Eastern Railroad Discussion > Update on CSX rehab of Pan Am Railways Infrastructure

Here is an excerpt from CSX's Fifth Biannual Report recently filed with the STB re: CSX acquisition of PAR. While all the traffic specific trends discussions/data (eg, truck to rail conversion estimates) are redacted (some commodities have increased and some have decreased), there is a decent summary of what CSX has accomplished wrt PAR infrastructure improvements and what is planned in the short term:

"...CSX expects that the conversion of truck traffic to rail will increase as improvements are made to the PAR System and shippers see that they can rely on an upgraded and more efficient PAR rail network for their transportation needs. The key to this beneficial trend toward increased use of rail will be improvements to PAR physical infrastructure. And physical improvements on the PAR System have accelerated in the last six months and will continue over the next year. CSX has devoted substantial resources in the past six months to upgrading the PAR infrastructure.

CSX has completed trackwork (including tie, rail, and ballast replacement and surfacing) and signal work on the line between Lincoln, ME (WAT 16.0) and Enfield, ME (WAT 28.0), allowing for increasing the maximum speed limit to 40 mph. CSX has replaced approximately 9,700 ties and 12 track miles of rail over this segment.

Additionally, the PAR System was awarded a CRISI grant for the Waterville Subdivision. CSX has completed trackwork on the main line between Waterville, ME (WAT 113.0) and Royal Jct., ME (WAT 184.7). CSX has replaced approximately 35 track miles of rail, replaced 26 switches, and installed 36 new track panels at road crossings over this segment. CSX is also completing signal work on this segment. These improvements will increase the maximum speed limit to 40 mph.

CSX will upgrade the Hinkley Branch between Waterville, ME (WVL 0.0) and Shawmut, ME (WVL 9.0), increasing the maximum speed limit to 25 mph. CSX has completed staging new rail on this segment. CSX anticipates that it will complete this project in 2025.

On the Portland Subdivision, CSX has completed trackwork and crossing rehabilitations on the main line between Andover, MA (Lowell Jct.) (PLD 106.0) and Ayer, MA (Willows) (PLD 126.7). CSX has replaced approximately 25,000 ties and four track miles of rail over this segment. CSX is also completing signal work on this segment. These improvements will increase the maximum speed limit to 40 mph.

Within the Portland terminal district, CSX has completed 95% of trackwork and signal work on the second track, with the aid of funds from NNEPRA. CSX has replaced approximately two track miles of rail over this segment. These improvements have allowed a maximum speed of 30 mph on 70% of this segment, with the speed on the remaining portion to be increased in 2025.

CSX will also upgrade the Portsmouth Branch between Rockingham Jct., NH (PMT 0.0) and Portsmouth, NH (PMT 13.0). CSX has begun new rail installation and expects to complete the installation by the end of this year. CSX expects to complete crossing and signal work on this segment in 2025. These improvements will increase the maximum speed limit to 25 mph.

At Wells, ME, with the aid of a CRISI grant, CSX has completed construction of a six mile long second main track which should be placed into service next week. CSX has replaced approximately six track miles of rail and installed two new crossovers, one new switch, and two new control points over this segment.

On the Nashua Subdivision, CSX will upgrade the line between North Chelmsford, MA and Nashua Yard. CSX expects to complete a tie replacement and crossing rehabilitation project on this segment by the end of this year. CSX has replaced approximately 23,000 ties over this segment. CSX will also be completing signal work on this segment in the future. These improvements will increase the maximum speed limit to 25 mph.

Furthermore, the Pine Tree CRISI grant will result in upgrades to the line between Mattawamkeag, ME (WAT 0.4) and Waterville, ME (WAT 113.0), which will increase the maximum speed limit to 40 mph.

CSX has already completed significant work on this line, including laying new continuous welded rail, installing ties, and resurfacing the entire line, which increased the maximum speed limit to 25 mph, as discussed in the fourth biannual report...While awaiting final approval of a revised scope of work for this grant, CSX, on its own, has installed nearly 50 track miles of continuous welded rail and replaced approximately 47,000 ties, increasing the maximum speed limit on the entire line to 25 mph. Once the revised scope of work is approved, CSX expects to complete additional work on the line using grant funds, which will increase the maximum speed limit on the entire line to 40
mph.

Additionally, the PAR System was awarded a federal grant for ties on the Downeaster route between Brunswick, ME and the New Hampshire and Massachusetts state line. CSX expects to replace approximately 125,000 ties on this segment in 2025.

CSX has completed additional capital improvement projects in the most recent six-month period. For instance, in CSX’s Lawrence, MA yard, CSX has replaced approximately 1,000 ties and installed eight new switches, bringing the entire yard to FRA Class I standards. CSX has also completed its portion of the work on six of the seven bridges that will need to have improved clearances to allow for double stack clearance on the Worcester Main Line. CSX expects that work on the seventh bridge will be completed soon. This project will be complete once work on these bridges, and three additional bridges, is completed. CSX is also installing 1,800 bridge ties on 10 bridges in Maine.

CSX anticipates that the increased reliability resulting from these projects will continue to encourage new customers to ship via rail rather than truck...."

Link to CSX's STB filing of 11/27/24:

CSX Biannual report on PAR acquisition
 



Edited 1 time(s). Last edit at 12/01/24 03:31 by JPB.

Question: on the lines listed where speed "has been increased to 40 mph...", is that fast for those lines?  A big improvement??  Or were those lines built for faster speeds, and saw them, in earlier decades???

On the surface, it just sounds like another slow railroad when they're done.  Why not higher speeds?  

coach Wrote:
-------------------------------------------------------
> Question: on the lines listed where speed "has
> been increased to 40 mph...", is that fast for
> those lines?  A big improvement??  Or were those
> lines built for faster speeds, and saw them, in
> earlier decades???
>
> On the surface, it just sounds like another slow
> railroad when they're done.  Why not higher
> speeds?  

Much of Pan Am Railways had been in decrepit condition prior to CSX acquisition and track speed on the ex-MEC main north of Portland ME and on branches was 10mph. The only exceptions were locations where some other entity was footing the bill (eg NNEPRA for Downeaster service). So going from 10mph decades old stick rail to 40mph on new 136lb CWR is a very big deal for northern New England and maritime shippers.



Edited 1 time(s). Last edit at 12/01/24 08:24 by JPB.

I wondered that myself, and did assume it was likley 10mph in some cases but what would the difernce in cost and concern be if it was designed for say 50mph vs 40 mph?  

40 MPH max is PTC de minimis exemption. There by allowing them not to install PTC on this section but still be able to run 40 mph with limits on what type of hazmat can run. 
 

The maximum speed for FRA class 3 track is also 40 mph (for freight).  If you want to go up to class 4 then you will need more ties (at least 12 good ties per 39' vs 8), even better surface, tighter gage and track alinement and probably some more things as well.   Class 1 max is 10mph and class 2 max is 25mph.  If there are other conditions such as curvature that is going to limit your speed anyway there is little reason to go to a higher class and have to meet the standard,

coach Wrote:
-------------------------------------------------------
> Or were those
> lines built for faster speeds, and saw them, in
> earlier decades???
>
Definitely built for higher speeds, particularly on the B&M.  For example, in 1940, the streamlined Flying Yankee covered 253 miles from Boston to Bangor in exactly five hours.  Nearly all of it's route is the current CSX route being discussed.

Dave

So as we all knew, or suspected, the Finks ran the raillroad into a POS.

A Guilford employee once told me, over several beers, that the "Big G" company logo was truly symbolic:  a downward spiral, viewed from above. "Picture it as a toilet flushing" he said.