Parked straight as an arrow, the Cobalt blue tractor and scrubbed-clean white trailer raised few eyebrows among the 10 other trucks parked in one of Miami’s many pastel and palm tree-lined warehouse districts.

The trailer, however, was loaded with stolen electronics. It hadn’t moved in 14 hours and was being watched by a team of undercover police detectives.

 “The driver’s still asleep,” said a detective sergeant, who wheeled an unmarked SUV past the parked rig that mid-September morning.

An estimated $25 billion to $30 billion in retail goods are stolen every year in the United States, with more than two-thirds stolen from commercial trucks, according to the National Cargo Security Council. Experts say a new wave of cargo theft rings, which operate more like small-scale mafia families than common street gangs, are responsible.

Many of the cargo thefts are investigated by Miami-Dade’s Tactical Operations Multi-Agency Cargo Anti-Theft Squad, also known as TOMCATS. Lieutenant Twan Uptgrow, commander of TOMCATS, said his investigators have linked at least one theft ring with terrorist groups outside the United States.

“Some of the buyers have ties to terrorist groups,” said Uptgrow.

Police say relatively low prosecution and very profitable rewards have fueled the growing crime. The right load can fetch $15 million to $20 million or more in goods, and first-time offenders risk little prison time compared to those convicted of violent or sex crimes.

When times are tough for workers, times are busier for thieves and police, Uptgrow said.

The white trailer pulled by the blue truck was at least the third scheduled operation of the week by Miami-Dade’s cargo theft squad.

“With the economy the way it is, we’re breaking records,” Uptgrow said.

Uptgrow was preparing to add more staff to his team when he spoke with Land Line early in the summer.

TOMCATS

Miami – with one of the nation’s busiest ports – is a hub for stolen and counterfeit goods.

Television shows have showcased the city’s tropical warmth, art-deco urban architecture and international flavor.

The nuts and bolts of police work, however, reveal the city’s gritty side.

TOMCATS investigators tracked the stolen electronics load for 28 hours, poised to watch the driver’s every move.

Detectives had watched a team remove the cargo from the stolen trailer, take inventory, and place it in a new trailer before it was hooked onto the blue truck.

The task force was founded as a pilot project in 1993 with the help of former Florida Sens. Bob Graham and Connie Mack, and support from a then-Calvin Klein executive who was frustrated by increasingly expensive bottom-line losses from truck thefts.

“One of our goals is to prosecute on a federal level if we can,” Uptgrow said. “Everybody within the task force is sworn federally, and they have local and state powers.”

Most detectives work deep undercover, and the detective sergeant asked that his name and face not be published.

Miami-Dade has a backlog of applicants wanting to work for the unit, which is one of several regional cargo theft task forces in the U.S.

Unlike other Miami-Dade police officers, TOMCATS officers don jeans, tennis shoes and designer shirts, though they’re sheathed in bulletproof vests and holstered guns.

Officers frequently work undercover, and rarely disclose names or allow their faces to be shown.

“They’ve watched us as much as we watch them,” said the sergeant, an 18-year police veteran.

A unit called Cargo Cats operates out of the Los Angeles County Sheriff’s Department in California, and similar cargo crime investigation units in New York, New Jersey, Houston and Memphis, according to the FBI.

The cargo theft investigation units typically are headed up by the FBI, which partners with local police departments.

In Miami-Dade, however, the 22-member TOMCATS unit is a more collaborative effort between the county police and the FBI. Several Miami-Dade detectives, as well as a U.S. Customs agent, a criminal analyst, a U.S. DOT officer, one Florida Highway Patrol trooper and a detective from the Broward County Sheriff’s Office work jointly with FBI agents to investigate the crimes.

The partnership allows TOMCATS to share in investigations and arrests, rather than merely work as a local assisting agency.

The police crackdown on cargo theft, however, has been matched by criminal organizations with their own creativity.

 “These groups are highly organized,” Uptgrow told Land Line. “For example, they can have a cargo theft group based out of south Florida; they will go to Kentucky, Texas, Georgia and other areas of the country to do surveillance on loads they want to take.

“They will rent vehicles in those areas, target locations to make thefts. They’re highly organized. They research it; they’ll know whether to pursue a load if it’s something they really want.”

The bad guys

A few minutes after 11 a.m., the blue truck’s driver awakes and starts stirring.

The sergeant leaves the area and lets other TOMCATS investigators do their job.

Truck cargo theft has often been associated with mafia or random thieves. TOMCATS officers say that in actuality many smaller groups have formed their own partnerships based more on making money than on traditional mafia hierarchy.

The theft rings often are described as “lateral” organizations that work together only through loosely based business relationships and less like traditional mafia families with established hierarchies, Uptgrow said. Their less formal approach makes it tougher to take them down than a traditional crime organization.

Many theft rings are composed of people with international connections. The groups are rarely larger than 25 members and are run by leaders who live in million-dollar homes and drive Land Rover SUVs among other high-dollar toys, police say.

Even though TOMCATS has seized everything from laptop computers to loads of dog food, organized theft rings mostly target specific loads of such valuables as electronics and pharmaceuticals, quickly moving the goods and selling products at 10 percent of retail cost.

The rings will fly their own drivers on commercial flights, or send them in rented cars, to track and later steal loads, Uptgrow said.

