Thwarting Thieves
Highly skilled gangs of cargo thieves are increasingly becoming a problem for trucking companies and law enforcement.
Patricia Smith
Senior Editor
Officers from the Florida Highway Patrol's Cargo Theft Team followed a carload of cargo thieves as they left Miami one sunny afternoon and headed for Naples.
"They didn't really have a plan, they were just going to steal something," Lt. William Shiver Jr. told listeners to a cargo crime teleconference sponsored by the Truckload Carriers Assn.
It wasn't long before the thieves spotted an unattended tractor/trailer and, within seconds, the obviously experienced crooks had broken into the trailer. One member of the gang calmly talked on a cellphone while the others took stock of the trailer's contents. The message must have been "no sale," because the group hopped back in the car and headed north to Port Charlotte and a place where truckers often park their rigs.
"These guys are gutsy and knowledgeable," Shiver said, noting that some experienced cargo thieves can tell what's in a trailer simply by looking at the seal.
The Port Charlotte spot didn't have much to offer on that day so the gang cruised over to I-4 where they eventually found a tractor/trailer in a motel parking lot.
They broke into the tractor, started the engine, turned on the parking lights, then left the area, cautiously returning 20 minutes later. When they came back, the engine was still idling, the lights were still on, but the driver hadn't shown up.
"They knew the air had built up and thought they hadn't been discovered," said Shiver. One of the gang members jumped up into the tractor and was on his way to Miami when he was stopped by the Cargo Theft Team.
Skilled Gangs Of Thieves
Loosely organized but highly skilled "gangs" or "cells" such as this one have become a growing problem for trucking and for law enforcement. They're not necessarily large but they're close-knit, often sharing a common nationality or local gang affiliation, explained Gail Toth, executive director, New Jersey Motor Truck Assn. "They're very difficult for law enforcement to infiltrate - and they're very good at what they do."
But they're not the only cargo criminals. Unattended trailers parked on the side of the road or at unsecured lots are open invitations for the "opportunistic" thief who makes a spur-of-the-moment decision to take advantage of the situation. Many cargo thefts are the work of someone inside the company: a driver who looks the other way, a dockworker who helps himself to merchandise, or an office employee who has access to cargo and scheduling information.
Common Mistakes
Conference speakers reviewed common mistakes that aid cargo criminals, and they offered advice for theft prevention. Following are some highlights:
• Have a plan. Every carrier should have a written security plan tailored to its own operations and cargo hauled. The Federal Motor Carrier Safety Administration offers a good general guide for hazardous-materials haulers that can be modified for non-hazmat operations.
Randy Cornell, vice president of safety for Contract Freighters Inc., suggested that fleet safety/security managers look at security requirements of their shippers - not only to make sure they're in compliance but to see if some of their customers' security measures can be incorporated into the carrier's plan.
Insurance companies are another good source for security planning. Many have safety and security specialists who will evaluate a carrier's program and make suggestions based on their experience with other carriers.
Cornell recommended that drivers be asked to evaluate anti-theft devices. Will they work? And, equally important, will drivers use them? Fleet safety/security managers should also get involved in trucking organizations like TCS and state trucking associations, where they can exchange ideas and experiences with other carriers.
• Decide what loads are "high risk." There are some security measures that will apply across the board, but Cornell cautioned against "crying wolf" on every load. "You want your drivers to understand that security is a big deal on high-value or high-risk loads," he explained, "but if every load is high risk or high value, the message tends to get watered down."
What's High Risk?
When deciding what loads merit added security, "You have to think outside the box and look past what we traditionally think of as high-theft goods," advised Jeff Davis, vice president of safety for Motor Transport Underwriters Inc. Thefts of heavy equipment being transported on flatbed trailers have more than doubled in recent years, he noted. Consumable goods, like shampoo and even cereal, are becoming popular targets for thieves who then sell the stolen items to convenience stores.
A load that isn't high value may still be high risk, noted Cornell. For instance, a load of ink jet printers may only be valued at $80,000 or $90,000, but printers are still considered high-risk cargo.
