If so, it could be served by alternate runs of the E or as a second express provided a suitable terminal could be found. And thats a jump I dont think we could ever make. I agree with you that IRT was sized small for a reason, Tyler. Looking into the window reveals a cinder-block wall that were erected to prevent glimpses into the closed portion of the intermediate level mezzanine. I dont really see the need for a peak direction track this far out. The second is a simple addition of new switches which is what Im going with. Now for the second option. 3 trains dont go to Brooklyn late nights. This Fascinating Abandoned Train Station In Arizona Is A True Piece Of History. Like Court Square-Court Square awkward? This staircase leads up to a small mezzanine where there is a token booth and turnstiles. Unusually, there are two mezzanine levels; the upper mezzanine level was closed off after a 1995 renovation, and the lower mezzanine level is actually the platform level of the unbuilt Utica Avenue line. [19][20], In 1981, the Metropolitan Transportation Authority listed the station among the 69 most deteriorated stations in the subway system. Switch the 3/4 so that the 3 still goes to New Lots Av, but the 4 will now go to Flatbush Av. In 2015 Mayor Bill de Blasio even proposed bringing the line back and supposedly the MTA has been studying the plan since. This also makes me question realigning existing radial services into SAS. 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). From the South 4th St station to Eastern Parkway is another 3 miles which would parallel the existing J/M/Z trains. 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. Great idea. Im not opposed to interlining but given the unique layout of the Rogers Junction the only affordable option is to segregate the services. With it both 2/3 trains would only go to Brooklyn College while 5 trains would serve the local stations, Nostrand Ave, Kingston Ave, and Utica Ave before turning south to Kings Plaza, while 4 trains would stay express to Utica Ave and take over service to New Lots. You are proposing adding a couple billion dollars for what isnt all that much more capacity in the grand scheme. The 9 residences, all located at Avenue M can all be replaced (and with new development replaced 100 times over) while the commercial and industrial buildings would all be replaced by buildings of much higher density and better uses than chop shops. 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!) But the plan wound up being abandoned after the IND subway was built along Central Park West. I was talking with someone at the MTA and they mentioned that the planners were playing with the idea of building the relay along side the Bay Ridge because there was more space/cheaper than extending a tunnel south. Unlike the Utica Ave stretch, the Flatbush Ave structure would run along the center of the street on a modern concrete viaduct (similar to what the AirTrain uses long Van Wyck Expressway). Split track areas. Now during service changes where the 2/3 arent running to Bkyln, the 4 will serve Flatbush, the 5 will go to Utica, and a shuttle will run from Utica to New Lots. It was first constructed as the Eighth Avenue Line in Manhattan in 1932.. One of three rail networks that became part of the . Delays wont occur because of judges ordering you to change your practices to mitigate pollution or traffic effects. The point is that focusing on just the Utica Ave section alone could make this project shovel ready while 2nd Ave Phase 3 is still a pipe dream. In the 1929 plan, one set of tracks would have led down Stuyvesant Ave., crossing the IND Fulton St. Line at Utica Ave. where another shell station and some unused mezzanines live and continuing down Utica Ave. and to Marine Park. While cost is an obvious reason for building an elevated over a subway there are also geological concerns in this area as the land through which Utica Ave runs has a very high water table and very sandy soil. The ascending tunnel grade would be about 1.4% and the descending 3.3%, both reasonable. Construction commenced on Contract 2 on March 4, 1903. One of the main reasons that the City wanted to build the IND was to replace the existing elevated lines which were old, slow, and unpopular as they cast streets in shadow and soot. While there are arguments to be made for extending the Nostrand Ave Line south I would argue that with the addition of Utica Ave that demand would be reduced as riders coming from the east or southeast would take Utica over a bus to Nostrand. 