Cowford wrote:I'd be interested to hear thoughts on traffic potential. All this "critical link" stuff sounds great, but there is little detail behind it which makes this skeptic skeptical. I asked in another thread about CN volume out of Saint John. I was told by a colleague that, outside of oil and potash unit trains, it's one train each way per day. And the line west of Moncton ain't that much busier either. Assuming that there will never be a near 100% market share shift from CN to New RR (especially when PAR can also participate), upside from the Maritimes is limited. So that leaves Searsport. The only POSSIBLE traffic of consequence that comes to mind is crude export. As Searsport doesn't want anything but muffin shops and antique stores, that'll be as welcome as ants to a picnic. So what else do proponents have up their sleeves for potential?
Well, you also have to consider that CN is running 100 - 140 car DPU freights. 305, 308, 120, 121 are pretty big jobs. 406E/W are usually smaller, more around the 60 - 100 range, but they also can have DPU occasionally. At any given time between QC and Moncton, you may have one or two of the previously mentioned jobs. In terms of a 70 car freight railroad, you would be looking at anything from 8 - 10 trains a day on the line above Maine.
Also of interest, they are running crude on CN but only in big cuts -- not in dedicated service. Sometimes, this forces a much larger 406 that has to either run DPU or in two sections. A lot of traffic has shifted away from CN to Pan Am but also new traffic has moved via the Pan Am gateway. Wallboard and lumber is a great example of this. Remember Irving controls about 50,000 carloads a year and those are distributed primarily between CN and PAR. There is a large margin for Fortress if they can work with their Class I connections (CP primarily, CSX indirectly, CN for their local stuff in QC). Also remember that CDAC ran 3 pairs of trains daily back in their hayday and a lot of that traffic still exists today, just shifted away. I think that with Irving controlling and growing the MNR, as well as Saint John, you have all the ingredients to make a solid daily manifest. Also, GAC and Searsport are expecting to increase loads (Searsport is putting in a rail hopper unloading convey in the next two years), as well as perhaps transload in Bangor.
Greenville is looking to pull in chips (Not a huge revenue, but none the less, another customer on the Moosehead) for a biomass electricity plant they are working on. A single line haul from say LaGrange or even single interchange with MNR could be key to that. Cheaper domestic LPG also opens up inroads for traffic. We will wait and see how this plays out...