parking  areas  and  non-certified  parking  areas.  The  EU 
standards set out in Delegated Regulation (EU) 2022/1012 are the only ones set out in legislation. 
These standards establish four security levels and a common service level as a precondition to be 
certified. Certification is carried out by independent and impartial audit bodies that are accredited 
according to transparent rules set out in the Delegated Regulation.  

Other industry standards are the TAPA EMEA Parking Security Requirements (PSR), which is the 
standard of the Transported Asset Protection Association (TAPA), and the certification for parking 
and facilities of the European Secure Parking Organisation (ESPORG). 

Regional  industry  standards,  such  as  the  Vereinigung  Deutscher  Autohöfe  e.V.  (VEDA) 
certifications (Premium Parking and Quality Parking), also exist but remain marginal. 

f.  Parking areas for coaches 

Coach drivers do not in general stay overnight in the parking areas used by truck drivers. They 
tend to stay in hotels and prefer service areas and dedicated parking facilities near destinations or 
terminals. Recognising this trend, some municipalities, such as Pamplona in Spain and Brussels in 
Belgium, have established dedicated coach parking terminals in urban areas. Therefore, SSPAs are 
largely irrelevant for the coach industry, given its distinct operational needs. 

3 

 
 
 
 
g.  Other facilities 

There are around 123 000 hotels across the EU-27. 46% of EU-certified parking areas have at least 
one overnight stay facility within 3 kilometres. Across all parking categories, approximately half 
of parking areas have at least one facility within this distance. The most relevant distance bands 
are 1 kilometre, considered walking distance, and 3 kilometres, which can be served by a shuttle 
service. However, as these distances were measured as the crow flies, an accommodation facility 
considered to be located near a parking area could actually require longer distances to be travelled. 

As a result, many parking areas lack suitable accommodations nearby. While options may exist at 
greater  distances,  these  are  not  viable  for  truck  drivers,  as  they  typically  lack  (motorised) 
transportation once their truck is parked in a secure parking area. 

Many  hotels  identified  near  SSPAs  cater  primarily  to  tourists  and  business  travellers  and  are 
unaffordable for truck drivers. Indeed, findings confirm that most hotel rates are prohibitive for 
truck drivers. 

2.2.  Key figures on SSPAs 

The current total supply of parking spaces for trucks in the EU amounts to around 380 000 (secure 
and unsecure), out of which 60 816 are of more than a basic level (i.e. not certified but with some 
security  elements),  23 651  parking  spaces  are  certified  secure  under  different  certification 
methods, and 4 943 parking spaces are certified in line with EU standards (most of which are gold-
level, providing a relatively high level of security). The distribution of certified sites, which are 
clustered  in  only  a  few  countries/regions  (Belgium,  the  Pyrenees  region,  northern  Italy  and 
Hungary), leaves significant gaps across the TEN-T core network, for example in Austria, Czechia, 
Germany, Poland and Slovakia (8). 

All parking areas, whether certified or not, also include service areas and basic facilities. The level 
of security and the available amenities can vary widely across these locations. Service areas along 
major roads, including motorways and dual carriageways, provide essential amenities for drivers. 
At a minimum, these areas include petrol stations, dining options and public toilets. Many also 
offer  additional  conveniences  such  as  showers  and  shops,  making  them  suitable  for  both  short 
breaks and extended rest periods during long-distance travel. 

New SSPAs are currently under construction, or their construction is scheduled to begin shortly. 
This includes 49 ongoing Connecting Europe Facility (CEF) (9) projects, expected to add 4 614 
SSPA parking spaces for trucks, nearly doubling the current supply. 

In the last call for proposals for EU action grants in the field of transport under the CEF, published 
in 2024 and closed in 2025, a total of 14 proposals for SSPAs projects have been approved for 

(8) 

(9) 

For  more  details  on  the  geographic  distribution  of  parking  spaces  in  the  EU,  see  Annex  I  to  the  above-
mentioned study (and in particular the maps thereof). 
Regulation (EU) 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the 
Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014 (OJ L 
249, 14.7.2021, p. 38). 

