• CSX to acquire Pan Am Railways

  • Guilford Rail System changed its name to Pan Am Railways in 2006. Discussion relating to the current operations of the Boston & Maine, the Maine Central, and the Springfield Terminal railroads (as well as the Delaware & Hudson while it was under Guilford control until 1988). Official site can be found here: PANAMRAILWAYS.COM.
Guilford Rail System changed its name to Pan Am Railways in 2006. Discussion relating to the current operations of the Boston & Maine, the Maine Central, and the Springfield Terminal railroads (as well as the Delaware & Hudson while it was under Guilford control until 1988). Official site can be found here: PANAMRAILWAYS.COM.

Moderator: MEC407

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  by JBlaisdell
 
BandA wrote: Tue Mar 30, 2021 6:15 pm Yeah, 6+ miles at 10MPH in perpetuity seems like a big ask, even if it is a "voluntary" agreement. Maybe if it's only for trains with haz-mat. PS & OT - towns such as Boylston and West Boylston receive a big pile of property tax from the MWRA and their rate payers.

I don't think there are similar restrictions on interstate and state highways and roads running through or next to reservoirs. Such as the Cambridge Reservoir, Quabbin, Wachusett, Worcester's, etc. The Fitchburg Line runs through or next to the Cambridge Reservoir. The Watertown Branch was in decrepit condition and used to run next to Fresh Pond, of course dumping wheat flour into the reservoir would only affect the gluten intolerant.

For a few million, New York City got Ulster County to pull up tracks & block the Catskill Mountain Railroad from running tourist trains next to a reservoir, and that was 100% passenger-only.
The CMRR was pulled up because the line never reached its goal of restoring a mile of track per year during its lease (partly for reasons beyond its control.) The parties then in office used that as an excuse to not renew, and to tear up the rails for a paved trail.

NYC was not the primary reason.
  by johnpbarlow
 
CSX resubmitted its Pan Am acquisition filing with the STB (478 riveting pages!) on 4/26/21:

https://dcms-external.s3.amazonaws.com/ ... 302170.pdf

I haven't gotten very far through the tome but I did find pages 264 (CSX Freight density map) and 265 (Pan AM 2019 Freight Density Map) interesting. Here are the top and bottom half of the Pan Am density map. FWIW, the eastbound tonnage (ie, not ton-miles) figures for CSX from W Springfield to Worcester (~55 miles) are ~3x that of Pan Am Southern tonnage from E Deerfield to Gardner (~40 miles). Ton-miles have to be divided by the length of the segment to get tons that can then be compared.
You do not have the required permissions to view the files attached to this post.
  by shadyjay
 
For those curious on the future of PAS/PAR/GRS motive power, I saw on another site that the document mentions selling G&W some 30+ locomotives for the "Berkshire Eastern" operation on what is now PAS, and that CSX would hold onto the GP40s and purge the 6-axles. That doesn't bode well for the remaining 600s and the 3400s, but the 300s and 500s could continue to soldier on. Or perhaps BE/PAS becomes a 100% all-GE railroad.
  by Shortline614
 
Here is the exact text from the filing regarding locomotives:
Springfield Terminal currently utilizes a total of approximately 1,476 railcars
and 102 locomotives across the PAR System and PAS. CSXT plans to sell
approximately 33 of the Springfield Terminal locomotives to B&E for its operation
of PAS. CSXT will evaluate the remaining Springfield Terminal locomotives for mechanical reliability and needed technology enhancements. CSXT will absorb into
its fleet the 4-axle Springfield Terminal locomotives and utilize them where needed.
CSXT will evaluate the 6-axle Springfield Terminal locomotives and either sell,
store, or absorb them into the CSXT fleet.

Moreover, the higher-horsepower CSXT locomotives will allow CSXT to
operate the PAR System with fewer locomotives than Springfield Terminal uses
today. For example, Springfield Terminal may use three locomotives to power
certain trains today, and CSXT may be able to move such trains with only two
locomotives. CSXT employs distributed power on all types of trains in part to help
reduce fuel usage. Distributed power involves placing one or multiple locomotives
within the length of a train that is remotely controlled from the lead locomotive.
By reducing draft forces along a train and lowering the lateral force between wheels
and rail on curves because of distributed power, fuel consumption is cut. Springfield
Terminal does not currently use distributed power on the PAR System. In short, CSXT expects that the transfer from a higher-maintenance, older,
and less-powerful Springfield Terminal locomotive fleet to the more modern, fuel-efficient, and powerful CSXT locomotive fleet will result in operating and financial
benefits to the PAR System, along with a reduction in greenhouse gas emissions
and environmental impacts.
  by johnpbarlow
 
