FSC factors as of September 2026 · URCS Phase III + carrier-published mileage FSC
Rail route · 1,671 mi · AMTK → BNSF → BRC → CN → CPRS → CSAO → CSXT → IHB → LI → MNCW → NIRC → NS
The Minneapolis, MN-New York City, NY rail corridor primarily serves grain transportation, with Amtrak (AMTK) as the main carrier. This corridor is commercially significant due to its role in connecting major agricultural production areas in the Midwest with key markets in the Northeast. Notably, the route may involve interchange with freight carriers, facilitating efficient movement of grain products to various destinations.
| Segment | Carrier | Miles | Line-Haul | Fuel Surcharge | Total |
|---|---|---|---|---|---|
| Starting segment | CP | 1,657 | $8,284 | $1,160 | $9,444 |
| Ending segment | NYA | 14 | $427 | $10 | $437 |
| Estimated Tariff Total | 1,671 | $8,711 | $1,170 | $9,881 | |
Tweak weight, car type, or year and see how the rate moves. Or talk to us about your real shipment — we coordinate carload and unit-train moves for grain and other bulk commodities.
Other grain corridors near this route.
Steel Wheel Logistics does not publish transit times for this corridor. Actual transit depends on car supply, interchange dwell, switching at origin and destination, and any required transload. When we set up a lane we obtain the serving railroad's current service plan and share it with you before the first load.
Each Class I publishes a mileage-based fuel surcharge (FSC) tied to the EIA highway-diesel fuel index. AMTK and any participating carriers each apply their own published cents-per-mile factor to the miles they handle. FSC totals on this lane re-derive monthly as fuel prices move; the figure shown is current as of the date stamped in the hero card above.
Yes. We coordinate grain rail freight on single-line and interline routings across the U.S. Class I network, working directly with the carriers and any required short-line or transload partners. Contact us for a discussion of your specific shipment. The figures on this page are indicative estimates; every move is priced after lane and equipment review.
Grain typically moves in covered hopper equipment. Actual car selection depends on the specific product spec, packaging, loading and unloading conditions at origin and destination, and current car-supply on the chosen carrier. We help shippers source the right equipment as part of the lane setup.
At 1,671 rail miles, rail typically wins on bulk moves at this distance — rail's per-ton-mile cost compresses sharply above ~500 miles and even more sharply at unit-train volumes. Use our rail-vs-truck comparison tool to model specific volumes side-by-side, and remember to account for transload, the truck leg at each end, and demurrage on the rail side.