Earlier this year, TOMCATS stopped thieves who’d targeted a trailer with $17 million in computer chips.

“Those are the types of loads somebody targets,” Uptgrow said. “They know what they want to target.”

Many times, TOMCATS officers say, trailer thefts in the Midwest and southeastern U.S. are shipped out of the U.S. by container through the Port of Miami.

The rings now rapidly move stolen pallets from stolen trailers, sometimes taking only a few hours to steal and then fence the goods in the black market.

Recently, the gangs have begun efficiently separating pallets of stolen goods before they’re fenced – in the rings’ own version of LTL. Separating the stolen goods makes GPS-tracked loads harder to track, only adding to headaches police already face.

“It’s frustrating,” said the TOMCATS sergeant. “Every time we learn something they adapt.”

Earlier this summer, TOMCATS seized 48 pallets of Grey Goose vodka worth an estimated $1.2 million.

The sergeant said some theft rings will be caught after holding onto stolen goods too long.

Others will simply be caught by observant police.

Earlier this year, an officer spotted a large forklift sitting near a welding business and started investigating. His investigation led to the TOMCATS recovering 60,000 pounds of stolen marble.

But the billion-dollar industry of cargo crime also has its version of petty shoplifters.

As drivers and truck stops have dealt with increasing diesel theft, TOMCATS has seen a rapid increase in fuel theft among some local fuel delivery drivers.

The drivers will work with others to skim 200 or 300 gallons of fuel at a time, Uptgrow said, selling the fuel on their own.

Earlier this spring, TOMCATS stopped a black market fuel operation run out of a suspect’s backyard, in a residential neighborhood. The suspect had 15 large drums of fuel in his backyard. He pumped the fuel using electricity from a car battery and jumper cables.

“He had it rigged up to where just one match would blow up the entire neighborhood,” Uptgrow said. “If just one person had thrown a lit cigarette, it could have blown up the entire neighborhood.”

After an hour of patrolling one warehouse district surrounding the stolen electronics load, the TOMCATS sergeant took a cell phone call from an informant.

A stolen load of designer clothing was in the area.

Protecting your truck

Freightwatch Group is an international cargo security firm that specializes in theft prevention.

American cargo thieves rely mostly on nonviolent methods, the firm said in a company-issued paper in 2006. In Europe, however, cargo theft rings have become violent in response to increased theft prevention and enforcement, Freightwatch Group said.

“U.S. cargo theft is not likely to mimic Europe’s trend of violent cargo theft in the near term. U.S. distribution security practices are still weak and provide abundant opportunities for nonviolent thieves,” Freightwatch Group said. “However, as in Europe, increased awareness and new security practices could change the dynamic.”

Most truck hijackings occur within a few miles of the load’s pickup point, Uptgrow said.

“In some cases, freeway on and off-ramps have been particularly dangerous. They’ll climb up and force their way into the cab,” he said.

TOMCATS officers say they routinely notify large trucking companies that they’ve located a stolen trailer before the company is aware it’s missing.

Most loads have been stolen while a driver is away from the truck for dinner or on break, often while the truck is idling. Thieves simply drive off with the goods.

“It only takes these guys a minute,” said Uptgrow. “Since they’ve been following the load down the interstate, as soon as they see the opportunity they’ll go ahead and take it.”

TOMCATS officers advise truckers to plan ahead when possible and park in secure areas. It’s best to find rest stops and other spots where other truck drivers will see them. Watch for cars or vehicles following your truck when you leave the highway.

“Hijackers don’t like crowds. Don’t stop in deserted areas while waiting to make deliveries,” Uptgrow said. “Try to stop at reputable truck stops along the route, and maybe try not to stop at the same location each time.”

Team drivers also stand a much-improved chance of protecting their loads, he said. Company drivers working alone should have regular communication with their dispatchers.

TOMCATS urges truckers to call local police if they’re suspicious about another vehicle following them. Drivers pulled over by an unmarked police car should call 9-1-1 to verify.

 “A few hijackings have occurred in which persons have pretended to be police officers in unmarked cars,” Uptgrow said. “Try to pull over in a well-lit area where someone else can witness what’s going on.”

TOMCATS remained tightlipped about what happened in the mid-September stolen electronics stakeout with the blue truck towing a white trailer, saying only the investigation is ongoing.

Investigations can take several months and sometimes longer as the unit tries to arrest every connectable cargo thief they can, tying worker bees to the king bees leading the theft rings.

“Check back in a few months,” Uptgrow said.

Any trucking companies or drivers who think they can’t be targeted are living a fantasy, said Uptgrow, who compared cargo theft to home burglaries.

Most home burglars, however, aren’t willing to share profits among 20 or more partners or willing to buy airline tickets and rental car fees to land a score.

“If they really want your load,” he said, “they’re going to get it.”

Original story »

By: John Spiros,VP Safety and Claims Management Roehl Transport Inc.

A seal can make the difference between a claim and no claim. Seals and the correct documentation can prevent most claims. Shortages, Mis-shipments, and Damage claims are the most common and can be reduced or prevented with seal and the correct seal documentation by supporting the carrier in arguments against theft and damage. In the case of a shortage if the load was sealed the entire time the carrier was in possession of it then there is no way that the carrier can be responsible for the shortage. The same is the case with mis-shipments; the carrier or someone else is not able to tamper with the load if it is sealed the entire time. The seal can protect the carrier in the event of loading damage claims as well. The seal process is a simple 4 step process and if done for every load can prevent many claims.

