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CSXT didn't turn the Produce business over to PAR until 2018. Something as simple as removing a pipe is easier said than done when you're dealing with multiple railroads, and the state owned road overhead. Also, until recently there were plenty of ARMN reefers in service so that was not an impedime...

The line is regular CTC - for now - still not cheap. What are you looking to put a singing in for? The state has a program to assist shippers install rail sidings.

CP has cancelled the Brownville-NMJ haulage effective sometime in the spring so PAR has moved a tie job up there to get ready to go back to keag.

PAR just got cleared to take F plates into the Produce Center so it is back on the table, especially with the cancellation of the RailEx trains. UP has essentially withdrawn all of the older C-plate reefers as of this year.

No it's not. They only need Selkirk for heavy repairs if the RR is 40 MPH. The Waterville back shop would likely go away. They'll still need a place to fuel, sand and inspect, light repairs etc. Right the Waterville backshop and work equipment shop will be shut down right away. They probably could ...

Bill Stephens’ take:

http://cs.trains.com/trn/b/observation- ... lways.aspx

One question I have is what proportion of the traffic that NS moves west over PAS now originates from points east of Ayer, and would that likely go away if CSX purchased PAR? What I am really wondering is if a NS buyout of the other half of PAS would be viable if CSX owned east of Ayer? Pretty much...

Right, isn't the story that the AE Smith Bridge was built strong enough to quadruple track it in the future? That could be railfan BS, but it was rated for 315K. Clearly there is something going on there but I think it has been greatly exaggerated. https://www.bergmannpc.com/project/csx-castleton-br...

There are no passenger trains beyond Wachusett, so no PTC required. There are 5-10 MGTs on this line, so it is in the FRA's authority to force PTC on it if there is a Class I operator since it was handling TIH in 2008. Again that is open to interpretation. There are plenty of places without passeng...

True the abandonment would be North Adams-Greenfield and Montague-Otter River or Wachusett, but there is the matter of a 5 mile tunnel that just had a collapse. The other issue may be PTC...will there be a regional exemption going forward for the PAS as a 50/50 NS/CSX operation? Maybe, maybe not. Wh...

I think JD Lang is on the right track, ending through service on the Fitchburg and running PAS/NS traffic on the B&A is a definite possibility, but NS needs to swallow its pride admit they lost and start working with the new guy for anything to move forward (sound familiar?). I think everyone is...

Google Earth street views show the power lines off to the side and RR bed is the access road. Online County GIS tax maps show it as railroad property still. Not clear if it is NS or retained by CP in the sale. It was serviceable into the 1970s from what I understand.

The other is to rebuild the D&H old main from the Selkirk Branch at South Schenectady to about where the GE plant is on the Freight Main. I like this idea. Only 1.25 miles of new track. That is it, it is more like 2.5 miles though, the track is high above the D&H main where you show it conn...

The only other ways to create a progressive move would be to restore the wye at Mechanicville - really challenging from a permit/engineering standpoint with houses and crossings, plus they would need rights on CP from Kenwood. The other is to rebuild the D&H old main from the Selkirk Branch at S...

Mechanicville to Northern Maine Jct. - stopping at major points along the way.