4 

 
 
 
funding (12 under the General envelope and 2 under the Cohesion envelope), for a cumulative 
funding of more than EUR 91 million (10). 

The  projects  aim  at  developing  SSPAs  across  various  EU  Member  States  under  the  TEN-T 
initiative. These developments seek to enhance road safety, security, and offer better conditions 
for professional drivers by expanding and upgrading parking facilities to meet standards laid down 
in EU Regulation. 

While  these  new  locations  will  improve  the  geographical  coverage  of  SSPAs  across  Europe, 
significant gaps risk persisting, due to the ever-rising demand and the time needed for the supply 
of new parking areas. 

3.  CURRENT CHALLENGES IN SAFE AND SECURE PARKING AREAS 

The  EU  Road  transport  sector  faces  several  critical  challenges  related  to  the  availability  and 
functionality  of SSPAs. These  challenges  affect  not  only  the security, safety  and well-being  of 
drivers, exacerbating the shortage of professional drivers, but also the efficiency of logistics chains 
and  overall  road  safety. Key  factors  influencing  the  use  of  SSPAs  are  (i)  the  security,  safety, 
cleanliness and comfort of the facilities; and (ii) parking availability. Respondents also stress the 
need for improved data management and access to real-time updates on parking availability. In 
addition, the cost of accessing the facilities may constitute a significant factor in the preference for 
parking areas with a lower security and service level. 

3.1.  Cargo theft and security concerns 

Security  is  a  paramount  concern  for  road  transport  operators  and  drivers.  A  striking  85%  of 
transport operators report having experienced theft or vandalism when their vehicles were parked 
in unsecured areas. While the figure drops to 41% in secured parking areas, the level of incidents 
remains high and highlights the critical need for further security measures. Furthermore, 79% of 
drivers report having faced a security threat and/or dangerous issue while their vehicle was parked, 
and only 9% of drivers report feeling safe at parking areas in Europe. Cargo theft continues to be 
an issue, with incidents including fuel theft, cabin break-ins, and unauthorised passenger boarding 
for irregular immigration purposes. Violent robberies are also reported, which endanger the lives 
of drivers. 

3.2. 

Shortages and distribution gaps 

A shortage of available parking facilities was reported by both transport operators and drivers. In 
addition,  SSPAs  are  unevenly  distributed  across  the  EU,  especially  in  high-density  freight 
transport regions. Many regions in the EU do not meet the required density of certified SSPAs, 
leaving drivers with limited options for taking a safe rest. This scarcity exacerbates the issue of 
illegal parking, which increases safety risks for drivers. The areas which drivers consider the least 
served by SSPAs are Belgium, France, Germany, Italy, the Netherlands, Portugal and Spain. 

(10) 

So far, without taking into account the last call for proposal, the EU has already co-funded 138 parking areas 
and around 16 113 parking spaces (both certified and not) with more than EUR 231 million under the CEF. 

5 

 
 
 
It is estimated that there is currently a need for about 395 000 parking spaces. Assuming that the 
total  demand should be satisfied by certified SSPAs, the gap is of 390 057 parking spaces (11), 
which is equivalent to 3 250 parking areas (12). By 2040, demand is projected to increase further, 
and considering the current investment trend, the estimated gap will be of 483 000 parking spaces, 
or  4 025  parking  areas  certified  in  line  with  the  EU  standards (13).  The  demand-supply  gap  is 
present across the EU, though its scale varies by region and Member State. The most significant 
gaps are observed in southwestern and central Europe (14). 

3.3.  Quality of available parking facilities 

Among  drivers,  52%  of  respondents  felt  that  parking  area  facilities  were  unclean  while  46% 
deemed  the  facilities  acceptable.  Only  2%  of  all  driver  respondents  considered  parking  area 
facilities clean (this includes all types of parking areas). On SSPAs, both EU certified and not, 
approximately 55% of respondents say that facilities are ‘clean’ or ‘acceptable’. 