Step 1: Seal the load at the shipper
If the load is a live load, have the shipper seal the load once they have completed loading the trailer, preferably with a Shipper seal. If the shipper refuses or does not provide seals than the driver should seal the load with a company seal. For preloaded trailers the driver should verify if the load is sealed upon pickup, if it is proceed to step two. If the load is not sealed then the driver should inspect the load for proper securement and seal the load with a company seal.

Step 2: Document the seal on the Bill of Lading
Have the shipper document the seal number on the Bill of Lading. If the shipper refuses or in the case of a pre-loaded trailer is not available, then the driver should note the seal number on the bill of lading.

Step 3: Have the Consignee document the seal as being intact
This is the most crucial step, besides actually sealing the trailer. The driver should request that the consignee inspect the seal and document that the seal was “intact upon arrival” on the bill of lading before breaking the seal. Some consignees will not even look at the seal and request the driver break the seal. In cases such as this the driver should note on the bill of lading, in the same area where the seal number was documented originally, that the seal was intact upon arrival and the “consignee refused to sign”. The driver should initial the bill of lading in the same area to indicate that he signed for the seal documentation.

Step 4: Break the seal
The final step is to break the seal.

Multiple Stop Loads:
Treat each stop as a separate load in reference to seals. Repeat the entire seal process for each stop on a multiple stop load to realize the full protect against claims that seals can provide.

Seals and the correct documentation are the simplest way to prevent most types of claims. In summary make sure that the seal number is on the paperwork when picking up the load and is verified by the consignee upon delivery. The driver should always get initials or a signature and make sure that the BOL is noted “seal intact”. The shipper contract should also be reviewed regarding their requirements and this information should be supplied to the driver prior to them picking up or delivering a load. This gives the driver all the required information to understand their responsibilities regarding a particular customer. Once again, do not break any seal unless an authorized employee of the consignee gives the driver the oaky. This process is quick, simple, and can be done for all van/refrigerated loads minimizing the amount of claims received.

By Wally White, U.S. Xpress Enterprises, Inc.

 Excuses or Reasons? Everyone has heard these when a load is stolen:“I only left it runnin’ for a few minutes to in and buy lottery tickets,” one driver might say.“I have always parked there and nobody ever stole my truck before,” another would offer.

OR

“I had to leave it running ’cause it takes too long for it to heat up/cool off inside if I don’t, ” said another. 

OR

“But, I still have my extra key,” said a baffled driver, “how was I supposed to know they would break a window and drive off with the load?”

I am sure you have all heard, perhaps even BETTER” reasons” than these from a driver who has returned to his/her parking spot and noticed his/her keys don’t fit in the truck that is now occupying that space. In most cases, the driver is lucky because he/she is still able to call in the loss. The driver has suffered no more than the embarrassment likely faced when explaining to the recruiter of his/her NEXT prospective employer whey he/she is currently unemployed. Actually, these are the lucky drivers. As we all know, in some cases, drivers have been seriously injured or worse, when someone really wants what’s inside that truck or trailer.Technology is a great thing, but it doesnt work well if the driver fails to apply it and basically makes it totally ineffective. If the driver isn’t going to take the time to shut the truck off, take the keys and lock the doors, why would they take the time to apply Air Cuff Locks, Glad Hand Locks, and King Pin Locks etc.? Maybe it’s not a case of being lazy or in hurry, but a lack of knowledge on how to properly apply the technology. Don’t assume they already know about security technology and how to make it work.We beat drivers over the head with Safety programs and messages to make sure they drive safely, thereby protecting themselves and the motoring public, but how often do we remind them that personal, vehicle and cargo security are also very important? We need to get back to basics and keep reminding them that part of being a Professional Truck Driver is accepting the responsibility for their own personal Safety and Security , as well as the security of their equipment and cargo.Train them, train them and train them! There a lot of new folks in the truck divining community who may not be aware of many of the dangers lurking  out there. Keep them informed. Use many good programs out there (Highway Watch, etc.) to give them tools to again protect themselves and others as well as equipment and cargo.

• �
  • Remind them to:
  • 1.       Adhere to Company policies related to stopping, parking and dropping equipment (Make sure they know what the policies are in the first place.)
  • 2.      Park in well lit, secure locations whenever possible

  • 3.      Use whatever technology the Company has provided for personal and load security

  • 4.      Shut the engine off, lock the doors and take the key5.      Observe the surroundings both coming from and to the truck
  • 6.      Don’t talk about the cargo with ANYONE outside your Company
  • 7.      Do a walk-around to see if the doors, seals, locks or security devices appear to have been tampered with. The sooner a theft is detected, the better the chance for recovery.
  • 8.     Report unusual or suspicious activity to law enforcement and the Company immediately.
  • 9.      Remember, there is usually a lot of personal property and personal information inside a truck, related to the driver and possibly their families that could also be compromised during a theft. Anything a driver may lose as a result of a theft may NOT be covered by their Company or even their own personal insurance. They do have a lot to lose too.

Yes, this seems like a very simple, very basic list that really only seems to require a little common sense. BUT, a very wise man once told me that Common Sense ain’t really all that Common. Again, this is about, “gettin’ back to basics.”Keep ‘em Safe- Keep ‘em Secure!

