Under pressure from multiple constituencies in western Massachusetts—including elected officials, advocates and citizens—the Massachusetts Department of Transportation (MassDOT) moved forward with an East-West Rail study in 2018.

[3] As proposed, the service would operate as a state-sponsored Amtrak route with Amfleet train sets (similar to the Valley Flyer) powered by diesel locomotives.

[14] While East-West Rail has typically been discussed in relation to establishing frequent services between Boston and Albany, initial funding for the project only covers the Inland Route phase.

The last passenger service to run on the line before the creation of Amtrak was an unnamed Chicago-bound successor to the New York Central's New England States on April 30, 1971.

B&A service was also cut due to financial problems in the late 1930s and again after World War II; by 1950, Pittsfield was served by eight Boston-Albany round trips per day.

In response, Amtrak revived the New York-Chicago Lake Shore Limited on October 31, 1975, with a new section running on the Boston-Albany mainline and thus restoring service between Pittsfield and Boston.

With the electrification of the Northeast Corridor in 2000, Springfield–Boston service along the slower Inland Route (2:05 hours longer from Boston–New York City) was gradually reduced, with the last train discontinued in 2004.

[27] Amtrak's Lake Shore Limited provides a single round trip per day with stops at Pittsfield, Springfield, Worcester and Boston within the state of Massachusetts.

Unlike the MBTA Commuter Rail network, the state of Massachusetts does not own the trackage between Pittsfield and Worcester; arrangements would have to be made with CSX in order to run more passenger trains on the line.

Passenger and freight shared-use rail operations create challenges for scheduling, dispatch, and the need for suitable track infrastructure and signal equipment; passenger services that operate on freight rail lines often require investment to install some combination of double-tracking, passing sidings, new track, and higher-capacity signal systems.

Other build alternatives considered a Springfield-Boston route with bus transfers to Pittsfield and high-speed rail; however, these options were ruled out.

The "Compass" terminology refers to proposed and existing east-west and north-south passenger rail services that intersect at Springfield Union Station.

[38] Former governor Charlie Baker expressed support for the creation of a western Massachusetts passenger rail authority be established to secure funding and govern the project; service operations would be handled by Amtrak, MassDOT or the MBTA.

[45] In July 2022, the Massachusetts Senate committed $275 million to design, engineering and construction expenses, among other investments for East-West Rail within an amendment to an infrastructure bond.

The state applied for a part of $1.4 billion in Consolidated Rail Infrastructure and Safety Improvement (CRISI) grant funding.

[7] In December 2022, MassDOT along with Amtrak and CSX applied for $108 million in federal transportation money to help fund improvements along the 53 miles of railroad between Springfield and Worcester.

[2][52][53] Funding for East-West Rail was restored in June 2023 within MassDOT's capital plan which allocated $12.5 million for preliminary projects.

[55][56][57] On June 12, 2024, it was announced that $1.75 million from the state's Fair Share Amendment would be allocated to the Springfield Area Track Reconfiguration Project.

[59][60] In October 2024, MassDOT was awarded an additional $36.8 million CRISI grant for the Springfield Area Track Reconfiguration Project.

[63] The funded track upgrades between Worcester and Pittsfield will increase speeds on the corridor up to 80 miles per hour, with construction projected for 2027.

[69][70] As currently planned, the station would consist of 800 foot (240 m) high-level platform located on a dedicated siding track, along with a park and ride lot.

As currently planned, two daily Amtrak Hartford Line trains would be extended to South Station via Springfield in addition to supplementing the single Lake Shore Limited trip.

In April 2024, the director of East-West Rail reported that services would only include three daily round trips between Boston and Albany as opposed to the previously proposed eight round trips that had been outlined in the FRA Corridor Identification and Development Program and the initial East-West Rail Study; no explanation was given for the service reduction.

[72][16] Simulation modeling and planning for East-West Rail indicates the use of diesel locomotives and push-pull train sets supplied by Amtrak; specifically, the use of GE Genesis locomotives with Amfleet coaches and cab cars (similar to what is in use on the Hartford Line and Valley Flyer services) are planned for both the inland and full build phases of East-West Rail.

In May 2024, Massachusetts Transportation Secretary Monica Tibbits-Nutt expressed interest in utilizing zero-emission multiple units (ZEMU) for future statewide intercity passenger rail services; however, this has not been formally proposed and is not planned.

[87] Later on August 1, 2023, an editorial would reiterate this sentiment by criticizing the Legislature's decision to omit funding for East-West Rail from the 2023 Massachusetts state budget and accused Eastern Massachusetts lawmakers as being Boston-centric; the editorial points that the budget's $477 million investment for transportation includes $205 million for the MBTA but excludes funding for East-West Rail.

[15] In October 2024, city officials in Westfield expressed concerns that a station site within the municipality was not under consideration by MassDOT for East-West Rail.

Westfield is one of several municipalities along the Boston-Albany corridor that have expressed regional equity concerns within the East-West Rail planning process.

Palmer officials voiced they would seek to impose land use regulations to prohibit passenger rail terminals outside of downtown.

The high-speed rail alternative was not advanced by MassDOT due to costs outweighing potential benefits, which precluded the possibility that electrification would be included during the corridor planning phase.