Cargo theft across Europe is becoming increasingly organised and intelligence-driven, with criminal groups targeting shipments before they even begin their journeys, according to Nick Long, European Commercial Manager at SNAP.
Long said cargo crime is moving beyond opportunistic attacks, with criminal networks using surveillance, fraudulent documentation, stolen identities and commercially sensitive shipment information to identify valuable loads.
“Cargo theft is no longer opportunistic crime; it is organised, intelligence-led and increasingly sophisticated,” Long said.
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The assessment comes as industry data continues to highlight the security risks associated with unsecured truck parking. The Transported Asset Protection Association (TAPA) EMEA says trucks parked in unclassified or unsecured locations are involved in many of the thousands of cargo losses reported to its Intelligence Service each year. TAPA estimates that the region requires a further 400,000 secure parking places at more than 2,000 sites to meet current demand.
TAPA’s latest information also indicates that more than 50% of cargo crimes reported to its EMEA system are attributed to attacks on vehicles parked in unsecured or unclassified locations.
Cargo theft becomes more intelligence-driven
Long said organised criminal groups are increasingly dividing responsibilities across the theft operation, with different actors involved in intelligence gathering, shipment surveillance, vehicle attacks, transportation, storage and resale.
Traditional methods such as curtain slashing and theft from unsecured parking areas remain a concern. At the same time, Long said criminals are increasingly exploiting fake carriers, fictitious collections, stolen identities, fraudulent documentation and cyber-enabled methods.
“Criminals are increasingly exploiting booking systems, cargo data, social media and commercially sensitive information to identify valuable shipments before they move,” he said.
The development means cargo security increasingly extends beyond the physical protection of a vehicle. Information about what is being transported, where it is being collected and when it is expected to stop can itself become a security vulnerability.
High-value and readily marketable commodities, including pharmaceuticals, electronics, food, alcohol, tobacco and vehicle parts, can be particularly attractive targets, according to Long.
Once stolen, he said, goods can be rapidly repackaged and moved into secondary markets, including online marketplaces.
The risk increases when freight stops
While major transport corridors can attract criminal activity because of the volume of freight they carry, Long said operators should not regard cargo theft simply as a problem associated with specific roads or geographical areas.
“The cargo itself is the target, rather than any particular road or route,” he said.
The point at which a shipment stops can therefore become critical. Vehicles parked during legally required rest periods, overnight stops or unexpected delays may become vulnerable, particularly where drivers have limited access to secure facilities.
TAPA’s Parking Security Requirements (PSR) specifically address this risk. The standard establishes minimum security requirements for truck parking operators and is designed to help logistics companies identify and plan routes around secure parking locations. TAPA says its database provides information on certified sites, including facilities and booking contacts.
TAPA’s PSR standard was revised in 2023, and the association describes it as the most widely adopted secure-parking standard among parking operators in the EMEA region.
Secure parking is more than additional capacity
The shortage of HGV parking is already recognised as a transport infrastructure issue in the UK. Government guidance acknowledges that shortages in some locations and at certain times can make it difficult for drivers to find safe parking while complying with mandatory break and rest requirements.
The UK Department for Transport has also evaluated government-supported investment in HGV parking and driver-welfare facilities, following a grant programme launched in 2022 to help improve parking provision and facilities in England.
For cargo security, however, Long argues that the distinction between ordinary parking and independently assessed secure parking is critical.
“Simply increasing capacity will not reduce cargo crime unless those sites meet recognised security standards,” he said.
TAPA’s PSR framework covers security measures and operational requirements that go beyond simply providing a parking space. Its standards are intended to establish consistent requirements for access control, site protection and the management of security risks.
A site with CCTV or perimeter fencing alone does not necessarily provide the level of protection required for high-value cargo.
“A site may invest heavily in cameras, but if access is poorly controlled, CCTV is not actively monitored, incidents are not responded to or drivers and vehicles cannot be properly accounted for, those measures offer only a false sense of security,” Long said.
Journey planning becomes part of cargo security
The location of a mandatory rest stop can be as important as the route itself when a vehicle is carrying theft-sensitive cargo.
Long said operators should assess parking requirements according to the value and risk profile of each shipment and plan stopping locations before a vehicle reaches its legal driving limits.
“A vehicle carrying high-value electronics requires a much higher level of protection than general freight,” he said.
The approach aligns with UK government guidance, which advises drivers to decide where they will park overnight before beginning a journey and to use secure practices when leaving and returning to vehicles.
Digital booking systems can support this process by allowing operators to reserve parking in advance rather than relying on availability at the end of a driving period.
Long said such systems can also contribute to site security through measures including vehicle and driver validation and automatic number plate recognition.
TAPA’s secure parking programme similarly provides logistics operators with a database that can be used to identify secure parking locations when planning transportation routes.
Secure parking network expands across Europe
The secure parking landscape is developing, although supply remains below demand.
In April 2026, TAPA EMEA reported that the number of operators joining its PSR standard had increased by more than 150% year on year, with the network extending across 17 European countries. The association said the standard provides a framework for parking operators to demonstrate their security credentials and gives transport companies a means of identifying safer parking locations.
TAPA also continues to identify a substantial gap between the availability of secure parking and industry requirements. Its current PSR information estimates demand for another 400,000 secure spaces across more than 2,000 sites in the EMEA region.
The issue is therefore not simply the construction of additional truck parks. Existing facilities can potentially contribute to the solution if they are upgraded to recognised security standards, while depot networks and other existing infrastructure may provide additional secure stopping options.
Security standards need to cover the full site
TAPA’s standards framework takes a broader approach to cargo protection. Its Parking Security Requirements are designed specifically for truck parking, while its Trucking Security Requirements address security risks associated with road transport.
TAPA says more than 80% of cargo losses reported to its Intelligence System involve criminal attacks on vehicles, underlining the importance of vehicle and parking security as complementary elements of supply-chain protection.
For parking operators, this means security needs to encompass more than surveillance equipment. Site access, perimeter protection, lighting, monitoring, procedures and incident response all form part of a broader security framework.
Independent certification can provide logistics operators and cargo owners with greater assurance that a parking facility has been assessed against defined requirements rather than relying solely on the operator’s own description of its security arrangements.
Cargo security becomes a supply-chain responsibility
The growing sophistication of cargo crime is placing greater emphasis on security throughout the shipment lifecycle — from booking and information management to collection, transport and parking.
For high-value shipments, route planning now increasingly has to account not only for distance, traffic and driver-hours requirements, but also for where the vehicle can safely stop.
The challenge is particularly significant because mandatory rest periods cannot simply be eliminated from a journey. If secure parking is unavailable when a driver reaches the end of the permitted driving period, the operator may have to choose between an unsuitable location and a potentially disruptive change to the journey plan.
Closing the security gap will therefore require cooperation among transport operators, cargo owners, insurers, parking providers, technology companies, governments and industry associations.
The growth of certified parking networks across Europe indicates that the industry is moving toward more structured solutions. But with TAPA still identifying a substantial shortfall in secure capacity, the availability and quality of parking remain important considerations in protecting freight while it is stationary.
For European road freight, the security question is increasingly not only how cargo moves, but also where it stops.
