Not that it would do anything for tunnel though. If connected to the Second Avenue subway I feel that could provide another East Side alternative for passengers and help relieve pressure from the IRT lines. Queens Blvd is one of the busiest trunk lines in the city, so its definitely a second on the priority list, and even with East Side Access the MTA has set aside room to build the connecting tracks for the Bypass. blend into hilly terrain. As per your proposal. But I think it was for a different one than the four you give. "Not a lot of people get to see this area," said Doug Nintzel with the . This leaves the possibility of resurrecting the Worth St Line, a branch off the 8th Ave local that would split south of Canal St and head east via Worth St and East Broadway. It will meet up with 6 of the 9 trains going to Atlantic Barclays but earlier. on Jamaica Ave to burrow the Broadway El into Fulton Lines station. Bring line to ground at terminal. Anyway: I think that lots of expansions where there is no ROW to just place cars on, instead could be put into service as light rail (granted there are no obstacles like narrow roads and triggered politicians who cause everything to stop working) could be a nice supplement to the subway (free transfers too!) There is actually going to be a place to connect that will be much easier; the Second Avenue Subways current iteration is supposed to have lower level storage tracks from 21st to 9th Sts. By SAS standards thatd run to 7 billion. Lets see how we might mitigate the new round of issues you brought up. The station's I-beam columns are painted maroon, alternating ones having the standard black station name plate with white lettering. Abandoned Jerome Post Office (Jerome) This mile-high town in the Black Hills of Yavapai County was once a thriving mining community where rich stores of copper, gold and silver ore were discovered in the late 19 th century. This final station is worth considering because even though half the catchment area is parkland and the Mill Basin canal the station would serve the popular Kings Plaza Mall and there is space for a modern bus terminal for better service around southeastern Brooklyn and to the Rockaways. Reviving the Nassau loop will only gain low ridership. Maybe that money would deliver more bang for the buck if applied here. The important thing about the shorter option is that installing these switches could be done overnight or over a weekend and wouldnt require long term, disruptive construction. Climbing the steps to the intermediate level, there are locked doors that serve as access to the unfinished platforms. Past Clarendon Rd the line would split with two tracks peeling east to a new yard facility built along the LIRR Bay Ridge line (requiring land taking). Its not a great idea but I was going off what I heard. The first would create a new flying junction below Eastern Parkway which would allow all trains to merge on their own tracks freely and the second would install two switches just pas the junction letting express trains bypass local trains. Now we reach Utica Ave. Thats right, build subways to validate els. But you are right, at G/J/M/Z transfer would be best! The Utica Avenue station is an express station on the IND Fulton Street Line of the New York City Subway. Youve recognized its unused capacity and proposed filling it by connection to Jamaica Ave.; a Utica Ave. branch could work as well.. [11]:194[7], On March 19, 1913, New York City, the Brooklyn Rapid Transit Company, and the IRT reached an agreement, known as the Dual Contracts, to drastically expand subway service across New York City. In the station, there are ornate doors in the tile walls which serve as vent chambers. Also the train that stays down Fulton past Utica would now have 4 terminals, Euclid Ave, Ozone Park, and The Rockaways. Have it dip underground just long enough to have its platforms below the 18 Ave station (dont want to add any elevated curves) and then rise up for Ditmas whose support structure was designed for four tracks. There were homes here and there, but the area was full of empty lots until the postwar years. Looking at Census data based on commuting patterns of riders coming from the two zip codes along Utica Ave the primary destination for most riders is downtown Brooklyn with Midtown West second. station count on BWY7 and 8AV between 110th and 72nd. Even with CBTC you are limited to about 10-12 tph on each of the (now) three local services (it most definitely does not turn out 15tph on both local service now, closer to 15tph for both combined). Drawing fantasy lines on paper is far more fun when you have unlimited possibilities but if we are planning out a project today there are some real world considerations that come first. Just skip it. PATH. And stations wouldnt be possible if elevated. Contract 2 extended the