3.4.  Cost for the use of parking facilities 

Drivers and transport operators agree that drivers should not bear the cost of parking. The analysis 
on higher security parking areas, namely platinum and gold levels, shows that current prices range 
from approximately EUR 15 to approximately EUR 35 per night. Lower security parking areas, 
namely, silver and bronze levels, charge between EUR 5 and 15. EUR 15 per night per parking 
space seems to be a high price for transport companies. Based on such a low willingness to pay 
for parking, it is unlikely that transport operators will be willing to pay for hotel accommodation. 

3.5.  Technological challenges 

There is a notable lack of comprehensive data for route planning and parking reservation systems. 
Poor data management prevents drivers from accessing real-time information on available secure 
parking  spaces. Many  existing  parking  facilities  lack  the  infrastructure  required  for  intelligent 
transport systems (15). These systems, if implemented, could significantly ease the stress of finding 
safe parking in congested areas by offering real-time updates and reservations via digital platforms. 

Specifically, most transport operators consider real-time access to parking availability crucial for 
route planning, though only 27% find current parking information reliable.  In addition, 75% of 
operators believe that accurate data on available SSPAs improves route planning and helps comply 

(11) 

(12) 

(13) 

(14)  

(15) 

The need for parking spaces was calculated subtracting the current number of 4 943 parking spaces certified 
in line with the EU standards from the estimated demand of 395 000 parking spaces. 
It is estimated that each parking area will consist, on average, of 120 parking spaces. This estimation is based 
on the average size of existing certified parking areas (whether or not in line with the EU standards).  
The amount of 483 000 parking spaces was calculated subtracting projected 24 000 parking spaces certified 
in line with the EU standards, from the estimated demand of 507 000 secure parking spaces in 2040. 
Detailed mapping on the demand and supply of parking facilities can be found in Annex I  to the study at: 
https://op.europa.eu/en/publication-detail/-/publication/71d155f0-167e-11f0-b1a3-01aa75ed71a1/language-
en. 
The  Intelligent  Transport  Systems  (ITS)  Directive  provides  a  set  of  guidelines  and  actions  towards  the 
deployment of digital and technological advances that will propel the modernisation and connectivity of long-
haul vehicle fleets and, consequently, SSPAs. 

6 

 
 
 
with driving and rest time regulations. On data availability and management for route planning 
and reservations, transport operators state that they lack a routing system or a fixed plan for stops, 
with over 50% indicating that they do not make parking area reservations at all. 

3.6.  Gender-specific issues 

The clear gender imbalance within the industry, with only 6% of drivers being women, highlights 
the need for gender-sensitive facilities. Female drivers face additional challenges such as personal 
safety and hygiene needs that are not being properly met by current facilities. 

4.  CONCLUSIONS 

The challenges presented in Part 3 of this report need to be addressed with strategic investments 
and  policy  adjustments.  This  is  vital  for  improving  the  efficiency  and  security  of  the  EU  road 
transport  sector  and  for  enhancing  the  working  conditions  and  therefore  the  appeal  of  the 
profession for drivers. 

The increasing demand for road freight transport underscores the pressing need for more parking 
infrastructure, especially certified SSPAs. The current supply is unable to meet demand, and with 
demand expected to grow further, immediate investment and certification of existing parking areas 
with safety and security features is needed. This urgency is further underscored by the requirement 
for Member States to ensure, by 31 December 2040, the development of certified SSPAs along the 
core and extended core TEN-T network, or within 3 km driving distance from the nearest exit of 
the road of the trans-European network, with an average maximum distance of 150 km between 
them. Several legislative and non-legislative follow-up actions can be identified. 

The following possible initiatives are grounded in the analysis and findings of the study and should 
therefore be understood as contributions to a broader discussion. Their purpose is to inform and 
support  further  reflection,  without  anticipating  or  influencing  any  decisions  related  to  future 
actions. 

