Since the start of the new year B&A auto traffic had initially run in the 30-60 daily autorack range half the time with an even split above and below-range variability, and as time has gone on become more consistent and generally on the upper end and above that range. There's even been 108, 99 and 97-autorack Q264's in the mix and at least a day when the train did not run. Intermodal has been relatively strong, especially the short-haul east coast port , e-commerce-driven, and temperature-controlled traffic, with post-PSR-adoption energy traffic in the form of ethanol and coal also in the picture.
On the new traffic front, CSX is handling all of the P&W wine business and recently-acquired Quality Carriers is moving some intermodal traffic over the Springfield ramp, among other lanes, as part of the strategic growth plan associated with that acquisition. It's also my understanding that a few containers off the first post-Panamax vessel Ever Fortune call in Boston were handled to the Midwest over the Worcester ramp for a different twist.
In the long history of Inland Route passenger service on the B&A as well as B&A vs. B&M competing east-west through routes, and moving forward, besides STB-regulated trackage rights for the proposed shift of an NS PAS auto/intermodal train pair over to the B&A with a 9,000' train-length limitation, of some significance CSX has agreed to Amtrak's condition in its bid for PAR/.5 PAS that the East-West Passenger Rail project will be evaluated at a level "no greater than the level forecast by CSX in their [PAR merger] application". Moving forward from a deal consummation with this adopted condition and constraint, additional B&A freight trains generated by new business or further shift of traffic off PAS would have to be slotted around what will become of the B&A with East-West passenger rail or otherwise be funded by CSX capital capacity expansion, with 8-18 passenger trains running at some higher MAS between Springfield and Worcester.