The fact is organized cargo theft is on the rise and any conscientious, professional truck driver should constantly have it in the back of his or her mind.

As the internet changes the way commerce gets done, it also provides a new avenue by which thieves can find out where loads are, or which loads contain high-value merchandise. Both fleets and truck drivers alike need to be able to determine where loads are most vulnerable and ensure theft is avoided year-round.

How Bad Is It?

It’s hard to pin down an exact number regarding the value of stolen goods in cargo crimes because a varied number of incidents simply go unreported – whether for fear of rising insurance rates or bad publicity.

Still, the Federal Bureau of Investigation estimates cargo loss value at somewhere between $15 and $30 billion per year. No small number, indeed.

In 2015, the average loss per incident came in at just under $200,000. The numbers, compiled by a group that collects and organizes such data, recorded 10 thefts that rang in over $1 million in value. Through the first quarter of 2016, over 600 cargo-theft incidents were reported.

How Is It Changing?

Organized theft rings, whether they focus solely on cargo or not, are using increasingly-sophisticated tactics to nab large hauls and cause an overall rise in the nationwide average value per cargo theft incident.

Criminals are able to learn where partiuclar manufacturing and distribution hubs are and troll load boards to get information about shipments and locations. They use black market software to zero in on specific shipments at specific times. Coordination is key, and criminals are very good at it.

And unfortunately, their tactics are evolving. No longer are they just unloading a trailer, hitching up a truck and driving away with both tractor and trailer. Now they are dealing in strategic theft, which includes everything from identity theft to fictitious pickups and even vehicle decoys.

In a situation where identity theft occurs, a thief may secure and pick up the load simply by pretending to be the carrier. When a fictitious pickup occurs, a thief generally arrives ahead of the scheduled vehicle with virtually undetectable forged paperwork. They pick up the load and by the time the real truck arrives, the perpetrators are long gone.

Strategic cargo theft is rapidly outpacing traditional cargo theft as the go-to method for would-be cargo thieves. Still, it represents only around 15 percent of total cargo theft in the country.

Where’s It Riskiest?

Currently, the riskiest states for cargo theft are California, Texas, Florida, Georgia and New Jersey. During the first three quarters of 2016, California and Texas consider to remain the riskiest spots for cargo theft.

Year-over-year, California reported a 40-percent increase in cargo thefts in the third quarter of 2016. San Bernadino County alone saw a 229-percent increase, a truly staggering number.

Also consider the time that thieves are most likely to strike. According to the latest data, available from 2015, almost half of all cargo thefts happened sometime between Friday and Sunday. The most popular time? In the very early morning hours between 3:00am and 5:00am; essentially just before sunrise.

What Are They Taking?

Food and beverage remains far and above cargo thieves favorite target, at least in 2015. Over 24 percent of all cargo theft incidents fell under the food and beverage category. Nuts, soda, juice, tea and water topped the list.

Electronics and home-and-garden goods came in next, ringing in around 15 and 12 percent of thefts. Electronics are, by far, the costliest losses, but food and beverage remains the most attractive target because their low price point warrants less security measures, making them easier to steal.

So, no matter where you’re heading or what you’re hauling, always keep your cargo safety in mind. You simply never know who might be out there looking to get away with your load.

Of course, an inescapable collision with a heavy-duty commercial vehicle is anyone’s worst nightmare. Still, there are plenty of instances where truck crashes don’t result in major injury, and the numbers have been dropping steadily over the decades, so should people be worried?

Let’s look at the hard data. First, we’ll start with the fact that heavy-duty commercial trucks were involved in 411,000 crashes in 2014. That represents a doubling over 2010, when the numbers began to rise a bit.

As we’ve reported on before, in 2014, 3,903 people died in trucking-related accidents. Truck-occupant deaths have seen a quarter-point rise, while trucking accident injuries have seen a 39 percent jump. So should we be worried?

Consider a couple counterpoints. The recession put the brakes on the trucking industry, so crash statistics likewise saw a dip where reporting measures are concerned. So these new numbers pretty much track right alongside the industry’s recent recovery. But is there still a threat to the system somewhere? And how do rules and regulations play into the picture.

Fatigue and Regulations

Driver fatigue is a problem in the trucking industry, but is often under reported. But according to recent studies, when truck drivers and fleet managers are trained to recognize sleep disorders and combat the onset of fatigue, fewer accidents result. Near-crash scenarios, such as nodding off, dropped by a full 40 percent.

According to the FMCSA’s numbers, nearly all truck drivers involved in a fatal crash during during 2013 were either considered fatigued or had exceeded the hours-of-service limits.

Last summer, the NHTSA and FMCSA put forth a proposal that would mandate all heavy-duty commercial trucks and other similar vehicles be maintained with speed-limiting governors.  The agencies say the lower truck speeds could save as many as 500 lives a year. They also say that lower speeds translate into lower fuel economy.

Finally, pointing a dollar figure to the problem, the regulatory groups posited that the initiative could save the industry up to $1 billion in fuel annually. And while the American Trucking Associations (ATA) has been heavily lobbying for this change, the Owner-Operator Independent Drivers Association is firmly against it.

The Debate

At this point in time, truck drivers can legally drive for 60 hours over seven days. They can also do 70 hours over eight days, but they do have a 34-hour rest period before starting again. In 2013, trucking companies were able to get the 1:00am to 5:00am mandatory rest period suspended.

The ATA was vehemently opposed to mandated nighttime rest periods, saying the rule made the roads less safe. They mentioned that they weren’t necessarily asking for additional hours, but rather the flexibility to use them efficiently and effectively, in the method of their choosing, within the law.

Then, in 2014, another transportation bill amendment saw a rider attached that would have expanded a driver’s on-duty time to 82 hours a week. Again, that amendment was cut. The new version now allows 73 hours in seven days, which stands at 13 hours over the current limit.

Final Rules

Still, this is about more than effective fatigue training. There are more pieces of legislation in the works. One would raise the maximum vehicle weight from 80,000 to 91,000 pounds. Consider that in Minnesota it is already legal for logging trucks to weigh up to 99,000 pounds and it isn’t hard to see where this could all go.

The final few pieces of pending legislation that could have a big impact on safety includes one that seeks to block all trucking safety records from the public for a minimum of two years.

Finally, the FMCSA is proposing to institute a “non-preventable” crash clause where the truck driver is proved not at fault. So where will all this go? While no one knows just yet, modern truck drivers have plenty to think about, and safety isn’t free.