Trailer Theft in the United States (Forecast 2030)

February 2026

A comprehensive analysis of trailer and cargo theft across the United States,

covering utility, cargo, travel, and equipment trailers.

Executive Summary

Trailer theft in the United States is a pervasive, structurally underreported crime that affects individual owners, contractors, fleet operators, and the broader national supply chain. While aggregate motor vehicle theft has declined sharply in recent years, trailer and cargo theft have moved in the opposite direction, reaching record levels in 2024 and attracting Congressional scrutiny for the first time. The scale of the problem is significant: over 100,000 utility trailers are stolen annually with recovery rates often below 30 percent¹, cargo theft incidents surged to 3,625 documented cases in 2024 representing $454.9 million in losses⁵, and the trucking industry alone absorbs an estimated $6.6 billion in annual theft-related costs⁷.

A defining characteristic of the current landscape is the divergence between general vehicle theft and trailer-specific theft trends. Nationwide, motor vehicle theft fell 17 percent in 2024 and a further 23 percent in the first half of 2025, marking the most significant decline in four decades². Yet cargo and trailer theft continued to accelerate during the same period, with the average number of cargo thefts per day climbing from 4.06 in 2023 to 6.07 in 2024⁹. This divergence suggests that systemic vulnerabilities specific to trailers, including weak registration requirements, low-tech security measures, and fragmented tracking infrastructure, have created an environment in which trailers remain disproportionately easy to steal even as broader theft deterrents improve.

The financial severity of trailer theft extends well beyond the value of the stolen assets themselves. Homeland Security Investigations places the total annual cost of cargo theft between $15 billion and $35 billion when accounting for supply chain disruption, insurance costs, investigative expenses, and downstream economic effects⁸. Individual motor carriers lose an average of more than $520,000 per year, while logistics service providers face average annual theft losses exceeding $1.84 million⁷. For travel trailer and RV owners, average insurance claims run approximately $28,000 per incident and take 30 percent longer to settle than standard vehicle theft claims¹¹.

Geographically, trailer theft is heavily concentrated. California, Texas, and Illinois accounted for 46 percent of all cargo theft in 2024, with Dallas County alone experiencing a 78 percent year-over-year spike in reported incidents⁶. From a regulatory standpoint, 12 U.S. states maintain no registration requirements for small utility trailers, creating a systemic vulnerability that enables stolen trailers to be re-titled through homemade trailer applications and assigned new vehicle identification numbers with minimal scrutiny²⁰. Congressional attention to the issue peaked in July 2025 when the Senate Judiciary Committee convened hearings on organized theft networks, where the National Insurance Crime Bureau cited the $35 billion annual impact figure in formal testimony⁸.

This report examines the full scope of trailer theft across the United States, spanning utility trailers, cargo and commercial trailers, travel trailers and recreational vehicles, and equipment trailers. It provides a data-driven analysis of historical trends, current scale and financial impact, geographic distribution, theft methodologies, recovery dynamics, and the legislative and technological landscape shaping the outlook through 2030.

U.S. Trailer Theft Trend Analysis (2019 to 2025)

Pre-2020 Baseline

Prior to 2020, trailer theft in the United States existed as a persistent but largely invisible subset of the broader motor vehicle theft category. The FBI's Uniform Crime Reports, the most authoritative federal data source, classify trailers under the catch-all category of "other motor vehicles," which accounted for approximately 8 percent of all vehicle thefts nationally¹⁸. This classification obscures the true volume of trailer-specific theft and limits the ability of law enforcement, policymakers, and industry stakeholders to assess the problem independently.

In 2019, the nationwide motor vehicle theft rate stood at 199.4 incidents per 100,000 residents, reflecting a relatively stable period following years of gradual decline¹⁸. Within this baseline, trailer theft was characterized by opportunistic crimes targeting utility trailers, construction equipment trailers, and travel trailers parked in unsecured locations. Recovery rates were structurally low, reflecting the ease with which trailers could be moved across jurisdictions and the limited investment in tracking technology among owners. The National Equipment Register and NICB reported consistent annual losses of approximately $400 million for heavy equipment and trailer theft combined, with fewer than 25 percent of stolen items ever recovered¹⁵.

