Even with traffic growth and the future complications of rehabbing for and then reacquiring AMTK on the Conn. River, it seems that a TOM on the combined and quicker D-3/D-4 would have less juggling to do than on D-2 with its complications of the impacts of two commuter lines, the Downeasters, more yards, more locals, and limited visitation rights from foreign -- and thus more reliable -- power.
Whatever PAR's labor-management "issues" might have been in the past or will be in the future, the other and bigger half of PAS also has its history: Remember NS crews having to carry around plastic bags so a few thousand dollars per unit could be saved? PAR/PAS TOMs aren't organized: They gave up their right to grieve when they gave up their union protection, and now their employer/s can RIF them merely by combining districts, a combination that is reflective of the new road west of CPF-312. Any RIF is and will continue to be disruptive and painful for those affected. However, NS has already invested heavily in PAS and will continue to do so, and it is logical to expect that NS will try to maximize its return on that considerable investment.
"A gray crossover is definitely not company transportation."