COMPASS RAIL: Pittsfield / Springfield / Boston East-West Passenger Rail

I see no evidence that either CSX or MASSDoT seek to reduce freight activity east of Worcester on the Framingham line - in fact, their effort is just the opposite: interchange traffic is building on G&U at N Grafton, and at Middleboro for Mass Coastal, C&D traffic is building on CSX operated lines radiating out of Framingham to Leominster and SE Mass. Net: Nevins Yard, N Framingham yard, the Ag Branch, and Framingham Secondary track at Framingham will continue to be strategically important for CSX and MASSDoT.

One other point: if somehow the Concord St (rte 126) grade crossing were eliminated at the Framingham depot, the 20 daily eastbound T trains could be sped up greatly as they would no longer need to proceed at restricted speed from CP-22 approaching the currently always red indication at CP-21, which is done so the crossing gates don't come down until the eb commuter train is ready to depart the station platform.

Freight's place and impact east of Worcester has to be viewed over a broad range of elements as well over time horizons. With $2-3 billion politically committed at this time to this project, when looking at the political and economic interests behind that commitment as well as the plan, CSX specifically stating in their STB application for Pan Am that they would use the Barbers gateway to "take pressure off the transportation networks around Boston", and, the history leading us to where we are, I see plenty of evidence. While the "how" can be debated, variability amongst the options only increases along with a lengthening time horizon.

Though the crystal ball may be getting more cloudy given accelerating change, go back 25-50 years, would you or could you have imagined the changes bringing us to where we are? History tells us that despite misunderstanding even today around Beacon Park's closure, long before the New York Central and Conrail actively planned in preparation for that eventuality. The Class 1's are strategic animals.

Through that framework, assessing each rail line within the network, rail facility, customer facilities, and overall markets and resulting train and yard operation has to be considered. Included within that is recognition to your point, Mr. Barlow, that today CSX is expanding Westboro and the G&U is fulfilling the strategic role, considered even when the railroad was near dormant, in response to Beacon Park's closure, but also recognizing the shorter distance, current and potential traffic handled, and how this serves and may serve to reduce overall freight demands east of Worcester.

Within these next 25 years I don't see an elimination of freight east of Worcester, but I do see changes coming that will reduce its impact, likely including reduction at the least in certain elements of traffic that, at best, holds volume relatively static, and with the probability of operational change.

johnpbarlow wrote: ↑Thu Dec 14, 2023 6:40 am I see no evidence that either CSX or MASSDoT seek to reduce freight activity east of Worcester on the Framingham line - in fact, their effort is just the opposite: interchange traffic is building on G&U at N Grafton, and at Middleboro for Mass Coastal, C&D traffic is building on CSX operated lines radiating out of Framingham to Leominster and SE Mass. Net: Nevins Yard, N Framingham yard, the Ag Branch, and Framingham Secondary track at Framingham will continue to be strategically important for CSX and MASSDoT.

Yes in fact the planned and recently funded "inland route" work to add passenger service out to Springfield includes construction of a new siding to move the G&U interchange off the main line.

Building more capacity for G&U interchange, in fact, supports reduced freight activity east of Worcester on the Framingham line.

By using the G&U for traffic once or prospectively utilizing the now-closed Beacon Park yard or existing Framingham yards not only eliminates or reduces activity, respectively, within those yards, but also reduces Framingham Line car-miles 72-85%.

In fact, the same concept is currently in play just another 7.3 miles to the east as CSX builds more capacity at their Westborough transload facility with its accompanying yard.

But, most importantly, CSX has signaled planned continuation of the long trend toward reducing freight activity east of Worcester by shifting existing and/or prospective traffic over to their new ex-Worcester Main Line Barbers gateway, completely eliminating that activity on the Framingham Line east of Worcester.