Wally White is Chairman of the Security Council’s Homeland Security Committee and Director of Safety and Regulatory Compliance at U.S. Xpress Enterprises Inc. 

Every day reports of stolen cargo cross my desk here in Chicago: thefts in Georgia, Texas, California, New Jersey, Illinois,Mexico, China and Europe; thefts of electronics, computer parts, pharmaceuticals, clothing, foodstuffs, metals, wood, tires, and any other product that can be sold or bartered on the market. The variety of commodities stolen, and the methods used to steal them is constantly amazing.

The most common MO (modus operandi) for large scale theft is the theft of an unattended trailer or container. It is an unfortunate reality that there are more trucks in the United States than there are parking lots, and certainly more trucks than there are secure parking lots. Given that fact, is it any wonder that drivers leave trucks at unsecured truck stops, retail parking areas, on the street or in vacant lots? The majority of container and trailer loads of cargo that are stolen are taken when the load is unattended. Some of these thefts are random, and are carried out by people who arrive on the scene with a bobtail (no trailer attached) tractor, hook on and drive away. Others are carefully planned, with research into the expected cargo, the route, the schedule and the driver’s habits. Some involve driver complicity.

Some thefts involve fraud. Some years ago a freight broker in Memphis posted a load of electronics on the internet looking for a trucker to take the load from Atlanta to Miami. They received a call from a man stating he was with XXX Transport, and that he had a driver nearby who could pick up the load the next morning. While XXX Transport was familiar to the broker, the man calling was not, so they obtained a phone number to call him back. When they called, a female voice answered “XXX Transport”. They asked for the man by name and were told he was on a call, but that if they could wait a moment, he would take their call. A minute went by with “muzak” playing, and he came on the line, confirmed his identity, and provided the broker with a number to which documents for the load should be faxed. They sent out the documents, the driver arrived the next morning, the shipper loaded his truck with electronics, and he left. Six hours later he called the broker and reported that he had experienced engine trouble on the highway to Miami so would be late. They advised the consignee and awaited his arrival the next day. The next day came and went and the load was never seen again. Investigators later found that the number they called for verification was a mailbox/business service office in Miami and that the woman and man had rented a phone from them for a morning. The fax number turned out to be at a motel on I75.

In 2003, a completely legitimate trucker was contacted by a major manufacturer and told to pick up a load of computers in St. Louis for delivery to Toronto. The trucker arrived the next day, picked up the load, and delivered it to a warehouse in Toronto where he was met by personnel in company uniforms. The manufacturer, which had done business with the buyer before, sent out an invoice, and received a call asking why a bill had been sent since no order had been given. Investigators discovered that documentation that exactly duplicated purchase orders from the supposed buyer had been made up in the business office of a Toronto hotel and sent to the manufacturer. The warehouse location in Toronto was found to be empty, and discarded company uniforms were found in a back room.

A large group, mostly Cuban, has operated a sophisticated theft ring out of Hialeah,Florida for a number of years now. We estimate that they have stolen over $300,000,000 in cargo in the United States since 2000. Arrests of members of this gang have been made in California, Ohio,Illinois,New Jersey, and a number of southeast states. One of their most common MO’s is used for warehouse burglaries:

First, they check out the location. The loading docks are watched (either from inside or nearby) so confirm the type of cargo going out. Patterns of loading and delivery are documented. Then, usually over a weekend, and often on holiday or special event weekends when police are busy, the alarm system at the warehouse is set off. The thieves sit back and wait for the first responders to come. After they leave, they set off the alarm again, and again they wait. Eventually, the first responders decide that the alarm is faulty and don’t come back, and the thieves enter the warehouse and spend all night emptying the cargo into trucks. In November of 2006 they stole 65,000 cell phones valued at $13,500,000 from a Chicago suburb using this technique. Particularly vulnerable are warehouses without back-up alarm systems. Investigators later found cumentation that six trucks had been stolen locally and used to haul the cargo. People using fake Cuban names, but Florida addresses, had registered in local hotels. A rental car, later noted as having been driving through the neighborhood, was found to have been rented to a Florida driver. This theft occurred over the Thanksgiving weekend. A similar theft, but during a summerfest event, had occurred not five miles away in 2005.

These are but a few of the methods being used. As industry tightens up its security, the thieves find new ways to break it. (Note: all of the above stories are based upon actual events, but the facts have been altered to protect the companies involved.) As modern industry has tightened its procedures, thieves have improved their own methods and technologies. Shippers, carriers and underwriters need to be aware, and need to keep up with methods to protect cargo in transit.

Alan F. Spear, Director
Cargo Security Loss Control
AIG Global Marine
May 1, 2007
©AIG Global Marine and Energy

BY ANGELA GREILING KEANE

Copyright 2006, Traffic World, Inc.

A provision in the Patriot Act establishes a new cargo theft category for federal crime reporting purposes, a move shippers and law enforcement officials hope will curb increasing thievery of goods in transit.

The Patriot Act, which President Bush signed March 8, puts cargo theft in an exclusive list of serious crimes that the Federal Bureau of Investigation tracks through the Uniform Crime Reporting Program.

It’s not a silver bullet, but with cargo theft having its own classification within the UCR, in the long run, I think it will help law enforcement, International Cargo Security Council Executive Director William Corley said. ICSC members have lobbied for years for cargo theft to be its own UCR category.

