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InspenetRailway fuel surcharges rise with diesel prices
Railroad companies use these surcharges to compensate for fluctuations in the fuel their locomotives consume; the charge is added to the usual long-distance freight tariffs. The mechanism is linked to the U.S. diesel price index for road transport, and surcharges begin to activate when fuel exceeds certain reference values, typically located between $2.30 and $3.25 per gallon.
The recent rise in energy product prices has quickly driven up that bill, with diesel prices surpassing $6 per gallon, while Brent crude futures topped $104 per barrel. For the agricultural sector, the speed of these movements poses an additional challenge due to the tight margins many producers operate under. Frayne Olson, an agricultural economist at North Dakota State University, explained that fluctuations of only a few cents per bushel can have a significant effect on profitability.
Farmers feel the impact in grain prices
The increase in rail costs can also end up reflected in the prices farmers receive for their harvests. Silos and grain gathering facilities buy the grain from producers and then must transport it to processors, export terminals, or livestock facilities. When moving that cargo becomes more expensive, part of the increase can be passed on to the local price offered to the producer.
This can widen the gap between the cash price available in a given producing region and the futures contracts used as a market reference. Gary Millershaski, a wheat and sorghum farmer from Kansas and president of U.S. Wheat Associates, noted that the gap in his local silos was about 70 cents per bushel below Kansas City hard red wheat futures; normally, the gap is around 40 cents.
The issue is particularly acute for producers located far from inland waterways; many corn, soybean, and wheat farmers rely on rail to move large volumes over long distances.
Railroads collected $2.93 billion in surcharges
Data from the Surface Transportation Board help quantify the economic weight of these charges: railroad companies collected $2.93 billion in fuel surcharges in the second quarter. The figure was more than 90% higher than in the same period the previous year and allowed them to cover roughly 90% of their diesel costs.
Companies such as BNSF, CSX, Norfolk Southern, Canadian National, Canadian Pacific Kansas City, and Union Pacific apply these charges to their long-distance transport tariffs. For railroads, the mechanism allows them to adjust tariffs to fuel price fluctuations and reduce their financial exposure to sharp energy market movements; Canadian National contends that this system helps keep tariffs aligned with current operating costs.
The rail cost also reaches the export chain
The impact is not limited to farming operations. Merchants and silo operators must also incorporate transport and fuel costs into their operations. Large companies like ADM have greater capacity to distribute part of those costs along the supply chain, while individual farmers have far fewer opportunities to pass them on.
During periods of high international demand, a portion of the higher logistics costs can also reach buyers in export markets such as China, linking fuel prices directly to energy markets and the international competitiveness of U.S.-produced corn, soybeans, and wheat.
Rail consolidation worries producers
The rise in tariffs comes as the agricultural sector closely watches a potential Union Pacific acquisition of Norfolk Southern. Railroads argue that such a deal could facilitate the movement of goods and improve service. Agricultural organizations, however, have expressed concerns about possible effects on competition and transportation prices.
The issue takes on particular importance for producers in regions with few options to move large quantities of grain. With the U.S. harvest underway and fuel prices elevated, rail surcharges have become an increasingly relevant variable within the logistical costs faced by the agricultural sector.
Source: Reuters
Photo: Shutterstock
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