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Not really. It requires a move into what's left of Beacon Park Yard, then reversing direction to get to either North or South station. The line is the remnant of a freight branch that gave the B&A access to East Boston and the docks there. It was never used for passenger service.

That may well be the case - but it's irrelevant to the point I was trying to make. If you're going to spend billions of dollars doing this (no matter how it gets done), you shouldn't pretend to consider an alternative that's been deliberately handicapped to make it fail to meet the requirements.

The engineering drawings (see Appendix A) for adding a second level of track underneath Penn Station are revealing - they create a stub-end 10-track terminal that would only be used by NJT. Of course that's not going to get to the number of trains/hour they want to have. If they're going to go...

Wooden ties tend to be used for switches and other special trackwork since adjustments to spike locations can be made more easily than they can with concrete ties if the tie position is slightly off from "perfect" geometry.

I think the point of a regional system with through-running is that it allows people who might not be willing to drive across the city to be able to live on one side of it and work on the other without increasing the amount of traffic on the roads or requiring them to have access to a reliable car.

The statement was "Neither railroad has a single MU car OR locomotive that can operate on each other's system and none are planned" (emphasis mine). My response was not "there are MU cars that will work". My response was that a claim that there was no compatible equipment of any kind was an...

There are two issues that thru-running is intended to address - the first is simply platform space within Penn Station. Having a place outside of the station itself to store trains instead of needing to use station tracks for train storage and having a way to get those trains to those storage...

Adding the two additional tunnels between Penn and Sunnyside opens up four station slots, since the trains that use them currently can then be run to Sunnyside and turned. The ROW already exists at Sunnyside for this - it was part of the original plans. As it is, tracks 1-4 are essentially...

Tunnel slots under the Hudson River will be taken care of by Gateway. Regarding tunnel slots under the East River, why not build out the third set of tunnels that space was reserved for (and designed for) 100 years ago that would have turned Tracks 1-4 into through tracks as well? The capacity...

A major problem with that idea - there's no room for that kind of structure. Assuming you're not talking about making changes to the original East River tunnels, there's only about 1/4 mile available (between the Montauk Cutoff structure and the Thompson Ave bridge) to raise the track level...