The local First Nations railroad is claiming they can repair the Churchill line for $2m. They also claim that it will take only 45 days, save for bridge work.
http://www.cbc.ca/news/canada/manitoba/ ... -1.4191900" onclick="window.open(this.href);return false;
Much as I think Omnitrax is playing hardball here, I think $2m and 45 days is a bit optimistic. It sounds like the claims of someone who has never done a project like this before. Where does one get the men, equipment, and material in 45 days? And if it takes more time to fix the bridges, can you really claim the work is done in 45 days if the line isn't operating?
For comparison, consider the Port of Tillamook Bay railroad. POTB is another remote branch line that experiences major washouts. They have ranged from $2m to $57m. The railroad declined to reopen after the $57m damages in 2007. This doesn't sound much different than the HBR problems.
https://en.wikipedia.org/wiki/Port_of_T ... y_Railroad" onclick="window.open(this.href);return false;
Another comparison is the Northwestern Pacific, which required $500m to repair and reactivate after washouts.
https://en.wikipedia.org/wiki/Northwest ... c_Railroad" onclick="window.open(this.href);return false;
Another $50m to repair washouts on the Gatineau-Wakefield tourist railroad.
http://ottawacitizen.com/storyline/a-pl ... g-up-steam" onclick="window.open(this.href);return false;
Granted these are all different scenarios, but $2m sounds ridiculously low. Yes, it sucks that the Omnitrax business model isn't working, it sucks that Churchill port is closed. But if it cost $2m and 45 days, they'd have cleaned it up by now and put it up for sale. $2m is a rounding error for them. $2m to repair 30 miles of track is $66k/mile, which is very much within the average cost per mile of regular track maintenance. Experts have pointed out that $50k-300k/mile is expected, with the variance resulting from degree of track design and usage.
The new Acela: It's not Aveliable.