Two thoughts:
(1) I agree with the points made, though I also think that there's still an issue of problematic timing on the way in. The closer you can get to 0700 the better IMHO.
(2) With that said, if these times were held to I would authorize O/D at ALB. Maybe not past ALB (Rhinecliff and Hudson are interesting cases), but in the case of the eastbound train this would be the first train of the morning out of ALB so I'd be inclined to be flexible on that front. Westbound it's less of an issue but I'd still be tempted to allow it. Note that in both cases I'd retain some semblance of seat controls and/or unfavorable pricing to "nudge" traffic away, but if someone is (for example) prepared to splash out an extra $30 for an LD coach seat and access to an enhanced cafe I am not inclined to turn that cash away (especially since none of the "neighboring" trains have an operating cafe). This goes double if it gets to a point I can use one of the long-platform tracks at NYP...in Amtrak's shoes I'd just keep tacking on coaches at ALB (if not BUF, though the latter might have issues) to meet demand.
--N.B. I'd do the same thing on the Florida trains for WAS: If nothing else, Amtrak knows there's X amount of boarding at WAS SB and discharging NB, and it pains me to see perhaps 50-60 seats going empty along there daily. If nothing else, that's a few million dollars per year of seat sales which (depending on accounting) could be applied to the LD line alongside "venting" demand from some Regionals. Demand controls are fine and service notices have a place here as well if needed, but forcing seats to go empty boggles my mind.