original line from City Hall in Manhattan to Atlantic Avenue in Brooklyn. Queens has the big unmet demand; its got the 12th and 25th busiest stations in the system as TERMINALS! Members hailed the decision to save the station, and were encouraged by the public response to the Adirondack operation, despite its ultimate bankruptcy. And theres no room there for it. [25][26][27][28][29] Just east of this station, a bellmouth splits away from the local track on both levels, and curves south. The Fulton route would have a bottleneck closer in at the crossings around Hoyt-Schermerhorn. You took the time to write a response but not to read what I wrote? The only elevated line that the IND ever built was the Culver Viaduct between Carroll St and 4th Ave-9th Sts and this was done in a similar way. Stations are going to be more expensive no matter what because so much more is expected of them now. Subway prematurely. Youve shown plans to underground the Ls el as well as the Fulton and What if we could do the outer el portion without the costly subway for now and at least temporarily connect it to a lower cost service? And normal service would still be able to run. will be as interesting and more reasonable than those from the genius Well then what are we waiting for? Got to be local? The station has four tracks and two island platforms, typical for a four-track express station. Taking this one step further this also supposes that, as the Worth St Line was to serve a similar catchment area as the BMT Centre Street Line (J train) that the new subways through the Lower East Side would replace the Centre St Line, thus leaving it up for abandonment (if this seems too preposterous keep in mind that half of this line is already, for all intents and purposes, abandoned). This station has two fare control areas, one at either end. We already did a shutdown that required all trains to be terminated at Franklin Av, and we survived! They will be hardened to survive skyscrapers falling on them and to survive flooding from the next superstorm. Yes, and I mentioned that in the article. The first option is a bit luxurious and is unlikely to happen. W 34 St and 7th Ave, W 33 St and 7th Ave, W 32 St and 7th Ave. One island platform, two side platforms. The MTA has only been making these small extensions, the last major one (affected more than 3 lines) was in 1967-1968, which changed the BB, T, TT, D, F, JJ, M, MM, and the QT, and added the QJ, B, and KK. Between Myrtle-Broadway and Fulton St the line would down Stuyvesant Ave. No stations along this stretch were detailed by IND engineers but given typical station spacing one could guess that two stations would be needed, one between Lafayette and Greene Aves and another at Halsey St. You know those 44 tph the current arrangement allows? The door had some panels missing, and whenever open, a look into the door revealed the unfinished upper level station. An article today about from Second Avenue Sagas about the 7 line extension station at Hudson Yards, awaiting passengers as the rest of the mega development is completed, reminded us of these.. The second is a simple addition of new switches which is what Im going with. Use upside down flying buttresses (floating buttresses?). These technological limitations were shortly overcome and the only IRT line that doesnt use part of this original line is the 7 which is limited by the Steinway Tunnel. from Eastern Parkway to Flatbush Avenue, extending the #4 by four miles. This configuration would have other benefits as the riders who are now coming from furthest away have default express trips while the 7th Ave Express-Eastern Parkway Local 2/3 trains can now have more even headways, reducing delays. After the 1990s renovation of the Utica Avenue station, the mezzanine was shortened using cinder-block walls and the current tiling in the intermediate level, hiding the chain-link fence and the door behind it. From a strictly design point of view there are two main reasons that Utica has never gotten off the drawing boards. Youre forgetting one thing though when you switched the 3 and 5 terminals. The new IND subway replaced the BMT Fulton Street El. Not a Hitch in the Service. And as mentioned before, an IRT branch off of Eastern Pkwy should be built instead to reduce this amount of cost, except the (3) should be rerouted there instead of the (5). If that happens, either the A or C would have to go that way. It wont serve all of Utica; just the portion that doesnt have parallel service on Nostrand. This station's mezzanine and exterior can be seen in various points of 6ix9ines music video for the song "Kooda". When the IRT built the Eastern Parkway Line between 1915 and 1918 they built into it a provision for a future branch down Utica Ave (the IRT, in fact, built its entire Brooklyn section with many provisions for future expansion