They succeeded this year with the help of Rep. Cliff Stearns, R-Fla., whose Cargo Theft Prevention Act was wrapped into the new Patriot Act.

One estimate places the loss through cargo theft at $25 billion a year, said Stearns. This crime costs more than all bank robberies, computer piracies, burglaries and identity thefts combined. Profit from cargo thefts often goes to fund organized crime or terrorist activities, and we know that terrorists can make a lot of money stealing and selling cargo.

Neither the FBI nor the cargo industry has a good handle on how much cargo is stolen each year given the lack of coordinated reporting on the subject.

We can easily say that cargo theft costs U.S. businesses tens of billions of dollars per year, Corley said.

In addition to adding the cargo theft category to the crime reporting system, the Patriot Act increased jail time for cargo theft convictions. Theft of cargo worth less than $1,000 is now punishable by three years in prison, while incarceration can be up to 15 years for cargo theft worth more than $1,000.

Stearns picked up the issue several years ago after his local newspaper ran a series of stories on the growing problem of the theft of truck trailers in his part of Florida. In recent years, shippers and law enforcement officials have reported that cargo theft is increasing. At a hearing last year before the House Judiciary Subcommittee on Crime, Terrorism and Homeland Security, shippers and others said that cargo theft is an unfortunate byproduct of tightening supply chain security across the board.

The other categories the FBI tracks through the UCR, which is a voluntary reporting system, are murder and nonnegligent manslaughter, forcible rape, robbery, aggravated assault, burglary, larceny-theft, motor vehicle theft and arson.

By Nick Erdmann

Cargo theft has impacted nearly every industry, from paper products to televisions. Experts estimate that cargo and equipment theft costs 30 to 50 billion annually worldwide. Security is a necessity today; with the nation on heightened security alert, the transportation industry must be prepared. By its very nature, the transportation industry places goods in a more vulnerable environment than when they are at a shipper’s or receiver’s facility. It’s not like having your goods in a warehouse; you cannot post a security guard, install lights or a closed circuit TV or build a fence around your freight. Expensive freight is moved along highways and by sea everyday and physical security devices and new tracking devices are becoming more of a necessity for trucking and container companies. New security procedures and rising insurance costs are also driving companies to secure their fleet. Before 9/11 companies would lock and seal only some loads that were deemed high value, and accepted theft as a cost of doing business. Today many security conscious companies have taken steps to combat theft of their equipment and products. These security procedures range from “low tech” physical security devices to “high tech” tracking devices. These devices are becoming more affordable, allowing companies to develop security programs incorporating one or both of these security devices, and drastically reducing the number of thefts among their company.

Physical Security Solutions

High security locks and seals are not a luxury item for transportation companies anymore. Physical security has become an effective tool in preventing cargo theft within the transportation industries security programs. Companies using high quality padlocks, king pin locks, air cuff locks and seal guard locks have effectively prevented cargo thefts.

When choosing a physical security device, a company must take into consideration their: fleet, equipment and employees. High security locks must be of high quality and be flexible to the companies needs. The physical security company’s products and reputation must also be reliable to ensure compatibility and service of those locks in the future. These steps along with a solid company policy will ensure a seamless security program.

Trailer Security

High security padlocks must be resistant to physical attack and being picked. These locks also must be able to withstand the harsh environments that containers and trailers are exposed to. These padlocks also need to be user friendly, allowing the company to set up a system that is flexible, yet provides the utmost security for their equipment. Characteristics of a good high security lock allow for master keying systems and restricted keyways, limiting the possibility for unauthorized duplication of keys.

In addition to securing rear trailer doors, companies must evaluate their need to secure unattended drop trailers and terminal trailers. There are many options including providing a secure drop yard for loaded trailers, which minimizes theft occurrence. High security king pin locks can be used to prevent unauthorized fifth wheel hook ups to trailers. Effective king pin locks should be able to be keyed into a company’s master keying system, allowing for added security. High security king pin locks should be constructed of heavy duty steel and be resistant to physical attack and be pick resistant.

Transport Security, Inc. supplies both trailer and tractor high security locks that meet the security demands of the transportation industries.

The ENFORCER® Adjustable Lock for example, is a portable heavy duty lock that consists of 10 gauge chrome plated spring steel body and the locking component is surrounded with cast iron, preventing tampering. This device allows for a tight fit on virtually all containers and trailers and is secured with an ABLOY® lock that provides superior performance in weather and is highly resistant to physical attack.

Tractor Security

Thieves are not only stealing loaded trailers, but also taking the tractors. These tractors in some cases are then used to steal trailers. Properly securing these expensive tractors starts with driver education and responsibility. Drivers must always lock doors, turn off the truck and secure the tractor brakes with a high security air cuff lock, preventing the release of truck and trailer brakes. Theft of a truck can happen within a few seconds of a driver leaving his truck unattended at a truck stop. Air brake locks must be user friendly, allowing the driver to easily attach the device to his brake nozzles within seconds. Properly securing a tractor can help prevent thieves from easily driving away with not only a loaded trailer, but an expensive tractor.

The Air Cuff™Lock is an example of a brake lock that is a two part lock made of high impact resistant material and secured with an ABLOY® lock cylinder. The lock is user friendly and is installed on the brakes within seconds, completely locking out the tractor and trailer brakes.

