Railroad Cost

[Jovanna Ponder]

Thisindex provides a parallel measure of the Rail Cost Adjustment Factor (RCAF) without the influence of the fuel cost component. All of the components (Labor, M&S, etc.) used in the All-Inclusive Index Less Fuel match those of the All-Inclusive Index used to calculate the RCAF. In addition, a forecast error adjustment to the All-Inclusive Index Less Fuel is also calculated using the same methodology applied in the RCAF.

The RCR is a price index that measures changes in the price level of inputs to railroad operations: labor, fuel, materials and supplies, and other operating expenses. The RCR, which has been produced in its current form since 1977, is published quarterly in the AAR Railroad Cost Indexes. This publication contains both quarterly and annual versions of the RCR for the United States and the east and west regions. In addition, AAR Railroad Cost Indexes contain other railroad-related indexes such as the All-Inclusive Index and the RCAF.

The RCAF was established in response to the requirement in the Staggers Rail Act of 1980 that a quarterly cost-recovery index be created. Each quarter, the AAR submits the RCAF index to the Surface Transportation Board for approval. (Includes the RCAF-U and RCAF-A).

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FRA developed this capital cost estimating guidance for project sponsors and the railroad industry as part of its continuing efforts to provide technical assistance and ensure successful project delivery.

The 2012 version of the URCS Phase III Railroad Cost Program included a user manual reflecting the technical improvements. The 2012 version remains available for download from the STB website (see below).

In 2015, the Board made available a new spreadsheet version of its URCS Phase II worktables for 2013. These new spreadsheets replicate the 434-page PDF reports historically posted on the STB website. These spreadsheets are the result of a significant recoding of the legacy computer programs that created the URCS Phase II worktables. The spreadsheets provide the source of every calculation, thus making each calculation more transparent. The spreadsheets also allow users to change inputs and instantaneously observe the impact of such changes on resulting unit costs. In that way, the spreadsheets serve as an interactive Phase II model. The Board has transitioned its Phase II processing from its legacy programs to these new spreadsheets.

In 2021, the Board transitioned to using a MS Excel version of its URCS Phase III Railroad Cost Program for costing the 2020 waybill sample. This 2021 version is a re-coding of the legacy 2012 Railroad Cost Program that has previously been available for download from the STB website. Like the 2015 spreadsheet version of the URCS Phase II worktables, the 2021 workbook provides the source of every calculation. Improvements to the 2021 URCS Phase III Railroad Cost Program include:

New & Refurbished High Speed Rail Track costs per Mile / Km, Traffic Control Systems, Signals, Freight Siding Cost Metrics, Detailed Design & Construction Management / Inspection historical benchmarks.

rule of thumb for new track construction is between $1 Million - $2 Million per mile, depending on who is constructing the track. Some rail clients need alot of track space to handle unit trains over a mile long. Below is a basic cost estimate for a mile long siding.

Paying for the siding is driven by a combination of state and local funding options, which are in turn a function of jobs, investment, and future taxes. In rare cases, with enough volume (2,000 or more railcars annually), railroads can pay for a portion of the siding construction costs.

He acquired the Aberdeen Carolina & Western in 1987 from the Aberdeen & Briarpatch Railway. He has had a lifelong interest in the transportation industry. He began his undergraduate studies in transportation at Arizona State University. He continued on to receive a graduate degree in transportation and logistics at Michigan State University. Bob then taught transportation at Murray State University in Kentucky as well as Tri-State University in Indiana. He has owned businesses in other service industries across the U.S., and always stresses the need

He began his Railroad career in 1986 at the Mid Atlantic Railroad in Chadbourn N.C. Having been in Train Service as a locomotive engineer, he worked his way up to Chief Mechanical Officer. In 1989, he took a job opportunity to work with Railtex at the Georgia South Western where he was responsible for the locomotive and freight car fleet. Then in 1992, he was transfered to the North Carolina & Virginia Properties, where he took care of The Chesapeake and Albemarle Railway and the

He began his railroad career in 1990 at the North Carolina & Virginia Railroad as an Engineer/Conductor for RailTex. In 1994, Ed attended the University of Tennessee and received his certification as a FRA Certified Track Inspector. In 1995, Ed accepted the position as Train Master at the Virginia Southern Railroad in Keysville, Virginia, for RailTex. Also, in 1995, Ed received his certificate for DSLE training and in 1998 received his certificate of completion for Hazardous Material Operations in Pueblo, Colorado. In 2005, Ed

After graduating Magna Cum Laude with a BS in Business Management at the University of North Carolina at Charlotte, Jennifer worked for a prominent commercial real estate firm in Charlotte for 3 years. After getting a strong understanding in the commercial and industrial sector, she moved back to Pinehurst to begin her railroad career beginning as Director of Marketing and Sales.