The commercial freight sector experienced cargo theft at a lower but meaningful baseline. Industry estimates placed daily cargo theft incidents at fewer than four per day on average, with losses concentrated in high-value shipments moving through known corridor states. Distribution and logistics infrastructure was already recognized as vulnerable, but the scale of the problem had not yet reached the level of institutional attention it would attract in subsequent years.

COVID-Era Disruption and the Surge in Theft Activity

The onset of the COVID-19 pandemic in 2020 disrupted supply chains, displaced economic activity, and created conditions that amplified theft across multiple trailer categories. Motor vehicle theft nationally rose sharply, climbing from 199.4 per 100,000 in 2019 to 283.5 per 100,000 by 2023, a 42 percent increase over four years¹⁸. By 2023, over 1,020,729 vehicles were reported stolen in the United States, a 1 percent increase over the prior year and the continuation of a trend that had accelerated since 2020¹.

Within this broader surge, cargo and trailer theft escalated at an even faster rate. Supply chain bottlenecks, inventory shortages, and rising commodity prices made stolen goods more valuable and easier to resell. Cargo theft incidents tracked by Verisk CargoNet rose from 2,852 in 2023 to 3,625 in 2024, a 27 percent year-over-year increase, with total documented losses reaching $454.9 million⁵. The estimated average value per cargo theft rose to $202,364 in 2024, up from $187,895 in the prior year⁶. During the first quarter of 2024 alone, CargoNet estimated $154.6 million worth of goods were stolen, with the average stolen shipment valued at $281,757¹⁶.

RV and travel trailer theft followed a similar trajectory. Approximately 28,000 RVs were stolen nationwide in 2022, generating losses exceeding $600 million. By 2024, that figure had trended upward to over 30,000 reported stolen units, with towable travel trailers representing approximately 82 percent of all RV theft incidents¹¹. The period from 2016 to 2022 saw a 30 percent cumulative increase in RV thefts, with California, Texas, and Florida consistently ranking as the top three states for this category of crime¹³.

Post-Pandemic Divergence: Vehicle Theft Down, Trailer Theft Up

Beginning in 2024, the United States experienced a historic divergence in theft trends. Overall motor vehicle theft fell sharply, declining 17 percent from 2023 to 850,708 stolen vehicles, the largest annual drop in 40 years and the first time since 2021 that the figure fell below one million². The FBI's UCR Summary confirmed an estimated 18.6 percent decrease in motor vehicle theft from 2023 to 2024¹⁹. This positive trend continued through the first half of 2025, with vehicle thefts falling an additional 23 percent year-over-year and the national theft rate dropping from 126.62 to 97.33 per 100,000 residents¹⁷.

Cargo and trailer theft, however, did not follow this downward trajectory. Overhaul recorded 2,217 confirmed cargo thefts in the U.S. in 2024, a 49 percent increase in volume over 2023. More significantly, the company estimates the actual number of major theft incidents exceeded 13,500 for the year, underscoring the scale of underreporting that defines this crime category⁹. The average daily frequency of cargo theft jumped from 4.06 incidents per day in 2023 to 6.07 in 2024, with nearly 60 percent of annual theft events concentrated in the second half of the year⁹.

This divergence indicates that the factors driving down general vehicle theft, including improved vehicle immobilizer technology, law enforcement task forces, and consumer awareness, have not translated to equivalent protection for trailers. Trailers remain structurally more vulnerable due to their portability, the inconsistency of registration and titling requirements across states, and the relatively low adoption of GPS tracking and advanced locking systems among individual owners and small operators.

Scale and Financial Impact

Annual Theft Volume and Documented Losses

The financial impact of trailer and cargo theft in the United States operates on multiple levels, from individual incidents to industry-wide systemic costs. At the incident level, documented cargo theft reached $454.9 million across 3,625 reported cases in 2024⁵. The average stolen cargo shipment was valued at $202,364, reflecting both the rising value of goods in transit and the tendency for organized theft networks to target higher-value loads⁶. Utility trailers, which often carry construction equipment, landscaping tools, or personal property, account for over 100,000 thefts annually, with total supply chain losses now exceeding $10 billion per year when direct and indirect costs are included³.

At the industry level, the American Transportation Research Institute places annual cargo theft costs at $6.6 billion, equivalent to more than $18 million per day⁷. This figure encompasses direct product losses, service disruptions, insurance costs, investigation expenses, and the operational overhead of implementing preventive measures. Individual motor carriers absorb average annual losses exceeding $520,000, while logistics service providers face average losses of more than $1.84 million per year⁷.