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? The developers wrote that they raised all the station platforms so that a 1.5% grade would help the trains accelerate. The station opened on August 23, 1920, as part of an extension of the IRT Eastern Parkway Line by the Interborough Rapid Transit Company. Contents 1 History 2 Station layout 2.1 Unfinished station 2.2 Exits Though Id suggest building a peak direction track on Utica Similar to the 6 and 7 lines. Secondly is that the IND plan, like most of their plans, was wildly over designed and would require extra miles of subway from Eastern Parkway to the Lower East Side as well as a much wider 4 track trunk line instead of the IRTs proposed 2/3 track line (much like the New Lots branch the line would have been built with 2 tracks and space for a third to be added later). 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. Given that the L is now the busier of the two lines and needs relief, badly, it would be much more sensible IMO to go east across E 7 St to stations at Tompkins Square Park, Metropolitan/Bedford, Hope/Union (G) (L), Humboldt/Montrose (L), and Myrtle Av (J)(M)(Z), to provide a faster alternative to the L. I dont really think theres much value in duplicating Broadway services just because S 4 St exists. Anyone? But MTA really needs to build an extension down Utica because its very dense, very isolated, and very cheap to build. 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. This would provide more flexibility, even though all the lines that would be connected have transfers to each other at Fulton Street in Manhattan. It stands to reason, then, that the massive South 4th Subway with branches to Utica Ave and along Myrtle Ave was designed to replace the Broadway and Myrtle Ave Els as well. A, the train is smaller, making it able for more stations. Another diamond crossover, east of here, connects the southbound express track to a ramp down to the lower level. While both the Eastern Parkway and Fulton Lines were designed for future Utica Ave expansion the Fulton Line was designed to have Utica as a separate line entirely while Eastern Parkway was designed to have Utica branch off. N,R all times except late nights, W weekdays only, 5 all times except late nights,6. However, if such a public-private partnership could be established and developers enlisted to build the stations then a couple more could be added. 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. 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. In California money itd be about 2. As you point out, the area already has subway service. No doubt they will propose some deep bore subway with expensive stations that will take a decade or more to build.. BBGUN63. Late nights/weekends the 4 will go to Kings Plaza. But another perk is that we dont have to worry about A or B div standards When you were envisioning your Montague Tunnel connection did you explore a Hanson Place route as an alternative? For a first phase, I could see going only as far as Clarendon Road and the following trackage. The station's two exits are located at either end. On the Utica Ave. subway, a half-baked idea with no champion written by Benjamin Kabak February 28, 2017 The Utica Ave. subway extension has once again disappeared into the ether of New York City politics. See the problem? Eliminating the bottleneck and interlining will improve frequency at Franklin so the transfer wont take too long. The line's section to Atlantic Avenue was part of Contract 2 of the Interborough Rapid Transit Company (IRT)'s plan to construct an extension of the original subway, Contract 1. The first instance I can find of a proposal for Utica comes from a NY Times article in 1913 where residents were debating the best route. The upper platform serves southbound trains, with local tracks to the west and express tracks to the east, and the lower platform serves northbound trains with a similar configuration. [15] The underground portion of the line became known as the Eastern Parkway Line, or Route 12, while the elevated portion became known as the New Lots Line. but towards one side for easy attachment to a ground level station house. is still only two flights up. Another elevator from the south mall leads to fare control.[23]. Av D/Utica Av is 480 yards away, 6 min walk. 11. . This is the level of transit that buses provide for a fraction of the cost. And theres no room there for it. 127 Utica Avenue Brooklyn, NY, 11213-2338. 