4.1. 

Initiatives not relating to legal acts 

4.1.1.   Incentivising quick-win upgrades 

The Commission considers that the more efficient way to bridge the gap between the number of 
SSPAs needed  and the current  number of SSPAs is  to upgrade  non-secure  parking facilities 
along  motorways.  This  can  be  done  through  works  and  investments  to  help  such  facilities 
achieve bronze-level certification or higher. 

The  focus  should  be  on  essential  security  measures  like  perimeter  lighting,  visual  deterrents, 
routine surveillance checks, monitoring at entry and exit points, and clear signage to restrict access 
to  authorised  vehicles.  It  might  also  be  necessary  to  make  investments  in  rest  facilities  along 
motorways that were originally designed primarily for passengers of private cars. 

The Commission recommends that Member States assess this option carefully in order to meet the 
requirements laid down in the TEN-T Regulation. Operators of rest facilities along motorways are 
encouraged to evaluate the relevance of such investments for their business models. Where private 

7 

 
 
investment  alone  does  not  present  a  viable  business  case,  public  support  mechanisms  and 
coordinated planning may be necessary to ensure a timely delivery of the required infrastructure. 

In  regions  with  higher  incidents  of  cargo  theft,  Member  States  should  also  prioritise  the 
construction  of  and  the  upgrade  to  platinum-certified  SSPAs  in  order  to  ensure  maximum 
security and protection for drivers and cargo. Public support mechanisms should be prioritised in 
these regions. 

4.1.2. Promoting stakeholder collaboration and awareness 

Member  States  should  include  the  development  of  SSPAs  as  part  of  their  national  transport 
plans (16). The European Coordinators appointed under Article 52 of Regulation (EU) 2024/1679 
support the coordinated implementation of the European Transport Corridors. According to Article 
54 of Regulation (EU) 2024/1679 each European Coordinator shall draw up, at the latest by 19 
July 2026 and every four years thereafter, a work plan that provides a detailed analysis of the state 
of implementation of the corridor and its compliance with the requirements of Regulation (EU) 
2024/1679, including as to the deployment of rest areas and SSPAs, as well as the priorities for its 
future development. 

The Commission also considers that long-haul operators should encourage their drivers to rest 
at  SSPAs.  SSPAs  should  be  integrating  as  topic  in  the  European  Group  for  Urban  Mobility 
(EGUM) and the Digital Transport and Logistics Forum (DTLF) (17). The topic of SSPAs could 
also  be  included  in  the  initial  and  periodic  training  of  drivers  as  a  new  element  specifically 
designed for the well-being of drivers, together with digitalisation and technological updates. 

4.1.3. Improving SSPAs connectivity 

The SSPA operators could put in place a common EU-wide digital platform (observatory), 
available also as a smartphone app, that enables drivers and transport companies to access real-
time data on parking availability, make reservations and communicate with the parking facilities. 
The Commission has also launched a project to develop an app that gathers drivers’ feedback and 
ratings on key points of interest along trucking routes, including service points and rest areas (18). 

4.1.4. Improving safety, security, well-being and inclusivity 

The attractiveness of parking areas for drivers increases when they: 

•  are safe, as regards the circulation of both trucks and pedestrians; 

(16)  
(17) 

(18)  

See Article 60 of Regulation (EU) 2024/1679. 
EGUM is the European Commission high-level expert group on urban mobility, whilst DTLF is the Digital 
Transport  and  Logistic  Forum  assembling  experts  from  Member  States,  public  entities  and  private 
organisations for coordinating policy in those fields. 
Pilot project: Empowering truck drivers-Revolutionising European logistics, 
https://ec.europa.eu/info/funding-tenders/opportunities/portal/screen/opportunities/topic-details/PPPA-
2025-
EMPOWERTD?isExactMatch=true&status=31094501,31094502,31094503&frameworkProgramme=4363
7601&order=DESC&pageNumber=1&pageSize=50&sortBy=startDate. 