that either never happened or ended up being built by a competing company). So are you proposing adding a branch that runs north of Eastern Parkway to Fulton St? Eastern Py Utica Av. The Queens Blvd Line was extended to Union Turnpike on December 30th, 1936, and to 169th St. - Jamaica on April 24th, 1937. . [2] It is also served by the B46 and B46 SBS bus lines. They will have wider entries, pathways and platforms so they wont have to be rebuilt to greater capacity later, as is being done to so many of them now. The MTA would then lease the land as a way to bring in continued revenue and the new development would help pay for the construction. This leaves the possibility of resurrecting the Worth St Line, a branch off the 8th Ave local that would split south of Canal St and head east via Worth St and East Broadway. The bi-level station means that the branch would have a simpler time merging with the trunk. This station is compliant with the 1990 Americans With Disabilities Act. 2- rebuild the Eastern Pkwy Station so that there are provisions for the line to pass through. are refurbished as well as adopted in new construction. The majority, 27, go to the Lexington Ave. services and with a few additional 4 trains that terminate after downtown Brooklyn the LEX express tracks are totally maxed out. que mangent les gendarmes insectes. Whats needed for this to work, however, is the rebuilding of the Rogers Junction, the junction of the trunk and the Nostrand Ave Line at Franklin Ave. In 2015 Mayor Bill de Blasio even proposed bringing the line back and supposedly the MTA has been studying the plan since. I will say that the Utica stop spacing is fine; its not any wider than the Queens Boulevard local and it stops at every intersecting street with a frequent bus connection. The transit desert is along Utica Ave south of Eastern Parkway. Anyone bemoaning the fact that President St. and Nostrand Ave arent connected? PABT-Times Square awkward? The Manhattan-bound platform has its metalwork painted in golden yellow and the tiles beneath the trim line in dark blue. Building an elevated line designed to integrate into the built landscape rather than dominate it, while not new, is novel and one that will need time for the public to come round to. tph, equal to 16 A Div. Place station house under tracks in median. For a first phase, I could see going only as far as Clarendon Road and the following trackage. They must be pillar free for security. I would love to see a post about a light rail system , Not very sure about the constraints of light rail (besides politicians lol) [17] On August 23, 1920, the Eastern Parkway Line was extended from Atlantic Avenue to Crown HeightsUtica Avenue, with the Utica Avenue station opening at this time. Far simpler with more capacity. Everything else is a single or double story commercial or light industrial building, parking lot, and one school. The 5 is already going express and with further station spacing you would still have good run times. The two street staircases lead out to the two malls on either side of the main road of Eastern Parkway on the west side of Schenectady Avenue. Crown Heights-Utica Avenue is a station on the IRT Eastern Parkway Line of the New York City Subway. A 2 track line would only require half the space, 45 feet and with 100ft lots this leaves room for an ingenious workaround. Its smarter to do a IRT Utica line because the demand for a Utica Av Line is not in Bed-Stuy and Williamsburg, but in East Flatbush, Flatlands, and Mill Basin. I would extend the (2)/(5) to Voorhies, with a possible skip-stop to speed up commutes.Otherwise, I agree that this is option MTA will opt for most. Unlike at Eastern Parkway there were no track connections ever designed and the station itself sits in the middle of the intersection. Kind of surprising the Fulton line was left out of it. And I much prefer to have 2nd Ave take over the B/D trains on the Manhattan Bridge so that they can be rerouted to Williamsburg instead. Go for a In California money itd be about 2. Lest I bring on comparisons to Robert Moses I would like to point out that on the western side of Utica Ave, from the Bay Ridge Line to Flatbush Ave, there are exactly 9 residential buildings. No doubt they will propose some deep bore subway with expensive stations that will take a decade or more to build. The biggest issue I have with you routings is that it ignores the changes that need to happen at Rogers Junction. Youre less likely to be the goat. 5. I see no value in that whatsoever. [22] This is the easternmost underground and four-track subway station on the Eastern Parkway Line; to the east (railroad south) of here, the local tracks rises and become the IRT New Lots Line, while the express tracks end at bumper blocks just under Ralph Avenue. 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