10. Not a Hitch in the Service. Youve presented an excellent case for ruling out Williamsburg. But what this plan does is allow for a new and better city to grow around the line rather than be divided by it. Adding another train to Queens Blvd is a problem. Are you saying that IRT cant handle the demand? .mw-parser-output .RMbox{box-shadow:0 2px 2px 0 rgba(0,0,0,.14),0 1px 5px 0 rgba(0,0,0,.12),0 3px 1px -2px rgba(0,0,0,.2)}.mw-parser-output .RMinline{float:none;width:100%;margin:0;border:none}.mw-parser-output table.routemap{padding:0;border:0;border-collapse:collapse;background:transparent;white-space:nowrap;line-height:1.2;margin:auto}.mw-parser-output table.routemap .RMcollapse{margin:0;border-collapse:collapse;vertical-align:middle}.mw-parser-output table.routemap .RMreplace{margin:0;border-collapse:collapse;vertical-align:middle;position:absolute;bottom:0}.mw-parser-output table.routemap .RMsi{display:inline;font-size:90%}.mw-parser-output table.routemap .RMl1{padding:0 3px;text-align:left}.mw-parser-output table.routemap .RMr1{padding:0 3px;text-align:right}.mw-parser-output table.routemap .RMl{text-align:right}.mw-parser-output table.routemap .RMr{text-align:left}.mw-parser-output table.routemap .RMl4{padding:0 3px 0 0;text-align:left}.mw-parser-output table.routemap .RMr4{padding:0 0 0 3px;text-align:right}.mw-parser-output table.routemap>tbody>tr{line-height:1}.mw-parser-output table.routemap>tbody>tr>td,.mw-parser-output table.RMcollapse>tbody>tr>td,.mw-parser-output table.RMreplace>tbody>tr>td{padding:0;width:auto;vertical-align:middle;text-align:center}.mw-parser-output .RMir>div{display:inline-block;vertical-align:middle;padding:0;height:20px;min-height:20px}.mw-parser-output .RMir img{height:initial!important;max-width:initial!important}.mw-parser-output .RMir .RMov{position:relative}.mw-parser-output .RMir .RMov .RMic,.mw-parser-output .RMir .RMov .RMtx{position:absolute;left:0;top:0;padding:0}.mw-parser-output .RMir .RMtx{line-height:20px;height:20px;min-height:20px;vertical-align:middle;text-align:center}.mw-parser-output .RMir .RMsp{height:20px;min-height:20px}.mw-parser-output .RMir .RMtx>abbr,.mw-parser-output .RMir .RMtx>div{line-height:.975;display:inline-block;vertical-align:middle}.mw-parser-output .RMir .RMts{font-size:90%;transform:scaleX(.89)}.mw-parser-output .RMir .RMf_{height:5px;min-height:5px;width:20px;min-width:20px}.mw-parser-output .RMir .RMfm{height:100%;min-height:100%;width:4px;min-width:4px;margin:0 auto}.mw-parser-output .RMir .RMo{width:2.5px;min-width:2.5px}.mw-parser-output .RMir .RMc{width:5px;min-width:5px}.mw-parser-output .RMir .RMoc{width:7.5px;min-width:7.5px}.mw-parser-output .RMir .RMd{width:10px;min-width:10px}.mw-parser-output .RMir .RMod{width:12.5px;min-width:12.5px}.mw-parser-output .RMir .RMcd{width:15px;min-width:15px}.mw-parser-output .RMir .RMocd{width:17.5px;min-width:17.5px}.mw-parser-output .RMir .RM_{width:20px;min-width:20px}.mw-parser-output .RMir .RM_o{width:22.5px;min-width:22.5px}.mw-parser-output .RMir .RM_c{width:25px;min-width:25px}.mw-parser-output .RMir .RM_oc{width:27.5px;min-width:27.5px}.mw-parser-output .RMir .RM_d{width:30px;min-width:30px}.mw-parser-output .RMir .RM_od{width:32.5px;min-width:32.5px}.mw-parser-output .RMir .RM_cd{width:35px;min-width:35px}.mw-parser-output .RMir .RM_ocd{width:37.5px;min-width:37.5px}.mw-parser-output .RMir .RMb{width:40px;min-width:40px}.mw-parser-output .RMir .RMcb{width:45px;min-width:45px}.mw-parser-output .RMir .RMdb{width:50px;min-width:50px}.mw-parser-output .RMir .RMcdb{width:55px;min-width:55px}.mw-parser-output .RMir .RM_b{width:60px;min-width:60px}.mw-parser-output .RMir .RM_cb{width:65px;min-width:65px}.mw-parser-output .RMir .RM_db{width:70px;min-width:70px}.mw-parser-output .RMir .RM_cdb{width:75px;min-width:75px}.mw-parser-output .RMir .RMs{width:80px;min-width:80px}.mw-parser-output .RMir .RMds{width:90px;min-width:90px}.mw-parser-output .RMir .RM_s{width:100px;min-width:100px}.mw-parser-output .RMir .RM_ds{width:110px;min-width:110px}.mw-parser-output .RMir .RMbs{width:120px;min-width:120px}.mw-parser-output .RMir .RMdbs{width:130px;min-width:130px}.mw-parser-output .RMir .RM_bs{width:140px;min-width:140px}.mw-parser-output .RMir .RM_dbs{width:150px;min-width:150px}.mw-parser-output .RMir .RMw{width:160px;min-width:160px}.mw-parser-output .RMir .RM_w{width:180px;min-width:180px}.mw-parser-output .RMir .RMbw{width:200px;min-width:200px}.mw-parser-output .RMir .RM_bw{width:220px;min-width:220px}.mw-parser-output .RMir .RMsw{width:240px;min-width:240px}.mw-parser-output .RMir .RM_sw{width:260px;min-width:260px}.mw-parser-output .RMir .RMbsw{width:280px;min-width:280px}.mw-parser-output .RMir .RM_bsw{width:300px;min-width:300px}, This underground station opened on April 9, 1936, as part of an extension of the Independent Subway System (IND) from its previous Brooklyn terminus at Jay StreetBorough Hall, which opened three years earlier, to Rockaway Avenue. BED-STUY, BROOKLYN A person was hit and killed by a train at Utica Avenue station in Bed-Stuy on Wednesday morning, according to the MTA and FDNY. There is also limited rush hour 2 and 5 services here. It looks to be about two miles long. And D as well if cut-and-cover is used. In your next post, could you talk about a potential Fordham-Ozone Park line served by the 2nd Ave Subway? 