Here are other excerpts from the CSX filing of 4/26/21 re: planned traffic changes over PAS ("Northern Route" and CSX/B&A line ("Southern Line"). In addition to removing 22K/23K from the Northern Route, CSX:
....will interchange certain carload traffic moving to/from Ayer shippers at Rotterdam, NY to run over the Northern Route for a transitional period. This traffic currently moves on the Southern Route through Worcester, MA. CSXT expects that the carloads that are diverted from the Southern Route to the Northern Route will be handled in existing PAS trains, so the traffic diversions will not cause any increase in train counts on the Northern Route, but they will result in a decrease in carload traffic moving over the Southern Route, including over the line segment that traverses the Wachusett Reservoir.
Re: post transaction ton-miles on the 2 routes:
...The gross ton-miles per year on the Northern Route will be reduced by the diversion of the pair of NSR intermodal/automotive trains to the Southern Route. However, that reduction will be offset to some extent by an
increase in gross ton miles per year on the Northern Route resulting from CSXT’s diversion of traffic from the Southern Route to the Northern Route...
...The gross ton-miles per year on the Southern Route will be increased by the diversion of the NSR intermodal/automotive train pair from the Northern Route. However, that increase in gross ton-miles will be offset
to some extent by the reduction of gross ton-miles per year from the CSXT traffic that will be diverted from the Southern Route to the Northern Route, as discussed above. The net effect will be an increase in gross ton-miles per year on the Southern Route
Re: the Worcester Main track around the Wachusett Reservoir:
As an initial step, CSXT plans to upgrade approximately 7.6 miles of track adjacent to the Wachusett Reservoir to FRA Class 3 track standards. [ Elsewhere, CSXT plans to restore the PAR System mainline track conditions from FRA Class 1 to FRA Class 2 track standards.]
Re: the NS Albany Main connection to the CSX Selkirk Branch at Voorheesville:
...the two lines at issue are the NSR line between Delanson, NY, and Schenectady, NY, and the CSXT line between Rotterdam Jct., NY, and Voorheesville, NY. Those two lines already exist, and they are shown on the map attached as Attachment 4 to this letter. As seen in the map, the two lines meet at Voorheesville, although today there is not an active connection. In addition, a connection between the two lines previously existed and the tracks used to make the connection remain in place, although the connecting track needs to be rehabilitated to support train movements. Authority to abandon the connecting track was not previously sought or granted by the STB or its predecessor. To reconnect the two lines and reestablish the connection, NSR will simply need to upgrade the existing NSR-owned track leading to the CSXT track in Voorheesville and rehabilitate the existing connecting tracks. CSXT will
need to install a new turnout [a powered #15 turnout rated at 30mph max speed (per Wikipedia)] at the point of the connection.
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Last edited by johnpbarlow on Thu Apr 29, 2021 8:20 am, edited 2 times in total.
  by Jeff Smith
 
https://dcms-external.s3.amazonaws.com/ ... /50718.pdf

CSX, et al, is apparently looking to merge some of the entities involved in the PAR merger:
SUMMARY: The Surface Transportation Board (Board) invites public comments on a proposed procedural schedule for this proceeding. On February 25, 2021, CSX Corporation (CSXC), CSX Transportation Inc. (CSXT), 747 Merger Sub 2, Inc. (747 Merger Sub 2), Pan Am Systems, Inc. (Systems), Pan Am Railways, Inc. (PAR), Boston and Maine Corporation (Boston & Maine), Maine Central Railroad Company (Maine Central), Northern Railroad (Northern), Portland Terminal Company (Portland Terminal), Springfield Terminal Railway Company (Springfield Terminal), Stony Brook Railroad Company (Stony Brook), and Vermont & Massachusetts Railroad Company (V&M) (collectively, Applicants) submitted a filing with the Board seeking approval under 49 U.S.C. §§ 11321-26 for: (1) CSXC, CSXT, and 747 Merger Sub 2 to control the seven railroads controlled by Systems and PAR, and (2) CSXT to merge six of the seven railroads into CSXT.
This would end the corporate history of those railroads merged.
  by johnpbarlow
 