Preventing seal integrity has become more of an issue since 9 /11, especially with shipments of food and chemicals. Shippers have refused loads that show evidence of seal tampering, costing companies thousand of dollars. We have come to the point that we need to protect the seals themselves. Seal guard locks provide a barrier box that prevents unauthorized removal of cargo seals. These devices are made of a high strength steal and withstand physical attack. These units can be used in tandem with trailer locks to protect the cargo seals’ integrity.

With heightened security for the transportation industry, physical security has merged with high tech tracking devices. These tracking devices enable a transportation company to accurately locate their assets in transit. There are an abundant amount of tracking devices on the market today, each having their own advantages and disadvantages depending on your companies needs. Three of the most popular types of tracking devices include GPS, A-GPS (Assisted GPS and CDMA (Cellular). With any tracking technology your company chooses, researching the product and the supplier is very important, given this can be an expensive investment. Companies should compare technologies and run specific tests with their equipment and staff, making sure the technology is compatible with their company.

Tracking Technology

Basic GPS units have been around for years with great success. These devices collect and store data such as time, latitude and longitude from GPS satellite while the unit is in use. Once the unit returns, the information on where the unit has been can be downloaded onto a computer into easy to read maps. These devices are accurately able to show stops and starts, location, speed and other important data. GPS devices tend to be bulky in nature and require external antennas mounted on trailers and containers and must be able to “see the sky” in order for the unit to work effectively. This limits the use of units in underground parking garages and warehouses, where thieves are more likely to transport stolen cargo and equipment. These units also tend to be “power hungry”, limiting their battery and power life. These units are very effective for those companies who require a fleet management device for locating their fleets and for time management of deliveries.

A-GPS is a fairly new type of GPS device that has all of the features of basic GPS, but is more effective in areas where GPS is not. A-GPS is able to be very covert and does not have to “see the sky”, with an internal antenna in some cases. Many of these devices can be the size of a cell phone or smaller. Many devices have self contained batteries, making it completely portable allowing them to be concealed in freight. This allows less chance of a thief discovering and disengaging the unit. A-GPS allows for real time tracking of an asset that can easily be seen on a laptop or computer, in real time sometimes reporting locations within seconds of “calling” the unit. With the compatibility of these units and complete user control, allows security personnel to have an exact location of their asset at their fingertips. Another feature A-GPS offers is “geofencing”, which allows security personnel to define a location they want their asset to stay inside of, (ex. Terminal or certain route) and are notified via email or cell phone when their asset leaves the defined “geofence”. Accurate locations of assets with this technology are made easier, with mapping technology that shows exact street names and major landmarks. These devices are also less “power hungry”, therefore allowing a longer battery life, in some case as long as a month. This makes these units more effective for longer shipments along the supply chain. Some of these newer devices use CDMA technology, which allows the unit to incorporate the cellular towers and technology for more accurate locations. Combining all of these features allows A-GPS/CDMA devices to provide a complete range of anti-theft and supply chain management tracking applications.

Conclusion

Technology is evolving everyday, with more sophisticated tracking devices and physical security options for the end user. Companies looking to secure their entire fleet are now combining the “tried and true” physical security products with the new technologies of the tracking devices, allowing for a complete security program. Ultimately saving the company money and lowering the risk of their cargo being stolen. Security programs must be thought out and well planned in order for the chain to be effective.

Nebraska carrier designs device to protect against unnecessary cargo claims

By Sean Kelley

Tom Pirnie is the kind of guy who worries about bad things that can happen to his business and does something about them.

Last year, Pirnie, president of Grand Island Express, heard that one of his competitors lost $4,000 because the flimsy seal affixed to the competitor’s trailer broke between stops. So he enlisted the help of an inventive cousin to keep the same problem from occurring to the Grand Island, Neb.-based carrier, which employs 90 company drivers and 45 owner-operators.

“Most of the things we’ve learned in our business, we’ve learned by doing it wrong first,” Pirnie says. “The best learning experiences are the ones that happen to someone else.”

More than 50 percent of loads hauled by Grand Island Express is beef— much of it coming from a processing plant across the street from the carrier’s headquarters. The company hauls the meat west to neighboring Colorado and east to the Atlantic Seaboard.

The loads often require multiple drops, which is where problems can arise. When a load is first put on a trailer, the processing plant affixes a seal, a thin strip of numbered metal or plastic that is bound through the trailer’s hasp lock. When part of the load is delivered, the receiver affixes a new seal through the hasp and so on, until all the loads are delivered.

In the past, a broken seal simply meant that the receiver and driver would count units of beef, and if the count was accurate, everything was fine. But the Sept. 11, 2001 terrorist attacks — and fear that the food supply could become a target — changed all of that.

In 2003, a driver for one of Pirnie’s competitors arrived at his second receiver on a multi-stop run with a missing seal. Instead of counting the load and taking delivery, the receiver declared the load unfit for human consumpnon, and it was rendered.

“They were fearful the meat might have been tampered with,” Pirnie says. “They charged the carrier $4,000 for the load. I’m not even sure if that was legal, but I’d rather not have to pay myself.”

For the receiver, it didn’t matter who was at fault in the situation. The first receiver might never have affixed a seal. It could have broken in transit or it could have been snipped by a competitor. Since the driver is the only one who can open the lock, the driver controls access to the seal and can be held accountable for any problems.

