scholarly journals Fuel Gas Demonstration Plant Program. Volume IV. Capital cost estimate. [See abstract for Volume 1; capital cost estimates]

1979 ◽  
Author(s):  
Author(s):  
John A. Harrison

The Intermodal Surface Transportation Efficiency Act of 1991 required the U.S. Department of Transportation to evaluate the commercial feasibility of high-speed ground transportation—a family of technologies ranging from incremental rail improvements to high-speed rail and magnetic levitation (Maglev) systems—in selected urban corridors. The evaluation involved estimating travel times, capital costs, operation and maintenance costs, and ridership for proposed service frequencies and then computing the potential return on investment from fares and other potential revenues. The results are documented in a U.S. Department of Transportation report generally referred to as the commercial feasibility study (CFS). Two elements of the CFS are addressed here: travel times and capital costs in four illustrative corridors—Chicago to St. Louis; Los Angeles to San Francisco; Eugene, Oreg., to Vancouver, B.C.; and Miami to Tampa via Orlando. Analysis of the results reveals common cost trends: for average speeds up to about 200 km/hr (125 mph), the initial investment required is generally in the range $1.6 to $3 million per route-kilometer ($2.6 to 4.8 million per route-mile). Above this speed regime (which varies by corridor), the initial investment increases steadily with speed, generally reaching $10 to $12 million per route-km ($16 to $19 million per route-mi) for very-high-speed rail systems and from $14 to $19 million per route-km ($23 to $31 million per route-mi) for Maglev systems. Analysis of the capital cost estimates reveals that despite the wide range of initial costs for the high-speed options, the cost per minute of trip time saved is remarkably consistent in corridors of similar length and with similar terrains. Cost-effectiveness plots are provided, allowing the reader to compare the performance of each of the four corridors in terms of trip time savings and cost per route-kilometer.


2016 ◽  
Author(s):  
Larry Stoddard ◽  
Daniel Andrew ◽  
Shannon Adams ◽  
Geoff Galluzzo

Author(s):  
Donald L. Wise ◽  
Alfred P. Leuschner ◽  
Ralph L. Wentworth ◽  
Mostafa A. Sharaf

2018 ◽  
Vol 174 ◽  
pp. 04005
Author(s):  
Daniel Przywara ◽  
Adam Rak

Records of the national, average pay rates in the construction industry, at quarterly intervals, allow cost - planning departments of contractors and investment services to assess current market conditions in the construction industry. Price quarterly publications, such as Sekocenbud and Intercenbud, contain important information, enabling production preparation departments to prepare a comparison of the production in-house labor rates with the market production labor rates. The article attempts to analyze the economic situation of domestic construction production in the years 2010-2016 based on the emerging price trends of the of labor cost estimates in this period, taking into account the impact of seasonal construction services. In "Polish cost estimates standards", the labor cost estimate rate is present in one form: the net labor cost estimate rate, which fully corresponds to the rate defined in calculation formulas. The rates of labor cost estimates, in individual regions of Poland, are shaped according to the presented market situations. This clearly is reflected in the periodic (quarterly) regional records of labor rates in the Sekocenbud system. The Act on prices of July 5, 2001 does not contain any normative regulations regarding the methods of cost estimation of construction works. The necessity to remain competitive forces large construction corporations to use a subcontracting system, involving several or even several dozen smaller, specialized in a narrow range of works, business entities in which labor costs are definitely lower, because they are reduced by a lower value of internal costs.


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