Quote:
Originally Posted by towerpower123
The biggest benefit of Through Running, that this presentation completely ignores, is that it would mean that a lot more passengers could stay on the train to go to the next stop, such as a Newark to Brooklyn or Queens commute or vice versa. It would allow many to stay on the same train, reducing the overwhelming platform capacity issues, and allow the trains to dwell for less time. Not everyone continuing east from NJ Transit would have to get out and switch to an LIRR, as many could stay on the same train.
I would absolutely love to see NJ Transit ridership double, as that would mean a heck of a lot more frequent service!
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I haven't looked too much more into whether they go into more detail, but my interpretation of their analysis is that it assumes turning trains around in Sunnyside(?) and somewhere like Secaucus, which isn't truly the idea of through-running advocates want: We would at least want LIRR/MetroNorth services to converge at PSNY and continue to at least EWR-Newark, MetroPark, Trenton, or (ideally) Philly with NJT service diverging into MetroNorth (maybe along the West-Side Access routing?) and LIRR (possibly Jamaica?) services.
In an ideal world,
A) LIRR service would have been extended to the WTC-PATH Hub, from Atlantic terminal, and on across the Hudson to Newark via Jersey City-Bayonne-Penn Newark-Broad Street,
B) East Side Access and Gateway would have been
one program to connect GCT and PSNY (by continuing the tunnel) alongside building a new Hudson tunnel from Hoboken, to convert that Terminal into a station and allow all NJT services to run to NY: Via WTC, PSNY, or a new West-Side station/GCT. But alas, none of that will really ever happen, now.
OTOH, at least people have definitive evidence that the station improvements were meant to clear space in the existing facilities for a complete re-haul, which always seemed obvious to me...but whatevs