“When we heard about the story, we asked ourselves what can we do to make it more difficult to tamper with a seal,” Pirnie says. The carrier that lost the load was lucky: The portion that was rendered was a partial shipment of cheap meat. If it had been a full load of high quality beef, the cost could have been much more substantial. “If it had been a full load of rib eyes — that’s way over a dollar a pound. A cargo claim like that would raise your rates.”

Grand Island Express trailers already feature a low-tech security device designed to prevent cargo theft — a small metal bar affixed with a bolt to the trailer frame that prevents the door from being opened. A large Allen wrench is required to remove the bar, and Pirnie says thieves typically don’t carry Allen wrenches in that dimension. The bar can he defeated, hut it takes time — something Pirnie says most thieves don’t have.

While adding security to the door was relatively easy, protecting the seal provided a greater challenge. The company had to develop a box to cover the seal and the hasp assembly and still resist efforts by a determined thief. The idea came from Pirnie’s cousin, Keith Pirnie. The carrier’s chief technician, Randy Kunze, produced a working model. The design had to work with cable seals as well as flat metal or plastic seals.

The group of would-be inventors spent time wandering through their customer’s yards looking at trailer models and seeing what the seal guard’s design required. After a couple of months of fiddling, the team had a prototype. They took it to a local manufacturer, who produced 50 seal guards. Pirnie passed theiii out to his drivers to experiment with them.

The staff also did its best to break into the locks. Pirnie took part in some of the

testing himself, slinging a heavy sledgehammer at the final product until he bent the pin so badly it nearly required a blowtorch to remove.

Pirnie says his drivers are trained to inspect seals and have never had a claim like the one that his competitor suffered. The new lock makes that job easier, in part, because receivers can’t break the seal without the driver removing the box.

“A receiver will say ‘I’ll just break the seal” Pirnie says. “My driver will say ‘Go ahead and try.’ This gives something additional for our drivers to do to make sure the seal is in place.”

The final hasp and seal cover consists of three parts:

• A rectangular metal sleeve with a pin that slides through and around the hasp, protecting the back and sides of the seal.
• A stainless steel cover that slips over the base and protects the front of the seal.
• A specialized bolt that locks the box and requires a special wrench to remove.
• A variation of the device allows a padlock to be affixed for loads and carriers in need of more security.

Once drivers began using the locks on their trailers, competitors and receivers took notice, asking where they could buy them. So Grand Island Express is now marketing the device — officially called the Enforcer Seal Guard Lock — through Transport Security Inc. in Waconia, Minn. Transport Security’s John Albrecht says Grand Island Express retains the patent and will benefit from sales of the product.

“The exciting thing is that shippers and trucking companies will benefit from the invention,” Albrecht says. Transport Security has improved the lock’s design, making it more difficult to defeat.

“I’m not saying you can’t get in there, but it’s going to take tools and time,” Pirnie says. “With seals, you don’t know until you have a problem. We got a break in that it happened to someone else.”

Now with his innovation, Pirnie is hopeful the problem never happens to him.

As truckers, David and Barbara Cormier had been on the beaten path for nine years. Little did they know, fate would create them a new one. “There were some great runs that came up that we didn’t take,” said David. “Good runs that paid great money to Miami. But I wouldn’t take a truck down there because I couldn’t secure it.”

“We went looking for something to secure our truck and couldn’t find a thing,” said Barbara. “We went to truck stops, chrome shops, and even tried the Intemet. But we couldn’t find a lock that would protect the tractor and trailer from theft.”
Prior to coming to Landstar, the Cormiers had tried a lock that encased the air valves on a truck, but found it impractical. “It had too many pieces to it,” said David. “When you took it apart, it was like putting a puzzle back together. And it was secured with a padlock. A thief could easily remove the lock with a pair of bolt cutters.”

Then a light went on: Why not develop a simpler device? It would still encase a truck’s air valves — the dash-mounted knobs that control the brake system — but would be easier to use. Inspiration led to motivation, then to perspiration and, oh yes, lots and lots of plastic. “The garage floor was covered with white plastic shavings,” said David. “I was working with a plastic called HDPE and using a drill press, table saw and router to cut and shape the plastic. Pretty soon it was deep enough for our granddaughter to lay on the garage floor and make snow angels.”

When Samuel Richardson said, “Necessity may well be called the mother of invention — but calamity is the test of integrity,” it could have been in reference to the Cormier’s garage.
“I had enough plastic scrap left over to start an industry,” said David. But he kept at it, and in a matter of months, crafted an anti-theft device the couple would eventually name the Air Cuff Lock.

Then Barbara came up with the idea of creating a lock to encase both air valves for the tractor and trailer. It would provide more security than just a single lock on the tractor’s air valve.

Back to the garage — more drilling, sawing and routing. The pile of plastic shavings on the floor grew deeper. But the new lock was close to the real McCoy. The two-piece design was easy to use and fit on just about any tractor.

The lock was nearly flawless.

“David kept saying, ‘It’s not quite right. It’s not quite right,” said Barbara. “The lock had a flaw,” said David. “It was possible to push the air valves in, if a thief drilled a hole in the front of the lock.”

Stumped on finding a solution, the Cormiers took to the road. David was behind the wheel one morning on Interstate 10 when — POW! — a eureka moment:

“Set screws! The thought just hit me out of the blue,” he said. “The screws could be adjusted up or down, so if a hole was drilled through the front of the lock, the air valves would stay in place.”

