Can't see it ever happening here, because northside you've got one of the biggest freight customers in New England (Boston Sand & Gravel) switching dozens of cars of heavy crushed stone right in the gut of North Station's main interlocking. And NSRL would be no different portaling up in exactly the same spot.Do you have it on good authority that FRA is likely to impose operating conditions under (b)(2)(iii) on 238.201(b)(2) compliant equipment that would make it unusable for this application? Or somehow otherwise put the kibosh on it? I had the impression TexRail had the authority to operate among traditionally compliant passenger equipment and some degree of freight traffic (maybe not heavy mainline?) without temporal separation, but I haven't gotten around to FOIAing the bits of their waiver submittals that didn't seem to go in the public docket file. Really eager to see what happens when we see the first couple of alternative complaint projects begin operating under the new regs, rather than a waiver.
South you've got CSX-Readville running all day touching the NEC/Franklin/Fairmount. While the activity level is pretty tame by freight standards, Amtrak being the terminal + NEC dispatch lord and ruler means they're going to have little stomach for unorthodox waivers when it's their dispatchers shouldering the liability. Extreme unlikelihood of a co-sign from them; that's worth the turf warrage from their insurance perspective.