Interesting and incredible to watch the traffic roller coaster play out on the B&A from the surge created by the Canadian blockades and Hoosac Tunnel collapse to the quick drop created by the Covid-19 pandemic, all within a matter of weeks, and how CSX has responded. Initial hits appeared on the intermodal side, then crushed auto traffic volume and now it has worked into carload merchandise volume as well.
The B&A at this point basically is down to ~4 daily round trip train sets with Q020 (TV14) handling Q022 (TV6) traffic as well, Q012 (TV10B) handling Q436 and P&W carload traffic as well, Q426 continuing to handle some overflow P&W traffic, and Q424 eastbound. Westbound Q161 (TV5) continues to handle P&W's carload traffic and now Q437 and Q427 carload traffic as well, Q017, Q019, and Q425. Acknowledging that the actual train symbols might be different reflecting the new plan, and the fluidity and flexibility hallmark of CSX's PSR management philosophy, this is the basic framework at this point in time and surely subject to change.
It reflects discontinuation of the dedicated auto trains, additional mixing of intermodal and carload traffic beyond the earlier Q161 handling of P&W carload traffic westbound only, consolidation of eastbound intermodal traffic, using Worcester as the jumping off point for the Q436/437 traffic with an additional G&U block and a round trip Framingham-Worcester local handling the G&U, Westboro and Framingham yard traffic instead of a road train, and the service challenge with Q012 also handling merchandise traffic. Lastly, it brings back recollection that some of the PSR tenets were in play years ago when Conrail mixed intermodal and carload traffic, running P&W merchandise traffic on TV6 during the early-1980's recession, though also the contrast at how nimble and obviously focused CSX is in making adjustments.