Repatriation

A known means to dispose of stolen vehicles is to ship them abroad, either as a whole or in pieces.

The issue was raised 05/2025 in a meeting with the Policing Minister – it was apparently outlined ‘what policing, law enforcement and the industry [not participating] are doing to tackle vehicle crime and in particular SOC exporting stolen vehicles and or parts abroad. This happens via roll on roll off ferries or whole cars or parts loaded into containers‘.

But what of getting these vehicles back when they are located abroad?

Why is repatriation so difficult and complex, given that the UK shares their LoS (lost or stolen) data with other countries, particularly the EU? Some reasons relate to the lack of agreements, or lacklustre arrangements, in place with whom we share information! By way of examples:

Loss of Real-Time Data: No SIS II means vehicle alerts must go through slower channels like INTERPOL or SIENA (Secure Intelligence Sharing Platform).
Increased Bureaucracy: Trade & Cooperation Agreement (TCA) cooperation adds complexity, e.g., requests must go through official channels, sometimes requiring legal justification.
Dependence on Adequacy Decisions: UK’s reentry into Prüm and other data systems depends on EU confidence in UK data protection standards.
Resource Demands: UK agencies now face higher administrative and technological burdens to replicate pre-Brexit efficiency.

Figures obtained relating to funding and overseas ‘seizures’ by NaVCIS, working for Finance & Leasing Association members, suggest this activity incurs a cost of £500 more when compared to a seizure in the UK:

A referral into NaVCIS = £200
UK Seizures = £1000 + 8% of BBV* variable.
Overseas seizures = £1500 + 8% of BBV variable.
Variable % is based upon year to date throughput and agreed budget.
UK and overseas seizure of shells / heavily damaged / engine only = £500 flat fee.

*BBV – assumed to be Bottom Book Value

More about the issues can be read at the following links: