Three men climbed onto CSX railcars parked outside a Memphis depot in November, broke the container locks and took more than $20,000 of goods, including women's clothing bound for a Belk store, Lazer Blocks toys and two cases of Fre non-alcoholic chardonnay [1]. What separated it from dozens of similar thefts in recent years is that AI-powered cameras were watching, and a task force led by the Tennessee Bureau of Investigation, drawing on federal, state and local agencies, the Tennessee National Guard and CSX's own police force, put a plane in the air that tracked the getaway vehicle for 11 miles [2][3].
Officers moved in hours later as one of the men unloaded boxes, and two others were arrested over the following days, according to police records reviewed by Bloomberg News [4]. The thieves had hidden part of the haul in nearby woods to collect later [5].
The arrests are the least interesting part. An industry group representing CSX, BNSF and Union Pacific counts more than $200 million of goods taken in 75,000 thefts on US freight rail networks in 2025 [6]. That works out to roughly $2,700 per incident and about 205 incidents a day [7][8]. This is an attritional loss pattern, not a catastrophe one: high frequency, low severity, and therefore something that shows up in pricing and retentions rather than in headlines. Carriers are generally liable for lost goods up to a certain dollar amount, with the customer typically buying insurance above that [9]. The Memphis haul, at over $20,000, was roughly seven times the average incident [10].
The tail is fatter than the average suggests. A BNSF train lost about 1,985 pairs of unreleased Nikes worth more than $440,000 in January of last year, according to a filing in US District Court in Phoenix, or about $222 a pair [11][12]. Los Angeles police found $1.5 million of stolen cargo, including Milwaukee Tool products, in a single raid [13]. A CSX spokesperson said more than $900,000 of tires alone have gone missing across its network since the start of 2023 [14]. Tires get liquidated through independent dealers and repair shops; electronics, luxury clothing and alcohol are the other stated favourites [15].
The spending response is already committed. Major carriers are working with local police, the FBI and corporate security teams, and investing millions of dollars in monitoring technology, drones, barbed-wire fencing and similar hardening [16]. The opposing capital requirement is a hydraulic bolt cutter [17]. "These gangs can steal tens of thousands worth of goods in minutes, not to mention the damage that can be done to the trains," CSX police chief Sean Douris said [18].
The structural exposure is the railroads' own efficiency work. Trains now stretch as long as three miles and often run with two crew, and criminals have studied the long, predictable stop times as trains approach depots [19][20]. Theft quadrupled from pre-2020 levels after gangs whose drug supply chains were disrupted by lockdowns pivoted to physical goods, concentrating on rail hubs in urban bottlenecks including Chicago, Los Angeles and Memphis [21][22]. CSX names the Gangster Disciples, Crips and Almighty Vice Lords around Memphis; a criminal complaint in US District Court in Arizona alleged Sinaloa-based transnational networks behind a spate of Southwest thefts [23][24].
Watch whether the industry group's 2026 tally moves at all, since surveillance and task forces do not shorten dwell times [6][19]. Watch for carriers disclosing the monitoring spend as an operating line rather than a security footnote [16]. And watch the liability split: if carriers absorb more below the insured layer, the cost lands on operating ratios, not underwriters [9].
