Just a few random thoughts.
I think Megantic really "did a number" on railroad transportation up that way. Yes, Megantic is in QC, but that "sorry-hind quartered" incident could just as easily happened in Maine, for X the border and you had FRA Class 4 track
(yeah, huh).
To what extent can the E-W B&M right now handle double stacks and auto racks? Doesn't Hoosac Tunnel have different ideas about that?
How much is the "marketing arrangement" really worth to NS? It seems like, especially when compared with CSX and their NYC-Selkirk-B&A, anything from the Midwest would be (predecessor roads for clarity) would be NKP-Buff-ERIE-Bingo-D&H-M'ville-B&M, they are at a circuitous disadvantage. From the South, N&W-Hagerstown-PRR-???-LV-Binghamton-D&H-M'ville-B&M. What's in it for NS to dump Topper's oats into making the B&M into an FRA Class 4 road?
The STB obviously wants competitive routings maintained into markets where they previously existed. Shippers want them too. CN has no physical interchange, CP only a circuitous via Canada (well, if you call their tenuous trackage rights over the West Shore to access CRSA in New York a viable routing - talk about a set-up to get cars "lost"!!!!). A Short Line with FRA Class 2 is "not exactly" serving shippers other than the "forest to mill" type traffic.
Final thought, are there any major retailer Distribution Centers (Wally World, Amazon) in Northern Maine? With decent rail service, would they keep their trailers on the rails to such a destination? Same applicable to handling autos as well as other high value traffic.
So; anyone?