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| Re: LIRR East Side Access (256811) | |||
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Re: LIRR East Side Access |
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Posted by WillD on Tue May 23 01:45:44 2006, in response to Re: LIRR East Side Access, posted by J trainloco on Tue May 23 01:22:29 2006. The given in question is that boring tunnel is more expensive than just adding a new terminal space.Trains that occupy terminal space also occupy tunnel space. The tunnels that exist now are packed, so if you're going to add terminal space and use it to it's fullest you need new tunnels. Who said anything about massive delays? The work can be done without massive delays. At the very least you'd need to do switch work, which would involve reroutings and delays for Amtrak and NJT. That would be the bare minimum of delays, and you'd likely have others when you broke into the existing tunnels and such. Capacity can be increased with permission to expand on Amtrak property for far less. Additionally, building a new terminal structure at NYP could increase Capacity for MNRR if MNRR used that new track space (Much as NJT wants to), and this could also be done for a fraction of the cost. Money does not grow on trees. If you need to add capacity, so so with the cheapest possible alternative and then use your savings to contribute toward other necessary projects. First off which MNRR into NYP are you refering to? The Hudson line down the Empire Connection or the New Haven Line through the East River tunnels? If the former then you're fighting it out with NJT and Amtrak for platform space and you'll get maybe a half dozen slots if you're lucky. NJT has not alternate Manhattan terminal at this point, so they need every slot through NYP they can pry from Amtrak. MNRR has it's own massive Manhattan terminal which although running quite full does have some spare capacity, so any access to NYP is merely for the passenger's convenience and adds no new real capacity. If the latter then the same applies but with the LIRR. As with NJT it is their only Manhattan terminal and any NH line service would take spots away from LIRR trains. The real goal of ESA is to get more people into Manhattan, and that can only be done with a new tunnel. The fact that it happens to go to GCT is merely because there already was a tunnel up there and it was cheaper than trying to do something around NYP. The additional of a second terminal is a secondary but beneficial side effect. After ESA and ARC we'll see what happens, NJT is highly unlikely to surrender any slots and may actually send more trains into NYP after they get their new tunnel. The MTA can presumably intervene with the LIRR to force them to sacrifice some slots for NH line service into NYP after ESA is complete, but we'll see what happens. |
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