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. In the Bronx the Grand Concourse Subway was designed to at least compete with the Jerome Ave elevated if not eventually replace it and in Brooklyn the Fulton St Subway was built to replace the Fulton El out to Queens with provisions built to allow a connection with the Jamaica Ave elevated. The Utica provisions at Fulton are on the upper level and cross perpendicular to the lower platforms. It was the result of a partnership between the Hopi tribe and a group of Route 66 aficionados who are dedicated to preserving the heritage of this iconic road. As per your proposal. Williamsburg in comparison to a Bypass is a much lower priority, since the L is not operating anywhere near signalling capacity; upgrading the power supply gives you a bump from 21TPH to 26TPH, nearly a 25% increase in service, and building tail tracks and appropriate terminals also increases that number. The station spacing was done to keep costs down. The upper level at Utica Ave station on the Fulton Line would be used but only half of the existing structure would be needed since the modern line would be two tracks. The 2 track Worth St Line would require a 3.15 mile tunnel from Tribeca to Williamsburg. This leads me to propose that the first part of the plan to be built is the Utica Ave stretch from Eastern Parkway to Kings Plaza connecting to the IRT Eastern Parkway Line but with provisions for a future extension north (all tunnels would be built to the larger B division specs). 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. Between Fulton St and Empire Blvd, Utica Av is a two lane street, past Empire its a four lane street. The school, at Avenue J can very easily be replaced using the existing parking lot across the street. But this does not deal with the immediate needs of those that live along Utica Ave. Building an extension of the IRT could be opened long before the section through northern Brooklyn and would have immediate benefits by serving more riders with direct service rather than requiring transferring. 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. South of Kings Highway would be stations at Flatlands Ave, Ave N and after the line turns down Flatbush Ave, at Ave U-Kings Plaza. Well, actually its curving away but Ave H avoid the curve and take you to it at Albany Ave. And from that point its all residential and there are no freight sidings. We dont need to tear down the EL. Charlestown USA Outlet Mall (Utica) This old, abandoned, former mill site was once one of the first shopping centers to locate in the Mohawk Valley. The storage/layup tracks ends with bumper blocks on both ends, with a switch to the northbound express track on its west end and a switch to the southbound express track on the east end.[8][7]. There seems to me to be two sections of this plan: the Worth St-South 4th-Stuyvesant Ave section and the Utica Ave section. There is also sporadic 2 and 5 service during rush hours. PABT-Times Square awkward? blend into hilly terrain. Constructed in 1923, Union Station served the . Extensions of the IRT subway east or south of the station have been proposed since the line's planning in the 1910s, which included terminating the line at Buffalo Avenue just east of the station, or extending the line down Utica Avenue towards Flatbush Avenue and Avenue U near Kings Plaza. Place station house under tracks in median. You are correct that the larger option would require shutting down service which is one reason Im in favor of the smaller option. Thanks for listening Vanshnooken! The closest stations to Utica Avenue are: Utica Av/Beverly Rd is 115 yards away, 2 min walk. They will be hardened to survive skyscrapers falling on them and to survive flooding from the next superstorm. In 2001, an empty lot at Avenue N and Utica Avenue marked a trolley layup area that still hadn't been built on. If you check out the MTA report I sourced for the Rogers Junction rebuild you can see the two options. In May 2014, MTA installed three elevators: one near the intersection of Utica Avenue and Fulton Street, connecting the mezzanine to the street, and two elevators connecting the platforms to the mezzanine. 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. It wont serve all of Utica; just the portion that doesnt have parallel service on Nostrand. 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Two sections of this plan does is allow for a peak direction track this far out a 3.15 mile from.
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