The broadest estimate comes from Homeland Security Investigations, which places total annual cargo theft costs between $15 billion and $35 billion. The upper end of this range was cited by the National Insurance Crime Bureau in testimony before the U.S. Senate Judiciary Committee in July 2025, reflecting the federal government's recognition that documented losses represent only a fraction of the true economic impact⁸. The NICB further noted that six to eight cargo theft incidents occur every day on average, each carrying an average loss value exceeding $200,000⁸.

Recovery Rates and Insurance Dynamics

Recovery rates for stolen trailers and cargo remain exceptionally low, compounding the financial burden on victims and insurers. Across all cargo categories, approximately 74 percent of stolen goods are never recovered⁷. For trailers and equipment specifically, recovery rates without proactive measures such as GPS tracking can fall as low as approximately 7 percent⁴. The National Equipment Register reports that fewer than 25 percent of stolen construction equipment and associated trailers are ever returned to their owners¹⁵.

Insurance dynamics further amplify the cost. The average insurance claim for a stolen travel trailer is approximately $28,000, and RV theft claims typically take 30 percent longer to settle than standard automobile theft claims due to the complexity of valuation, the difficulty of verifying total loss, and the lower probability of recovery¹². For commercial operators, rising theft frequency translates directly into higher premiums, increased deductibles, and more restrictive coverage terms, creating a compounding cost cycle that disproportionately affects small and mid-sized carriers.

Segmentation by Trailer Type

Utility Trailers

Utility trailers represent the most frequently stolen and least frequently recovered trailer category in the United States. Over 100,000 utility trailers are reportedly stolen each year, making them the single largest category by volume³. Recovery rates for this segment are structurally low, falling below 30 percent on average and dropping to as low as 7 percent when owners lack GPS tracking or comparable recovery technology⁴.

Several characteristics make utility trailers uniquely vulnerable. They are physically small, easily towable by standard passenger vehicles, and often stored in unsecured locations such as driveways, construction sites, and open lots. Most critically, 12 U.S. states maintain no registration requirements for small utility trailers, enabling thieves to re-title stolen units through homemade trailer applications and obtain new vehicle identification numbers with minimal documentation or verification²⁰. This regulatory gap creates a systemic loophole that effectively launders stolen trailers back into legal circulation.

The contents carried by utility trailers, including construction tools, landscaping equipment, and trade materials, often exceed the value of the trailer itself. This dual-loss dynamic means that a single utility trailer theft can impose financial harm well beyond the replacement cost of the trailer, disrupting business operations and project timelines for contractors and tradespeople who depend on their equipment daily.

Cargo and Commercial Trailers

Cargo and commercial trailers are the focus of the most extensively documented theft data, driven by the scale of losses and the involvement of organized criminal networks. In 2024, Verisk CargoNet recorded 3,625 cargo theft incidents with $454.9 million in documented losses⁵. Overhaul's parallel tracking captured 2,217 confirmed thefts but estimated the actual number exceeded 13,500, highlighting a massive underreporting gap between documented and actual theft activity⁹.

Over 85 percent of all cargo theft in North America involves trucks and trailers, according to the Transported Asset Protection Association's Incident Information System¹⁰. Theft methods in this segment have evolved significantly. Pilferage, the partial theft of goods from a trailer without taking the entire unit, now accounts for 52 percent of all recorded cargo thefts. Full truckload theft represents 22 percent of incidents, facility theft 14 percent, deceptive pickups 7 percent, and hijackings 3 percent²³. The dominance of pilferage indicates that many thefts occur while trailers are parked and unattended at yards, rest stops, or distribution centers, rather than through forcible seizure.

Organized theft networks have also expanded into rail-based cargo, costing major U.S. railroads more than $100 million in 2024 according to the Association of American Railroads. Stolen goods are increasingly exported internationally rather than fenced domestically, adding a geopolitical dimension to the enforcement challenge²¹.

Travel Trailers and Recreational Vehicles

Travel trailers and RVs represent a distinct theft segment characterized by high unit values, emotional attachment, and specific vulnerability patterns. Approximately 30,000 RVs were reported stolen in 2024, trending upward from 28,000 in 2022. Towable travel trailers account for approximately 82 percent of these incidents, making them the overwhelmingly dominant subcategory within RV theft¹¹. From 2016 to 2022, RV thefts increased 30 percent nationally¹³.

