FSC factors as of June 2026 · URCS Phase III + carrier-published mileage FSC
Rail route · 3,076 mi · AMTK → BNSF → CPRS → CSAO → CSXT → LI → MNCW → MNNR → NJT → NLR → NS → NYNJ → OTVR → RJCL → SCIH → UP → WSOR → XXXX
The Bronx, NY-Portland, OR rail corridor is primarily served by Amtrak (AMTK), facilitating intercity passenger rail service across a diverse range of states. This corridor plays a crucial role in connecting major urban centers and supports significant freight movement, enhancing regional commerce. Notably, it intersects with key freight lines, allowing for efficient cargo interchange and routing options that bolster economic activity along its path.
| Segment | Carrier | Miles | Line-Haul | Fuel Surcharge | Total |
|---|---|---|---|---|---|
| Starting segment | CSXT | 0 | $0 | $0 | $0 |
| Short-line carrier | NJT (short-line) | 43 | $500 | $20 | $520 |
| Short-line carrier | CSAO (short-line) | 28 | $500 | $13 | $513 |
| Short-line carrier | NYNJ (short-line) | 16 | $500 | $7 | $507 |
| Short-line carrier | LI (short-line) | 11 | $500 | $5 | $505 |
| Short-line carrier | MNCW (short-line) | 6 | $500 | $3 | $503 |
| Short-line carrier | AMTK (short-line) | 3 | $500 | $2 | $502 |
| Middle segment 1 | NS | 829 | $3,127 | $646 | $3,774 |
| Short-line carrier | RJCL (short-line) | 12 | $500 | $9 | $509 |
| Short-line carrier | CSAO (short-line) | 3 | $500 | $2 | $502 |
| Middle segment 2 | UP | 359 | $1,354 | $251 | $1,605 |
| Short-line carrier | WSOR (short-line) | 42 | $500 | $30 | $530 |
| Middle segment 3 | BNSF | 1,503 | $5,672 | $932 | $6,604 |
| Short-line carrier | XXXX (short-line) | 112 | $500 | $69 | $569 |
| Short-line carrier | OTVR (short-line) | 55 | $500 | $34 | $534 |
| Short-line carrier | NLR (short-line) | 8 | $500 | $5 | $505 |
| Ending segment | UP | 95 | $1,200 | $66 | $1,266 |
| Interchange fee (3 interchanges) | — | — | — | $750 | |
| Estimated Tariff Total | 3,076 | $17,353 | $2,095 | $20,198 | |
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.
Rail transit on this corridor typically falls in the 10-16 day range door-to-door, depending on car supply, interchange dwell, and any required transload. Steel Wheel Logistics does not publish guaranteed transits because every actual move depends on current network conditions and your specific origin and destination facilities.
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 — we do not auto-issue binding quotes; 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 3,076 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, drayage, and demurrage on the rail side.
