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Trains have been running really anywhere from 7000-8000 feet, a few smaller trains in the 5000'-6000' but also some 10K+. The CMQ glory days your keep referring to ran mostly 5 days a week with 4000-6000' of train, and a lot of low-to-no revenue moves like logs. Container business traces global econ...

I'm good with that too. Check out some of the stations in Florida, North Carolina and Virginia amongst other places... don't need a mega station either but really could use something way better than what there is today.

A selling point that seems to be missing in all this, unless I've overlooked it somewhere, is also plain and simple that the current Portland station really well... sucks. It's not really much of a station other than a small ticket area and a bunch of awful chairs. A few vending machines? I've been ...

There was no derailment.

Just passing on what I heard from some crews... everyones getting a bit stirred up.

Could be some of that too. All I heard was for crew qualifications mixing between the PAR and B&A territory with the goal of adding a second train pair as "intermodal" and running faster speeds in D2.

Hearing more rumors of a startup intermodal operation out of Maine this year (not specific on Rigby or WTVL but I'd guess Rigby). One would assume a single stack operation would tack only existing intermodals out of Worcester to get going, and could snag some JB Hunt and Schneider business on the up...

Not to mention the Nor'easter on its way... next week should be back to 50-60 degrees weather so bretter conditions to get things going. CSX was trying to get a jump to the WTVL to Royal project this year so that should be started up soon. Plenty of rail to drop east of Waterville too but Im not sur...

I can't imagine what container line would consider calling at both Halifax and Portland on the same voyage; containerships are so expensive to operate that the emphasis is to make as few port calls as possible to keep the ships moving. It's been frequently commented that no vessel earns money while...

CN is looking for another Atlantic port but it seems unlikely Portland would be a good candidate unless they’ve fictionally encountered issues at the preferred locations in Quebec and Nova Scotia. Even still, Portland would require massive investment and I don’t see a 15000TEU ship getting up the ch...

They do, but a lot of it is in the Western Cooridor or to Thunder Bay. Nothing will change out East as SJ is the primary terminal for Potash buts access only the CN side.

Best thing that could have come out of this situation-- thanks for sending over the good news. Sounds like theres room too for expansion and/or other tenants.

It will be trucked from Searsport to Thomaston. The economics of a multi-rail move CPKC-CSXT-Midcoast would be ridiculous, not to mention the out of route miles. Truck wins this every time.

Customs inspection used to be much simplier during the first CP tenure. Basically US CBP would spot check that seals were intact moving across the border. It may have had a time associated with it to, like if they moved within 24 hours. That would still make the most sense today, because if these ar...

The CN Traffic out of SJ is largely due to the additional customs headaches with some shipments (refrigerated volume for example dealing with the FDA) and getting a few spot containers to CN only destinations such as Memphis. CMA is using them for the Toronto/Montreal ramped containers. First, quot...