Anthony re-joined the Aberdeen Carolina & Western Railway after working as a management consultant at Ernst & Young's (EY) Supply Chain & Operations practice. He has a passion for helping companies improve logistics, transportation, warehousing, and inventory management processes.

Prior to his five years at EY, he received his MBA at the University of Tennessee with a focus in Supply Chain Management and interned at CAT Logistics (Caterpillar). He also holds a Master's in Business Analytics and an undergraduate degree in Economics from the University of North Carolina at

The Federal Railroad Administration (FRA) strongly believes that the systematic process of identifying, quantifying, and comparing expected benefits and costs helps decision-makers organize information about and evaluate trade-offs among transportation investment alternatives. In addition to serving as a valuable tool for defining and narrowing investment alternatives, BCAs are also increasingly a prerequisite to receiving financial assistance under Federal investment programs, including those administered by the U.S. Department of Transportation (DOT).

FRA drafted our BCA Guidance to be consistent with the DOT BCA guidance, which covers a wide range of surface transportation projects (e.g., highways, transit, rail, and ports) under the Transportation Investment Generating Economic Recovery (TIGER) program and the Fostering Advancements in Shipping and Transportation for the Long-term Achievement of National Efficiencies (FASTLANE) program. The FRA BCA Guidance is intended to provide greater granularity and specificity to benefit and cost issues associated with intercity passenger rail and freight rail projects.

While FRA considers the BCA Guidance to be effective upon its release, project sponsors and potential applicants for FRA financial assistance programs should refer to any Notice of Funding Opportunity (NOFO) announcement for further instruction regarding the applicability of the BCA Guidance to a particular application or funding program.

Because the per-foot costs will vary from year to year, the Cost Calculation for a well will also vary from year to year. The Cost Calculation for a given well is determined by taking the most recent per-foot cost times the depth of the well (according to Commission records).

All-Aboard (Full) Excursion Trips: Travel by train the full line, 64-miles, between Chama, NM and Antonito, Colorado; includes an hour bus ride. Select the bus first then ride the train back to your vehicle OR ride the train first then ride the bus back to your vehicle.

Select between our three classes of service. Ride in our first class Parlor Car and experience the Victorian elegance, for ages 21+ only. Step aboard our premium caf style Deluxe Car, for riders of all ages. Relax, open your window and take in the fresh Rocky Mountain air in our classic Coach Car which offers comfortable cushioned bench style seating. Gather in the open-air gondola, which is available for all passengers, where our docents provide a lively narrative of the history of the railroad and experience unobstructed views for great photo opportunities.

Experience the FULL line of 64-miles between Chama, NM and Antonito, CO. In order to experience the FULL railroad line, an hour bus ride is needed. Select the bus first then ride the train back to your vehicle OR ride the train first then ride the bus back to your vehicle. All Aboard trips include a hot lunch at scenic Osier Station.

Dinner, train ride and a show! Enjoy dinner at Yosemite Mountain Depot then hop aboard The Logger steam train and ride through the Sierra. Step off the train at Lewis Creek Canyon amphitheater for a wonderful show by the Golden Chain Theatre! Book your Yosemite dinner train online.

Get ready for a steam excursion and live music performance by your favorite featured artist in the Sierra National Forest! On select Sundays, the Yosemite jazz train will show you and your party a fun time. Book online!

Such a fun, beautiful, and educational experience! Our guide, Mike, gave great information on the first half of the ride and had a great personality and sense of humor. About 20 minutes in there is a stopping point where you can wander around and enjoy nature for a bit (it had just snowed which was awesome!). After getting back on the train, you loop around and continue the ride. We had so much fun!

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