• Through Running Instead of Penn South?

  • This forum will be for issues that don't belong specifically to one NYC area transit agency, but several. For instance, intra-MTA proposals or MTA-wide issues, which may involve both Metro-North Railroad (MNRR) and the Long Island Railroad (LIRR). Other intra-agency examples: through running such as the now discontinued MNRR-NJT Meadowlands special. Topics which only concern one operating agency should remain in their respective forums.
This forum will be for issues that don't belong specifically to one NYC area transit agency, but several. For instance, intra-MTA proposals or MTA-wide issues, which may involve both Metro-North Railroad (MNRR) and the Long Island Railroad (LIRR). Other intra-agency examples: through running such as the now discontinued MNRR-NJT Meadowlands special. Topics which only concern one operating agency should remain in their respective forums.

Moderators: GirlOnTheTrain, nomis, FL9AC, Jeff Smith

  by R36 Combine Coach
 
BobLI wrote: Mon Apr 04, 2022 8:38 pm LIRR always had commuter service to Penn. Didn’t PRR commuter service end in NJ?
PRR local and suburban service mostly used Exchange Place until 1961. LIRR always had Brooklyn (Atlantic
Avenue), the original western terminus of the LIRR before Penn Station was Long Island City (now only limited
weekday service).
  by MACTRAXX
 
STrRedWolf wrote: Mon Apr 04, 2022 6:25 pm
Literalman wrote: Sun Apr 03, 2022 8:30 pm "Penn Station was never meant to handle commuter traffic, only multi-state traffic (IE: Amtrak only, not LIRR" Redwolf, do you mean the 1960s version of Penn Station. Wasn't the LIRR commuter service part of the planned operations at the station from the beginning?
It was not. In fact, there wasn't even subway service until it got added on later... and then LIRR came knocking. Soon you got the mess we got now.
RW - **The LIRR began running to Penn Station on September 8, 1910 via the East River Tunnels.**
**Three months later** - November 27, 1910 - The PRR opened the Hudson/North River Tunnels to Manhattan
Transfer Station, NJ - which was once located in the vicinity of Hudson Tower east of Harrison. The line was
electrified with third rail - a group of DD1 electric locomotives brought trains into Penn Station.

The PRR T&HS has chronological listings by year of the history of the PRR with subsidiaries and successors -
http://prrths.com/newprr_files/Hagley/P ... _intro.htm
1910 has information about the opening of Penn Station and the completion of the East and Hudson/North
River Tunnels for the record...MACTRAXX
  by ElectricTraction
 
The LIRR/MN dual-modes are just stupid, but they've dragged their feet for so long on just electrifying that now they're forced into that boondoggle.

Penn Station is taking way too much load. Yes, it needs to be improved, but don't forget the third core action that I listed above, which is to redistribute service equally to Hoboken/Brooklyn/LIC with a new ferry terminal at LIC, and vastly improved ferry service at both, along with equal service to Brooklyn. With that and improvements to the LIRR's network, along with full connectivity for the various NJT lines to feed either station, you're looking at a very significant increase in capacity of both systems while simultaneously significantly reducing the service to Penn. There's nothing wrong with service to Penn, but service to other terminals should be equally as good if not better, along with a very robust ferry service for Hoboken/LIC, and taking advantage of existing subway connections in Brooklyn. That could easily be combined with LIRR ESA to GCT.