BostonUrbEx wrote:If PAR serves the produce center, that means the cars are either coming in from CSX at Rotterdam for an eventual drop off EDPO or they're sailing straight to Portland to turn out on POED. Either way, that adds a lot of time. You're looking at one more day at a minimum. The cars could end up dropped in Lowell instead of Lawrence, which could mean an additional day on top of any other issues.Or the more likely option as I mentioned which is via Barbers. RJ is PAS. Barbers is PAR and faster. SEPO would just drop them off with the Ayer block. NS wanted to run their ethanol right down the Fitchburg it's possible if these moves were hot enough Pan Am could do the same at night vs gping around the horn.
There's no easy solution here. CSX is pretty much stuck with the business unless it wants to outright kill the business. It would almost be easier to orchestrate a relocation of NEPC to somewhere between Worcester and Framingham, but this doesn't pan out because of how many related facilities and support facilities are well-established in NEPC's surroundings. There's an entire industry in Chelsea/Everett thriving off NEPC's location, and in turn, they're also thriving off of their proximity to the city.
fogg1703 wrote:I haven't seen any reefer traffic to PFS in some time. Im sure Eimskip's departure seriously hurt their business. This was always a CSX switch if I remember.Did Eimskip ever send stuff out by rail?
bostontrainguy wrote:Did Eimskip ever send stuff out by rail?No direct containers on flatcars, but there was always a pretty good amount of Eimskip containers lined up at PFS loading docks. Wether loads were cross docked to or from Eimskip containers to railcars I'm not privy.
F-line to Dudley via Park wrote:Sounds like a perfect candidate for the South Boston Marine Industrial Park area with a new customer on the new Track 61 extension. Lots of empty space down there, real close to the Mass Pike and Ted Williams Tunnel and even closer to the airport which is one of their major customers.johnpbarlow wrote:atholrail wrote:I've heard rumors lately of CSX wanting to rid themselves of all freight east of Worcester...CSX can't get out of Everett quite yet because they still have to serve Houghton Chemical once or twice per week at Beacon Park on that same job. So even if they had PAR do haulage for them with set-offs at Barbers to pocket the ops cost savings of cutting a pretty small daily...they'd still have to run the same train with the same crew for nearly the same distance every time Houghton needed a measly 1 or 2 tankers. Harvard U. and the Boston Redevelopment Authority are negotiating with Houghton for a relocation so that parcel can be redeveloped contiguous with the rest of Harvard's Beacon Park land. Unlike Beacon Park's other former rail tenant Romar Transportation, who CSX actively negotiated a relocation for out to Hopedale on G&U, Houghton insists that any new site has to be in or immediately adjacent to Boston...on a rail line next to a highway interchange.
bostontrainguy wrote:Sounds like a perfect candidate for the South Boston Marine Industrial Park area with a new customer on the new Track 61 extension. Lots of empty space down there, real close to the Mass Pike and Ted Williams Tunnel and even closer to the airport which is one of their major customers.And so close, yet so far from being able to tap directly into the Port of Boston's Conley Terminal; especially considering its container volume jumped 11% 2014 -> 2015, and the dredging for support of New Panamax ships. With no interest in rail access from CSX, MassPort is probably going to go ahead and build the haulage road right to the port. Just doesn't seem like a good traffic strategy to pipe even more trucks onto the Pike between Boston and Worcester.