by F-line to Dudley via Park
fogg1703 wrote:Don't think so. Tresca's the only large one in close enough proximity to prefer unloading from Bay Colony instead of another carrier. That gravel company on W. Mill St. at the junction doesn't have onsite machinery, so whatever loads they get are going to be way more economical by truck. Unless Bay Colony can string together some sort of transload at the GAF plant they really don't have any other potential customers to serve on that line. Framingham or Walpole via CSX are just too much easier to transload to truck for any customers on the Routes 27 and 109 corridors than BCLR. They've got so much underutilized yard space that they've got fungible capacity to accommodate anyone of large enough size who wants to do short-distance pickups. BCLR just can't compete with that unless they get somebody who absolutely insists at picking up at the GAF plant or the sand pit on Environmental Dr. And odds are very low that customer exists.fsdemasi wrote:I wonder why the cars would not be routed by Pan Am to Everett then to CSX over the Grand Junction to Framingham, then South to Millis on the Framingham Sub interchange at Medfield JCT?No interchange between PAR/CSX at Everett. As stated previously only Rotterdam Jct and Barbers are interchange locations. No setoffs or switching occurs between Barbers (PAR) and Selkirk (CSX).
Tresca had been using the Boston Terminal unloading the barges into their fleet of trucks, however have now gone to receiving the railcars.
Anyone know if any other cement company is unloading there as well, or is it just Tresca? I'd imagine these movements will begin to slow as the construction season winds down.
Everett customers have been pretty static for both CSX and PAR last several years. There's definitely unused space there to cram more customers. The tank farm has really thinned out over time leaving a lot of empty parcels with nearby rail access or ability to get new spurs installed. Might even be room at the north end of the property for a small yard of 4 tracks or so if New England Produce Center were willing to give up some strips of truck parking...as it's a pretty spread-out parcel that could be compacted a bit without harming their capacity. But because Everett's a privately-owned terminal they are probably doing a wait-and-see for how the Massport terminals in Charlestown and South Boston currently getting a major public investment capitalize on their expanded capacity before sinking more money into their own terminal. Since the others are all aligning around specific specializations and Everett is kind of miscellaneous in nature, they probably need to do their homework on what the highest return is going to be. And their rail access is up in the air by the Green Line Extension project possibly kneecapping Pan Am's capacity if the Brickbottom carhouse leads don't get a design change that preserves grade separated access from the Lowell Line. Right now Everett is distinguished by being the only one of the Boston terminals that has a full wide-clearance rail access. CSX will be losing its wide clearances when the inner Worcester Line platforms start getting flipped to full-highs, and PAR could lose its clearances if GLX makes Lowell too much of a pain and it has to divert down the Fitchburg Line or through Reading instead. CSX at least can arrange for PAR haulage of their customers to get around the restriction, but it would be pretty devastating for future prospects if PAR could no longer take max-size boxcars and other wide-clearance freights into Everett. And for that reason the terminal is sitting and waiting.