The nonstop train would depart between 593 and 523, overtake 593 around Wellesley Square, and pretty much be on 521's heels arriving into Worcester. Figure about a 5:25 departure on that schedule you linked, so 15 minutes behind 593, makes BBY and Lansdowne then for every station stop they don't make subtract about 2 minutes from that 15 minute separation as they close down on 593 and ultimately 521.
The pattern repeats at every express/local pair in both the AM and PM rush - the slots are there for the nonstop trains. It does require the new Worcester Station with 2 tracks to be in service along with the third track to make it work though. The T did a feasibility study in 2019 to make sure this would work, and now they've sunk a bunch of money into design of the third track, so it better work!
Red Wing wrote:Adding 2nd platforms to the Newton stops should help increase speeds and capacity inside of 128.
Not sure how? In fact it will potentially REDUCE capacity because they'll add station stops. In the peak periods they just ran the other track and skipped the stations in the reverse direction - they're not crossing over to make the station stops. Look at the schedule Komarovsky linked, the trains opposite the rush hour don't stop in the Newtons. That's why Newton wanted 2nd platforms so bad, they want to be able to take the train into town in the evening. It's better service but it's not increased capacity.
BandA wrote: ↑Sun Dec 19, 2021 7:55 pm
Use one track in the prevailing direction and the other track alternating local trains in the reverse direction and express trains in the prevailing direction. Get speeds up to 90 MPH on express trains to be competitive with the Pike. Use short, variable blocks and crossovers at every station.
You do realize this is the exact opposite of adding capacity right? Track occupancy goes through the roof for opposing moves (ever sat in traffic while a lane is closed for construction?) and crossovers slow trains down. Variable blocks are tricky with ATC and PTC - they just aren't there yet in NA railroading to be considered a vital signal system. Trains would be waiting at either end with higher frequencies.