Theft location data reveals that nearly 41 percent of all RV and trailer thefts occur at storage facilities, followed by businesses and private residences¹⁴. The concentration of theft at storage locations underscores a vulnerability gap: owners often assume that designated storage facilities provide adequate security, when in reality many lack surveillance, perimeter controls, or on-site personnel capable of deterring theft. In terms of method, 58 percent of RV theft cases involve thieves gaining access by smashing a window, indicating that physical security measures remain basic in many instances²².

California, Texas, and Florida are the top three states for RV theft, consistent with their large populations, warm climates that support year-round RV use, and extensive storage facility networks¹³. The average insurance claim of $28,000 per stolen travel trailer, combined with settlement timelines that run 30 percent longer than standard auto theft claims, creates a significant financial and administrative burden for affected owners¹².

Equipment Trailers

Equipment trailers, commonly used to transport construction machinery, agricultural implements, and industrial tools, represent a smaller but financially significant theft segment. The National Equipment Register and NICB report combined annual losses of approximately $400 million for heavy equipment and trailer theft, with recovery rates below 25 percent¹⁵. These trailers are frequently targeted at construction sites, agricultural properties, and industrial yards where security infrastructure is minimal and equipment may sit idle for extended periods between use.

The value proposition for thieves in this segment is compounded by the resale market for heavy equipment, which operates through less regulated channels than consumer goods. Stolen equipment and trailers can be moved across state lines and resold through informal networks, online marketplaces, or export channels with relatively low risk of detection, particularly in states where registration and titling requirements are weak or nonexistent.

Geographic Hotspots and Regional Analysis

State-Level Concentration

Trailer and cargo theft in the United States is heavily concentrated in a small number of states. California, Texas, and Illinois accounted for 46 percent of all cargo theft nationally in 2024⁶. These three states combine large populations, extensive freight corridors, major port infrastructure, and high volumes of warehousing and distribution activity, all of which create dense target environments for organized theft. Dallas County, Texas, experienced a particularly acute spike, with cargo theft incidents rising 78 percent year-over-year⁶.

For RV and travel trailer theft, California, Texas, and Florida consistently rank as the top three states by volume¹³. Their positioning reflects a combination of large RV ownership bases, extensive storage networks, warm climates that extend usage seasons, and in the case of Florida and Texas, proximity to international borders and ports that facilitate cross-border movement of stolen goods. The geographic overlap between cargo theft hotspots and RV theft hotspots in California and Texas suggests shared infrastructure vulnerabilities and potentially overlapping criminal networks.

Seasonal and Temporal Patterns

Trailer theft exhibits pronounced seasonal patterns. Overhaul's 2024 data showed that nearly 60 percent of annual cargo theft events occurred in the second half of the year, with activity peaking during the holiday shipping season when cargo volumes are highest and warehouse yards are most congested⁹. This pattern aligns with broader retail and logistics cycles, as increased freight movement creates more opportunities for theft at transfer points, distribution centers, and overnight parking locations.

For utility and travel trailers, theft risk increases during spring and summer months when trailers are more frequently in use, in transit, and stored at seasonal locations. Construction activity peaks during warmer months, placing utility and equipment trailers at elevated risk. Travel trailers face heightened exposure during vacation seasons when they are parked at campgrounds, storage lots, and temporary locations away from owners' primary residences.

The Registration Gap: A Structural Vulnerability

One of the most significant geographic factors in trailer theft is the patchwork of state registration requirements. Twelve U.S. states maintain no registration requirements for small utility trailers, creating a structural vulnerability that organized and opportunistic thieves exploit routinely²⁰. In these states, stolen trailers can be re-titled using homemade trailer applications, effectively erasing their stolen status and allowing them to re-enter legal commerce with new vehicle identification numbers.

This regulatory gap has been identified by the National Stolen Trailer Crime Bureau as a critical policy issue that fundamentally undermines law enforcement's ability to track and recover stolen trailers. States without registration requirements effectively serve as laundering jurisdictions, where stolen trailers from neighboring states can be re-titled and resold with minimal scrutiny. Until this gap is addressed through federal standards or interstate compacts, it will continue to represent one of the most exploitable weaknesses in the trailer security ecosystem.

