bostontrainguy wrote: ↑Wed Jun 09, 2021 5:44 pmAmeriStarRail's proposal also relies heavily on through running as a highly beneficial solution.They do a little bit of through running, but not at a large scale. The toughest routes on there would be the two to Ronkonkoma. I clicked on a random spot in the video and they were talking about tri-power trainsets, which is a very technically challenging solution. As it is, the M-8's, which aren't diesel and can't run on 25hz are some of the most complicated commuter railcars in the world.
Although not exactly the same as Penn Station, I need to add that in Boston through running is a big part of and important reason for building the North-South Rail Link. Seems people can spin things in any direction they want in this matter.Philly and Boston have and could have, respectively, systems entirely powered by overhead AC electrification (maybe except for Greenbush/Old Colony, which aren't part of the proposal for the North-South link and would likely remain dieselized to terminate at the existing South Station), which makes things a LOT easier. Had the LIRR been electrified with 11kV overhead, the discussion on through running would be a totally different discussion.
A disconnected rail system is an inefficient rail system. Our stub-end terminals require every train to back out of our downtown stations before another can enter. This process requires extra platform space and wastes a lot of valuable real estate, but it also and wastes the time of crews, equipment and passengers alike, driving up operating costs and suppressing ridership.You can get most of those advantages of run-through by turning and burning, with good reverse-peak service that's relatively balanced and no throating. Most services are naturally stub-ended, even ones at stations like Washington Union that have run-through trackage. Actually, the whole system would become more efficient in New York by bringing back frequent ferry service from Hoboken and LIC and stub-end turning and burning a lot of trains there plus at Atlantic Terminal, which has great subway connections. LIRR has a long way to go on utilizing crews and equipment more efficiently, like better scheduling, completing electrification to all points west of Ronkonkoma and Patchogue, and moving to proof of payment with off-peak trains running with OPTO, none of which requires any technically daunting and very expensive through-running schemes.
Which also brings us to the point that any savings realized operationally would be quickly burned through and then some with the bespoke, highly complex equipment you can cook up that can do the through-running, if a third rail/25hz EMU design is even feasible within the weight limits for the North River Tunnels.