• Audit and update. All security plans should include a system to verify that procedures are being followed, as well as disciplinary action for those who don't follow the rules. "It doesn't do any good to have a program if it's not consistently enforced," said Davis. He also recommended that carriers review their security plan every six months to see if changes and operations or cargo require changes in procedures.
• Train and re-train. Drivers should not only be briefed on the security plan, but should receive periodic training on security procedures and emergency situations.
"A lot of these things happen in just a few seconds or a few minutes," Toth said. "By giving them the training up front you're giving them an opportunity to think about it before something happens - to prepare - to know how to react."
Talk Safety & Security
"Any time you have a driver in front of you, you need to talk about safety and security," said Cornell. But for many truckload carriers, those opportunities are rare. To maintain security awareness, he suggested laminated security checklists, posters and maps showing high risk areas. Driver newsletters should have periodic articles on cargo thefts, including statistics and discussions of risky situations.
Training shouldn't be limited to drivers. Davis said they often see good plans that have never been shared with the people in operations. "They're a vital link in the process," he emphasized. Drivers should be briefed on security measures each time they're assigned a high-risk load, which means that operations people need to know what loads are being transported and the threat level for any individual load.
• Do background checks. Not just drivers, but all employees who will handle freight or have access to cargo information should be thoroughly screened.
Every piece of information provided on an employment application should be verified, said Toth. Any incorrect information or information gaps should be a red flag that something is amiss.
Despite the difficulties, criminal background checks are recommended. Many carriers are starting to require hazmat endorsements of all drivers which, when the federally mandated screening system is up and running, will at least indicate that the driver passed a security background check. Credit checks are also recommended since an employee is more likely to be tempted if he or she has financial problems.
Davis said some carriers are considering graduated security levels for drivers and dispatchers. For instance, drivers aren't assigned high-risk loads until they've been with the company 90 days or more. Or only certain dispatchers handle high-risk loads. "That's not easy to do operationally," he acknowledged, "but when we look at what we have to lose it may be an investment that's worthwhile."
Identify Safe Havens
Cargo thieves look for unattended vehicles parked on streets, in shopping mall lots or any other unsecured sites. Even terminals can be targets, especially on weekends and holidays when traffic is minimal and security is lax. Thus drivers and fleet managers need to be careful about where vehicles are parked and trailers are dropped.
Toth cautioned that many parking areas are billed as "safe havens" when they really aren't. Carriers need to inspect parking areas before recommending them to drivers.
If CFI drivers have an emergency situation where they must drop a trailer, Cornell says, the company calls customers or other carriers in the area to ask if the trailer can be parked in their secure lot. Usually, they're cooperative. Davis said they're seeing more and more trucking companies with reciprocity parking agreements. The idea is good but part of the arrangement should be a formal agreement that spells out liability of all parties.
Review Your Insurance
When the insurance market was soft, cargo coverage was "almost a giveaway," said Davis. Now insurance companies are more aware of the exposures and are looking closer at carrier operations, cargo hauled and security measures in place. Policies often exclude high-theft items such as electronics, liquor and cigarettes. Thefts in certain geographic areas or thefts from a trailer left in an unsecured area may not be covered. "You're very vulnerable to the actions of your shippers and your drivers," he noted. "It's important to evaluate every shipping contract you have and determine if you're covered."
• Know who to call. "It's important to develop a good working relationship with law enforcement," said Toth. Local authorities won't be able to do much about a truck that's stolen in another state, but they can at least help determine who to contact. A list of local and regional cargo security councils and law enforcement task forces can be found in the "committees" section of the National Cargo Security Council's web site, www.cargosecurity.com. Involvement in NCSC and similar organizations will help fleet security managers get acquainted with law enforcement officers and procedures.
An audio cassette of TCA's "Fighting Back Against Cargo Crime and Winning," along with security checklists and other conference materials can be ordered online at www.truckload.org (click on products) or by calling KRM Info Services,(800) 775-7654.
