Potential PAR/PAS Traffic Growth

As I watch M426 pass the various B&A live cams, it appears on occasion that the block of cars bound for points east of Ayer will include bulkhead flats loaded with Irving lumber that likely came west on M427 to Selkirk a few days earlier - where would this be going?

Also, it appears that M426 runs east over the B&A on a regular schedule these days passing the Westfield cam generally between 2100 and 2300 each night (there have been a few post midnight passages). And, at least on a few occasions recently, M426 dwell time at Worcester has been reduced substantially with its departure up the Worcester Main occurring shortly after daybreak.

johnpbarlow wrote: ↑Tue Jan 31, 2023 7:31 am As I watch M426 pass the various B&A live cams, it appears on occasion that the block of cars bound for points east of Ayer will include bulkhead flats loaded with Irving lumber that likely came west on M427 to Selkirk a few days earlier - where would this be going?

Also, it appears that M426 runs east over the B&A on a regular schedule these days passing the Westfield cam generally between 2100 and 2300 each night (there have been a few post midnight passages). And, at least on a few occasions recently, M426 dwell time at Worcester has been reduced substantially with its departure up the Worcester Main occurring shortly after daybreak.

On the 1st paragraph, there's the possibility that the Irving loads might have been bound for NS routing, but weren't set off for that.
On the 2nd paragraph, until recently, 426 would generally be onto the Worcester Main pre-0300 instead around daybreak, the exceptions having been P&W setoff issues and Worcester Main track-work windows.

Understanding the long term strategy here is useful. The reason I hope traffic is not too light in the near term is that sometimes class 1s suddenly lose interest in a project and pull back even after major investment. Csx intermodal’s abandonment of the McKees Rocks intermodal terminal 3 years after opening is one example. NS’s downgrading- ripping out newish ctc -of the DH south lines from Binghamton to sun bury is another. I really want the csx New England investment to succeed and grow traffic

This is too big, involves the regulatory and political worlds, and, to any implication of PSR in the mix, is occurring on the right side of the watershed. It will certainly increase traffic over Barbers, will very likely grow traffic, and will likely be a successful investment over the long run.

I agree with the points made by QB52.32 and Newplylong- this is a modernization, then development effort that is being undertaken by CSX. With that being said, it's not just about the carloads/current state of the industries served, but also the marketing efforts being put forth by CSX (and also their shortline/regional partners in New England) to be able to lure business back to rail. Additionally, looking at news releases of industries that are putting money into expansion efforts in this region are all good signs for long term growth.

Good point, RJDC85, regarding CSX's investment spurring investment into existing or new customer/serving- facilities, and I would take it one step back noting the role private and public investment preceding and surrounding this played in spurring CSX's investment, and will likely play in how this unfolds over the long run. As has been said, "money makes the world go 'round".

Massachusetts issues new round of IRAP grants

https://www.mass.gov/news/massdot-opens ... plications

On the PAS side I'm hearing some rumblings of a dedicated trash train once the pig is moved to the B&A. Arrowhead at the Old Ford yard wants to move cars and trash traffic will continue to grow, so it's certainly a possibility.

That is the plan. They could run it today if they could handle it.

It's a good use for the AM09 pool when 264 and 265 vanish. I've heard some things on a few other locations that are being looked at for trash loading around Ayer and Fitchburg too. Nothing concrete, but shows the potential if they actually pan out.