Barbara, asleep at the time, remembers waking up to find her husband clamoring like a kid. “He kept saying, ‘I got it! I got it!’”

Back home, David headed for the garage, waded through the plastic shavings, and tweaked the lock. It worked.

Would the world beat a path to their door? The Cormiers were anxious to find out. They demonstrated the lock to other truckers who wanted to know where they could get one.
The couple called their agent Shirley Anhalt, then Landstar BCO Advisor Nancy Johnson, and Landstar’s Security department.

The Cormiers were soon put in touch with Transport Security, Inc., a leading manufacturer and marketer of anti-theft products for the transportation industry. When the Cormiers demonstrated the Air Cuff Lock to John Albrecht, vice president of Transport Security, he wasted little time in hammering out a deal.

“There’s a tremendous need for this type of product, especially on high- value loads,” said Albrecht. “There’s nothing on the market to protect tractor theft. David recognized this need and created a product to fill it.”

Albrecht says working with professional truck operators like the Cormiers, who invent products to make life on the road safer, is a win-win situation. “Drivers usually come up with the best inventions because they know what works and what doesn’t,” said Albrecht. “I knew David and Barbara’s invention would work. It’s easy to put on, can be removed in seconds, and it’s convenient to use because everything is right there in the cab.”

The Cormiers, who leased on with Landstar last September, are now doing what they enjoy most — being Landstar BCOs. They love the independence, calling their own shots, and seeing the country. That’s the life they want to lead. Even if they reap a financial windfall, they say, life won’t change much.

“All we wanted was a way to secure our truck,” said David. “The encouragement we received from people at Landstar helped a lot. We share the same attitude about freight. The only person who can protect it from the time you pick it up to the time it’s delivered is the driver.”

Thomas Edison said, “I never did anything worth doing by accident, nor did any of my inventions come by accident; they came by work.”

Ditto for the Cormiers. Wonder what they’ll come up with next?

Ralph Waldo Emerson said, “If a man can make a better mousetrap, the world will make a beaten path to his door.”

Click here for more information on the the ENFORCER® AIR CUFF™ LOCK.

By John Albrecht, Vice President, Transport Security, Inc.

In the transportation industry, a strong security and loss prevention department is a necessity, not a luxury. Theft of cargo and equipment is estimated to cost $10 billion to $15 billion annually. Depending on your operating ratio, it takes $10 to $15 in increased revenue to make up for every dollar lost through theft.

Progressive corporations should be guided by a strong security and loss prevention program, rather than depending on a crisis management team to react after the crime has taken place.

An effective security and loss prevention program should include the following: employee screening, a loss reporting system, a reward program, physical security and law enforcement involvement.

Employee screening is an important aspect of a successful company. An employer should keep in mind that a stable and honest employee will have credible references from past co-workers and former employers.

Developing a thorough background investigation procedure can single out a less desirable applicant. Employers should ask for specific information, such as names and phone numbers of past employers. If the applicant cannot provide this information or any other facts requested on this form, he or she should not be considered for the job.

If the applicant skips a question such as “Have you ever been convicted of a felony?” the company should not assume the answer was no.

It is necessary to educate all drivers of their responsibility to report any losses of cargo or equipment via a loss reporting system. Unreported small losses can quickly add up to substantial sums at year’s end, but by this time it is too late to take any action.

Drivers should be able to contact a company official 24 hours a day when theft occurs s’ that immediate action can be taken.

The development of a loss report form is important to obtain all pertinent information regarding a theft: date, time, location, license numbers of the tractor and trailer, the vehicle identification numbers of the tractor and trailer, the make and model of the tractor and trailer, a description of commodity hauled, driver report, police notification and any suspect. Quick and effective reporting will increase the chance of successful recovery of stolen property.

Reward programs that pay for information are very effective. These programs must be administered very carefully, however, and in for matmon guarded to give credibility. The program should include a toll-free telephone number that is dedicated to reporting fraud, theft or misconduct within the company.

To develop an effective security and loss prevention program, strong physical deterrents are essential, including king pin locks, seals, padlocks, rear door locks and steering locks. King pin locks protect trailers from theft while they are spotted at terminals or retail stores.

The use of numbered seals on shipments, including multi-drop loads, is strongly encouraged.

Padlocks and rear door locks are very important in the reduction of pilferage.

Fleets initiating a strong lock and seal program have drastically reduced cargo theft.

There are many organizations involved with security and loss prevention: American Society of Industrial Security, Safety and Loss Prevention Management Council of American Trucking Associations, International Association of Chiefs of Police and National Cargo Security Council. Also, law enforcement and transportation companies have started regional cargo theft task forces. These include Mid-West Cargo Security Council, Chicago; Eastern Regional Transportation Security Council, Mybrook, N.Y.; Western States Cargo Theft Association, Cypress. Calif.; Midsouth Cargo Security Council, Memphis, Tenn.; Southwest Transportation Security Council, Dallas; Southeast Transportation Security Council, Atlanta: and Florida Cargo Security Council, Miami.

The objectives of these organizations are to reduce theft, develop contacts, exchange theft reports and establish a liaison with law enforcement officials in the cities where your fleets haul freight.

Thefts can never be totally eliminated, but strong preventive measures are vital in combating theft and maintaining good profit levels.