Security · Transport, Cargo & Logistics
Freight is stolen where it stops.
Not on the highway. In the yard, at the drop lot, during the four hours a loaded trailer sits unattended waiting for a driver. That is where the coverage belongs, and where documentation decides whether a claim gets paid.
We secure the movement. We are not a carrier.
Four things we actually do
Every engagement is one or more of these. Nothing else is sold underneath them.
Custody & Personnel Movement
Licensed, insured transport of people in custody, with a written custody record at every transfer.
- Extradition and in-state prisoner transfers
- Juvenile offender transport
- Mass move operations
- Court and agency movement
High-Value & Sensitive Cargo
Protective coverage for loads where the value is concentrated and the loss is not recoverable.
- Armoured cash movement
- Valuables, art and firearms
- Confidential documents and data storage devices
- Pharmaceutical and controlled goods
Yard, Terminal & Warehouse
The posts that matter, because this is where freight is actually taken.
- Staffed gate operations with real logging
- Trailer seal verification to ISO 17712
- Driver and load verification against appointment
- Irregular yard checks and trailer reconciliation
In-Transit Protective Coverage
Escort and covert observation — with an honest account of when a rolling escort earns its cost and when it does not.
- High-value load escort
- Covert observation and telematics coordination
- Pre-route survey and secure parking identification
- Surge coverage for seasonal peaks
Documented custody
The product is not the officer. It is the record the officer produces — prepared to the standard a claim will be judged against. Click through a movement.
Chain of custody, step by step
Every transfer point is signed, timed and reconciled.
Appointment verified
Before a tractor is allowed to back in, the appointment is checked against the schedule and the carrier against the booking. This single step is what defeats a fictitious pickup — the fraud where someone arrives with plausible paperwork for a load that is genuinely on the manifest.
Driver & load checked
Driver identity against the dispatch, tractor and trailer numbers against the paperwork, and the load against what the appointment says it should be. Discrepancies stop the movement rather than getting noted afterwards.
Seal applied & logged
An ISO 17712 high-security seal is applied and its number written into the record at the point of application — not copied later from a note. A seal number that only appears once in a file is a seal number nobody can verify.
In transit
Where the engagement includes it: covert observation, telematics coordination, and a pre-planned route with identified secure parking. A rolling escort is worth its cost on some loads and is theatre on others, and we will tell you which this is.
Seal integrity at delivery
The seal number at delivery is checked against the number at application. A matching seal is not proof nothing happened — but a mismatched or missing one is proof something did, and it is the fact an insurer will ask about first.
Reconciled & released
Piece count against manifest, exceptions noted at the point of discovery, and a signed release. The file closes complete, because a chain of custody with a gap in it is not a chain of custody.
Fictitious pickup
The theft that does not look like a theft.
The load is real. The appointment is real. The paperwork is plausible. Someone arrives, presents as the booked carrier, and drives away with the freight entirely legitimately as far as the yard is concerned. Nobody forces anything. There is no alarm, no broken lock, and often no one realises for a day.
It is defeated at the gate, not in transit, and it is defeated by verification rather than by presence. A guard who waves trucks through is not coverage against this — a guard who checks the appointment against the schedule and the carrier against the booking is.
Why this sits on the security contract and not the carrier’s. A carrier is responsible for the freight it accepts. Nobody is responsible for verifying that the person accepting it is who they say they are — unless you put someone there to do it.
Also included in a program
Drawn from across the firm — the same license, the same contract.
Semi-Truck & Fleet Security
GPS tracking coordination, tamper-evident locking, onboard camera review.
Drone Surveillance
Aerial coverage of yards and lots — the perimeter view a foot patrol cannot give you.
Supply Chain Risk Assessment
Written assessment of where a specific lane or facility is actually exposed.
Driver & Vendor Screening
Background checks run under the full FCRA process where they drive an employment decision.
Access Control & Perimeter
Gate systems, fencing assessment, lighting and camera placement.
Cargo Theft Investigation
Investigative response when a load is gone — see the first six hours below.
Covert Surveillance
Where internal involvement is suspected, which is the majority of large losses.
Digital Forensics & Cyber
Compromised dispatch email and account takeover — how many fictitious pickups actually start.
Vacant Property & Surge
Emergency coverage for closures, peaks and seasonal volume.
The first six hours
When a load is gone, recovery odds fall off a cliff. This is the order.
Report immediately
Law enforcement, with the load and unit details ready.
Preserve video
Before it overwrites — most systems hold days, not weeks.
Pull gate logs
Arrival, departure and who authorized the release.
Capture comms
Emails and calls around the booking, including headers.
Verify transfers
Every custody handoff, and where the record breaks.
What we will not do
Stated plainly, because a firm that will do these will eventually make you a defendant.
- Pursue or intercept a stolen vehicle or load
- Detain drivers or search vehicles
- Place tracking devices without the owner’s consent
- Take custody of the cargo or the cash itself
- Conduct border or immigration enforcement
- Act as a motor carrier — we secure movement, we do not haul
The frame around the post
Programs are built inside these, and documentation is written to support them.
Seasonal reality. Freight lanes are not flat across the year. Produce season changes volume, dwell time and the number of unfamiliar carriers arriving at a gate — and it changes what a yard needs. Programs are scoped to the calendar, not to an annual average.
How a program is priced
Three models, because three different things are being bought.
Yard & dock
Hourly, varying by armed or unarmed, shift length and day of week. Quoted against a written post order, not a headcount guess.
In-transit & covert
Quoted per movement. Survey and planning are priced separately, because that is where the work actually is.
Investigations
Hourly against a retainer, with an agreed reporting cadence so you are never wondering what was spent.
Common questions
No. We are not a motor carrier and we do not haul freight. We secure movement — posts, escort, verification and documentation — around the carrier you already use. That distinction matters for your insurance and for ours.
On some loads. An escort deters an opportunistic follow and gives you a second set of eyes on stops. It does not stop a determined organised theft, and it does nothing about the yard, which is where most freight is actually lost. We will tell you when it is worth the money and when it is not.
Yes — extradition, in-state transfers, juvenile transport and mass moves, licensed and insured, with a written custody record at every transfer. Movement is direct.
The movement stops and it is documented at the point of discovery, not reconstructed afterwards. A mismatched seal is the single fact an insurer will ask about first, and a record written after the fact is worth very little.
Guarding and in-house surveillance are delivered directly within our licensed footprint. Investigations, financial investigations, digital forensics and cyber are nationwide and in house. Where a movement crosses state lines, we are clear in writing about which part of it we cover.
Scope your requirement
Tell us the lane, the facility or the movement. Most calls end with a smaller program than the one that was asked for, aimed at the point where the loss actually happens.