Theft Methods and Organized Criminal Networks

Breakdown of Theft Methodologies

The methods used to steal trailers and their contents have diversified significantly in recent years, reflecting the growing sophistication of criminal networks. Data from Overhaul's Q2 2025 report provides the most granular breakdown of current theft methodologies. Pilferage, defined as the partial theft of goods from a trailer without stealing the entire unit, accounted for 52 percent of all recorded cargo thefts. Full truckload theft, in which an entire loaded trailer is taken, represented 22 percent of incidents. Facility theft, occurring at warehouses and distribution centers, accounted for 14 percent. Deceptive pickups, in which criminals impersonate legitimate carriers to fraudulently collect loads, represented 7 percent. Hijackings, though the most violent method, accounted for only 3 percent of incidents²³.

The dominance of pilferage as the primary theft method has important implications for prevention strategies. It indicates that the majority of theft occurs not through forcible seizure or high-speed pursuit, but through unauthorized access to trailers parked at yards, rest stops, truck stops, and distribution facilities. This pattern suggests that physical security measures such as high-security locks, seal verification protocols, and yard monitoring systems have the potential to address the largest single category of theft.

For travel trailers and RVs, physical breach remains the dominant entry method, with 58 percent of theft cases involving window smashing²². Hitch locks have been estimated to deter approximately 90 percent of opportunistic thieves, suggesting that relatively low-cost physical security measures can meaningfully reduce theft risk for this segment²².

Congressional and Institutional Response

The escalation of organized trailer and cargo theft has attracted institutional attention at the highest levels of government. In July 2025, the U.S. Senate Judiciary Committee convened hearings titled "Beyond the Smash and Grab: Criminal Networks and Organized Theft," during which the NICB's President and CEO David J. Glawe provided formal testimony. Glawe cited the Homeland Security Investigations estimate of $15 billion to $35 billion in annual cargo theft costs and described the scale and coordination of criminal networks operating across state lines and international borders⁸.

The Association of American Railroads testified that organized theft cost major U.S. railroads more than $100 million in 2024, and noted that stolen goods are increasingly being exported rather than sold domestically²¹. This shift toward international fencing raises the complexity and cost of enforcement, as investigations must now span multiple jurisdictions and engage customs, trade, and foreign law enforcement agencies.

Strategic Insights for Security and Prevention

Prevention and Recovery Technologies

The data consistently demonstrates that proactive security measures dramatically improve outcomes. Recovery rates for trailers without GPS tracking can fall as low as 7 percent, while trailers equipped with active tracking technology achieve significantly higher recovery rates⁴. Hitch locks are estimated to deter 90 percent of opportunistic thieves, making them one of the highest-impact, lowest-cost interventions available²². The combination of physical deterrents such as high-security coupler locks, wheel locks, and hardened hitch pins with electronic tracking creates a layered security approach that addresses both the probability of theft and the probability of recovery.

For commercial operators, investment in yard security, seal verification, and real-time shipment monitoring has become a competitive necessity. As pilferage accounts for 52 percent of all cargo theft²³, facilities that implement access controls, surveillance systems, and tamper-evident sealing protocols can address the single largest category of loss. The shift toward connected, technology-enabled security solutions mirrors broader trends in fleet management and supply chain visibility.

The Underreporting Challenge

One of the most critical barriers to addressing trailer theft effectively is the scale of underreporting. Overhaul's 2024 data recorded 2,217 confirmed cargo thefts but estimated the actual number of major incidents at more than 13,500⁹. This six-to-one ratio between estimated and confirmed incidents means that published statistics, however alarming, likely represent only a fraction of the true problem. Underreporting is driven by several factors: many victims do not file police reports, particularly for lower-value utility trailers; insurance claims may not be pursued for uninsured or underinsured assets; and the lack of registration requirements in 12 states means many stolen trailers have no formal record of ownership to trigger a theft report²⁰.

Improving reporting infrastructure, standardizing trailer registration across all states, and creating interoperable databases for stolen trailer identification would significantly enhance the ability of law enforcement and industry stakeholders to quantify, track, and respond to theft.