8 

 
 
 
•  are clean, respecting rigorous hygiene standards throughout the facility; 
•  promote well-being programmes focusing on supporting long-haul drivers’ mental health 

and providing recreational facilities and social spaces; 

•  offer gender-inclusive measures, such as reserved parking spaces near security offices for 
female  drivers  to  prevent  women  from  having  to  walk  across  the  parking  area  alone, 
particularly at night; 

•  provide services tailored to different cultural and religious needs, such as diverse food 

options and multilingual information systems. 

Truck drivers would also greatly appreciate on-site security presence. 

Truck drivers would also benefit from affordable and accessible accommodation, such as motels 
near  SSPAs,  if  they  are  developed  in  high-density  freight  transport  regions;  this  would  ensure 
consistent, reliable overnight stay options for drivers. 

4.1.5.   Funding 

The  funding  of  SSPAs,  including  through  EU  funds,  has  proven  to  be  a  very  important  and 
effective instrument. To continue this important support tool, the Commission proposed, on 16 
July  2025,  a Connecting Europe  Facility  3,  with  a  transport  budget  of 51,5 billion euro  in 
Multiannual Financial Framework (‘MFF’) for 2028 to 2034 (19). 

4.2. 

Initiatives relating to legal acts 

4.2.1.   Delegated Regulation (EU) 2022/1012 

When  assessing  whether  Regulation  (EU)  2022/1012  should  be  revised  in  light  of  the  existing 
technological developments (20), the Commission could, based on the consultation with Member 
States and stakeholders, also consider whether to: 

• 

• 

introduce intermediate-level category certifications to facilitate and thus incentivise quick 
upgrades to existing SSPAs. For instance, a silver parking area that invests in high-level 
services could receive a silver+ certification; 
include the obligation of on-site security  personnel  at  platinum level  SSPAs in  order to 
expand physical security standards; 

•  develop a signalling system for SSPAs informing about reserved parking spaces for female 

drivers; 

•  add dietary considerations and the collection of gender-disaggregated data about the drivers 

in restrooms. 

4.2.2. Regulation (EC) No 561/2006 

(19) 
(20) 

https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A52025PC0571&qid=1753801194712. 
The revision clause laid down in  Article 3 of Regulation (EU) 2022/1012  requires the Commission, by 7 
April 2026, to assess whether the standards and certification procedures provided in Annexes I and II need 
to be amended in light of the existing technological  developments, and in order to continuously improve 
working conditions of drivers. 

9 

 
 
 
If and when a broader revision of Regulation (EC) N° 561/2006 would take place, the Commission 
could propose, as regards SSPAs, the following amendments to Regulation (EC) No 561/2006: 

• 

inclusion of additional criteria related to the well-being of drivers in the standards on the 
level of service of SSPAs. This could consist, for instance, in measures to accommodate 
drivers of diverse cultural or linguistic backgrounds. 

•  allow drivers to take their regular rests in the cabins of vehicles if they are equipped with 
all necessary functions for comfort and parked in high-quality SSPAs. This would offer 
drivers the opportunity to socialise and rest in places with high levels of safety and services. 

The Commission will closely monitor the development of suitable rest and parking facilities for 
professional  drivers,  especially  SSPAs  certified  according  to  established  standards  under 
Delegated Regulation (EU) 2022/1012. The Commission will also determine the most appropriate 
way to support the recommendations, taking into account policy priorities, feasibility and input 
from all relevant stakeholders. In its assessment the Commission will focus on the measures which 
will improve the quality of parking facilities and increasing the number of SSPAs. 

The Commission highlights that Member States are responsible to ensure the proper development 
of the SSPAs network. Even though the continuation of CEF funding is important, it is limited in 
nature. Therefore, national private and public support is essential to ensure that gaps and white 
spots on the TEN-T network are effectively addressed, in order to maintain an adequate availability 
of SSPAs. 

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