Planned improvements for Hill Yard at Ayer:
1. Add new storage track off of the thoroughfare track (2,400ft). This work provides additional capacity to stage block swaps and / or the Pan Am water containers & trash containers while freeing up the thoroughfare track for thru trains.
2. Add (PAS) Power Assisted Switches on Hand-throw Electric Lock Universal Cross-Overs. This work enables Intermodal Trains to make head end moves into Ayers Yard rather than pulling past the East Wye and making back-up moves through the passenger station. This will save time, free up moves on the east wye, and reduce congestion at the Ayer passenger station. [I don't understand the example cited here as won't 22K/23K be accessing the yard from the South End via the Worcester Main?]
3. North End Ayer Yard - Reconfigure M1, M2, M3 Ladder and add 750ft stub end drill track. This work enables the intermodal trains to enter the yard (processing tracks M1, M2 & M3) from the east wye and not impact the local switching or block the thoroughfare track on the north end. Isolate the intermodal service from the local
service.
4. South End Ayer Yard - Add cross-over from M2 & M3 Tracks to Thoroughfare Track. This work provides switching room on the M2 and M3 Intermodal Tracks using the Thoroughfare Track if the South Intermodal Lead (I/M Lead) is occupied. The new cross-over from the Track 11 Extension to the Thoroughfare Track allows thru trains to bypass the intermodal train that may be working on the Thoroughfare Track.

5. Add additional storage track off of the thoroughfare track (2,300ft). Again, this work provides additional capacity to stage block swaps, the water containers and / or trash containers while freeing up the thoroughfare track.
  by johnpbarlow
 
Other planned Pan Am track/infrstructure upgrade info:
The PAR System has been awarded or has proposed applying for the following grants related to capital improvements. The awarded grants will result in the following upgrades: (1) replacing approximately 150 miles (75 track miles) of rail with new continuously welded rail, (2) replacing 65 mainline switches, (3) upgrading 119 rail crossings, (4) upgrading the timber decks on 28 bridges, and (5) strengthening five bridges to 286k weight capacity.

See attached images for grant details:
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  by newpylong
 
Most of this information was in the initial (minor) application. One interesting new tidbit is spelling out that they plan to move the PAS local traffic that is now handed off in Ayer from CSXT to the West End instead. This is good news to keep the tonnage up out that way. Also the maintenance specs for the Worcester Main (Class 3) and the Freight Main (Class 2).
  by F74265A
 
I read the application as saying that the only class 3 track on the system (outside of passenger areas) will be the segment by the reservoir. All other mainline track will be 25mph class 2. They are not in a big hurry to do the track upgrade— they say over five years. Jointed rail will upgraded as warranted. Based on this, I do not see a ground up rebuild of the entire Worcester route but instead many ties, a fair amount of ballast and surfacing plus rail here and there over time.
  by newpylong
 
If they can get 25 out of any of that rail I would be surprised, but perhaps when you actually know how to do maintenace and not just put lipstick in a pig it could be possible.
  by F74265A
 
I’d like to see 115lb cwr from Barbers to the Hill Yard but some how all that ancient stick rail refuses to die,
  by jamoldover
 
Jeff Smith wrote: Thu Apr 29, 2021 8:17 am https://dcms-external.s3.amazonaws.com/ ... /50718.pdf

CSX, et al, is apparently looking to merge some of the entities involved in the PAR merger:
SUMMARY: The Surface Transportation Board (Board) invites public comments on a proposed procedural schedule for this proceeding. On February 25, 2021, CSX Corporation (CSXC), CSX Transportation Inc. (CSXT), 747 Merger Sub 2, Inc. (747 Merger Sub 2), Pan Am Systems, Inc. (Systems), Pan Am Railways, Inc. (PAR), Boston and Maine Corporation (Boston & Maine), Maine Central Railroad Company (Maine Central), Northern Railroad (Northern), Portland Terminal Company (Portland Terminal), Springfield Terminal Railway Company (Springfield Terminal), Stony Brook Railroad Company (Stony Brook), and Vermont & Massachusetts Railroad Company (V&M) (collectively, Applicants) submitted a filing with the Board seeking approval under 49 U.S.C. §§ 11321-26 for: (1) CSXC, CSXT, and 747 Merger Sub 2 to control the seven railroads controlled by Systems and PAR, and (2) CSXT to merge six of the seven railroads into CSXT.
This would end the corporate history of those railroads merged.
Presumably those would be the ones where Pan Am owns 100% of the stock ( Boston & Maine, Maine Central, Northern Railroad, Portland Terminal, Springfield Terminal, and Stony Brook Railroad), which would leave only the one where Pan Am only owns 98% of the stock (Vermont & Massachusetts) in existence.
  by Eli17zn6
 
On the STB it says that Ayer traffic will be going thru the B&E, what will happen to the Maine traffic? Will it still be on Q426/Q427 going thru B&A bypassing Ayer yard to Rigby.
  by newpylong
 
Yes as that is PAR traffic which will become CSX traffic. The traffic shifting to the B&E is already PAS traffic today.
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