Long-Term Outlook Through 2030

The structural conditions that drive trailer theft, including the value of goods in transit, the portability and anonymity of trailers, the registration gap, and the involvement of organized criminal networks, are unlikely to resolve without concerted policy, technology, and enforcement action. The July 2025 Senate hearings represent an important milestone in institutional awareness, but legislative change at the federal level remains uncertain.

For individual owners and small operators, the outlook underscores the importance of proactive investment in physical security and tracking technology. Hitch locks, coupler locks, wheel locks, and GPS trackers represent proven interventions that reduce both theft frequency and loss severity. For commercial operators and fleet managers, the integration of real-time monitoring, secure yard management, and carrier verification processes will become standard operating requirements rather than optional upgrades.

As growth in trailer theft moderates from its 2024 peak, the competitive advantage shifts toward prevention, recovery, and resilience. Companies and individuals that invest in layered security now will be better positioned to protect their assets, reduce insurance costs, and avoid the operational disruption that accompanies a theft event. The data is clear: trailers without protection face recovery rates in the single digits, while those with even basic security measures achieve dramatically better outcomes.

Sources

1. NICB Hot Spots Report 2023. https://www.nicb.org/news/news-releases/vehicle-thefts-surge-nationwide-2023

2. NICB 2024 Vehicle Theft Report. https://www.nicb.org/news/news-releases/vehicle-thefts-united-states-fell-17-2024

3. California Immobilizer Industry Analysis, 2025. https://immobilize.com/2025/11/10/the-rising-threat-of-trailer-truck-theft/

4. Outlaw Trailer GPS Prevention Report, 2026. https://outlawtrailergps.com/blogs/news/how-to-prevent-trailer-theft

5. Verisk CargoNet 2024 Annual Supply Chain Risk Report (PDF). Presented at TAPA National Cargo Theft Conference.

6. Verisk CargoNet Annual Analysis 2024. https://www.verisk.com/company/newsroom/cargo-theft-surges-to-record-levels-in-2024-verisk-cargonet-analysis-reveals/

7. ATRI, The Fight Against Cargo Theft: Insights from the Trucking Industry, 2025. https://truckingresearch.org/2025/10/new-atri-research-confirms-the-high-costs-of-cargo-theft-to-industry/

8. NICB President David J. Glawe, U.S. Senate Judiciary Committee Testimony, July 15, 2025 (PDF). https://www.judiciary.senate.gov/

9. Overhaul U.S. & Canada Annual Cargo Theft Report 2024 (PDF). https://over-haul.com/wp-content/uploads/2025/02/US-and-Canada-Annual-Cargo-Theft-Report-2024.pdf

10. Transported Asset Protection Association (TAPA) / SGS Analysis, 2022. https://www.sgs.com/en/news/2022/07/tap-into-tapa-to-prevent-theft-transportation-crime-and-loss-of-goods-in-your-supply-chain

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14. Progressive Insurance / RV Travel Database, 2025. https://www.progressive.com/answers/does-rv-insurance-cover-theft/

15. National Equipment Register (NER) / NICB Joint Annual Equipment Theft Report. https://www.ner.net/

16. CargoNet Q1 2024 Supply Chain Risk Trends Analysis. https://www.cargonet.com/news-and-events/cargonet-in-the-media/2024-q1-theft-trends/

17. NICB H1 2025 Vehicle Theft Analysis. https://www.nicb.org/news/news-releases/nationwide-decline-vehicle-thefts-continues-through-first-half-2025

18. FBI Uniform Crime Reporting Program, Motor Vehicle Theft 2019–2023. https://www.fbi.gov/news/press-releases/fbi-releases-motor-vehicle-theft-2019-2023

19. FBI UCR Summary of Reported Crimes in the Nation, 2024 (PDF). https://cde.ucr.cjis.gov/

20. National Stolen Trailer Crime Bureau (NSTCB) / StolenTrailers.org. https://www.dangeroustrailers.org/

21. Association of American Railroads (AAR) / Senate Judiciary Committee Hearing Coverage, 2025. https://www.truckingdive.com/news/cargo-theft-congress-organized-retail-crime-nrf-fbi-homeland-security/753317/

22. Emergency Assistance Plus / RV Statistics Report 2025. https://www.emergencyassistanceplus.com/resources/rv-statistics/

23. Overhaul Q2 2025 U.S. Cargo Theft Report. https://www.fleetequipmentmag.com/q2-2025-cargo-theft-overhaul/