MattW wrote:Why shouldn't we strive for perfection? The Japanese time their trains down to the second.
When we have Japanese level networking, Japanese level budgeting, Japanese level passenger cooperation and Japanese level labour abuses we can dream of that. Outside of Tokyo and the high priority Shinkansen lines the Japanese rail system, Subway and main line functions closer to other nations (still better than many others, but not at the mythical pinpoint timing).
OTP will always be dubious as trains on the LIRR spend a substantially higher amount of time at restricted speed compared to other counties. A substantial number at Penn, Atlantic Ave is 5mph, so is LBH, etc. We'll need to address that for starters.
EuroStar wrote:The problem with the new and old rules is that they both allow the railroad to pad the time between the last two stations in order to show on-time performance. For example, the way this works is on NJT is by padding the time between say Secaucus and NYP by 5-6 minutes during the morning rush hour.
As far as padding, that can only go so far before increasing the amount of equipment required to the point that it induces its own delay/financial limitation, I don't think there will be an exceptional increase, though there will be one.
I just pulled up the North East Corridor NJT Timetable, every train after 3806 (5am) for the entire day until 3292 (0058am) shows a steady 13-15 minute time between Secaucus and NYP, where do you show evidence of a pad?
Also keep in mind that during rush hour travel times will be longer as trains are run on speed control so if trains are in the block ahead, the MAS may be 90 but a train ahead will force you to 60 or 45, of course that needs to be reflected in the schedule as increased running time. Just like you can get down the Van Wyck in 15 minutes at 2am, that doesn't mean it's reasonable to expect the same result at 8am.