8 U.S. Cargo Theft Hotspots

Cargo theft has become an increasingly disruptive problem across the United States, quietly creating losses and delays throughout the supply chain. What was once seen as isolated incidents has evolved into a persistent issue affecting shippers, carriers, and logistics operators alike. As freight volumes have grown and supply chains have become more complex, opportunities for theft have expanded along with them.

These incidents are not spread evenly across the country. Cargo theft tends to concentrate in specific logistics regions where freight traffic is dense, and operations are highly repetitive. Here are the eight U.S. cargo theft hotspots where this trend is most visible.

Southern California has long been one of the most cargo-theft-exposed regions in the United States, largely because it concentrates too much freight in too small a geographic footprint. The ports of Los Angeles and Long Beach, the Inland Empire’s dense warehouse grid, sprawling rail yards, and constant truck turnover create endless handoff points where cargo sits briefly but predictably. That combination has historically attracted opportunistic theft, but it has also allowed organised groups to study schedules, routes, and security routines over time.

What has changed is the scale and precision. Theft incidents have risen sharply as organised networks moved beyond break-ins to full-load diversions using stolen carrier credentials and fraudulent pickups. Industry trackers estimate that roughly 200 to 300 cargo thefts occurred across the Los Angeles–Inland Empire corridor in 2025, a significant share of all U.S. incidents. The most frequently stolen goods include consumer electronics, branded retail, e-commerce shipments, and, increasingly, high-value metals, reflecting both resale demand and weak verification at pickup points.

Dallas–Fort Worth has been cargo-theft-prone for years because it sits at the intersection of multiple national freight corridors while offering abundant unsecured trailer parking and staging space. Freight moving through DFW often pauses overnight as loads are sorted, reassigned, or re-brokered, creating predictable windows where trailers sit disconnected and lightly monitored. This has historically made the region vulnerable to trailer burglaries and drop-yard theft.

In recent years, theft activity has intensified as criminal groups exploited the region’s sheer volume and repetition. Estimates suggest that between 90 and 140 cargo theft incidents occurred in the DFW area during 2025, with losses skewing higher as thieves increasingly targeted full truckloads. Food and beverage shipments, apparel, and packaged consumer goods are the most commonly stolen, largely because they can be resold quickly and locally. The rise has been less about violence and more about planning, timing, and exploiting operational routine.

Atlanta’s vulnerability to cargo theft stems from its role as the Southeast’s primary distribution hub. The city funnels retail, grocery, and parcel freight into surrounding states via dense highway corridors, particularly I-75. This concentration of last-mile and short-haul freight has made Atlanta a steady target for theft for more than a decade, especially where security relaxes once cargo leaves major terminals.

What has worsened is the sophistication. Rather than intercepting trucks on highways, theft groups increasingly use fraudulent carrier identities to collect loads legitimately. Analysts estimate that around 70 to 120 cargo thefts occurred across the Atlanta freight corridor in 2025, many tied to load-board fraud rather than physical break-ins. Electronics, packaged food, and everyday consumer staples dominate theft reports, reflecting Atlanta’s role in feeding regional retail supply chains.

Chicago has always carried an elevated cargo-theft risk because it is a major rail, truck, and intermodal convergence point. Freight frequently changes custody in and around the metro area, moving between rail yards, cross-docks, and regional distribution centres. These transition points—rather than long-haul routes—have historically been where theft occurs.

The problem has grown as losses have become more targeted and more costly. Estimates indicate roughly 80 to 140 theft incidents across the Chicago region during 2025, often involving high-value freight intercepted during intermodal transfers. Pharmaceuticals, electronics, and automotive components are disproportionately affected, in part because they move in dense corridors and command strong secondary-market prices. Chicago’s risk profile is defined less by frequency alone and more by the size and complexity of individual losses.

Houston’s exposure to cargo theft is rooted in its diversity of freight rather than volume alone. The region handles energy-adjacent cargo, construction materials, retail imports, and industrial equipment, often over long drayage distances between ports, yards, and inland facilities. Historically, theft here focused on opportunistic yard access and unsecured equipment.

Recently, theft has increased as commodity-driven targets expanded. Industry estimates suggest approximately 90 to 160 cargo theft incidents across the Houston and Gulf Coast corridor in 2025, with a noticeable rise in metals theft, particularly copper, alongside construction materials and retail freight. Long transit legs and limited secure parking continue to give organised groups time and space to operate, turning Houston into a steady rather than sporadic loss centre.

The New York–New Jersey port complex has long been theft-prone because of its sheer operational complexity. Thousands of containers move through tightly packed terminals, handled by layers of carriers, brokers, and drayage operators. Historically, this created opportunities for pilferage and partial container theft rather than full-load disappearances.

That balance has shifted. Organised theft tied to container manipulation and fraudulent pickups has increased, with estimates pointing to roughly 90 to 150 cargo theft incidents across the NY–NJ region in 2025. High-value electronics, apparel, and imported retail goods are most commonly affected. The port’s vulnerability lies not in isolation but in scale—too many handoffs, too many actors, and too little verification at critical moments.

South Florida’s cargo-theft exposure has always been linked to its role as a gateway. Freight moving through Miami often feeds regional distribution or international re-export markets, making stolen goods easier to monetise quickly. Historically, theft here focused on short-haul trucking and unsecured yards near urban delivery zones.

The problem has intensified as theft networks capitalised on speed rather than concealment. Estimates suggest that around 50 to 110 cargo thefts occurred across South Florida in 2025, many involving consumer electronics, seasonal produce, and parcelised retail goods. Stolen freight frequently moves into informal resale channels with little delay, shrinking recovery windows and raising total losses even when incident counts appear modest.

Memphis has always carried an elevated cargo-theft risk because it sits at the centre of U.S. parcel and ground-freight movement. High volumes of consolidated freight pass through transfer points where speed often takes priority over layered security. Historically, this led to sporadic trailer theft and yard break-ins.

In recent years, theft has become more consistent and more dispersed. Industry observers estimate roughly 70 to 130 cargo theft incidents across the Memphis region in 2025, many tied to trailer staging and last-mile consolidation. Parcel-consolidated consumer goods and small high-value items are most frequently stolen. Rather than dramatic single events, Memphis now sees steady loss accumulation driven by volume and repetition.