And D, when the line is being built, less lanes will have to be teared up. Planning may have actually begun. subways or open cut sections. "Not a lot of people get to see this area," said Doug Nintzel with the . A BMT/IND line would cost more because its farther away, meaning more track mileage and a bigger cost, possibly raising the Metrocard fare to $3.00 for one ride. The first plan offers the highest operational flexibility and allows a continuation of both local and express trains to access Nostrand Ave but would cost close to $1 billion and require extensive excavation. Youve presented an excellent case for ruling out Williamsburg. The S could probably do full-time service from either Euclid Ave or Utica Av to Rockaway Blvd. [2] It is also served by the B46 and B46 SBS bus lines. There is an active tower at the south end of the platform while a closed one exists on the east of the lower level. . Say we got together and bought the local NBA franchise. B46 Utica and Eastern Parkway. It is actually located between Schenectady and Utica Avenues and the two exits lead to the middle of the block, several feet from the actual cross street. Allows handicap access via one elevator instead of three. Jamaica Center would probably be a notch or two higher if it had been designed as terminal and could handle all E train runs. Doesnt matter. Climbing the steps to the intermediate level, there are locked doors that serve as access to the unfinished platforms. On narrow right of way, place one track at ground level and the other above. While those numbers are nothing to scoff at, especially as they have seen over 10% increases in ridership over the last decade, the E train at Jamaica-Parsons sees ridership of over 12 million annually. Ok, I understand you so desperately want the Rogers Junction to be rebuilt. The Utica Ave Subway has always played second fiddle to its more well known and well documented younger sibling 2nd Ave. The Canarsie and Myrtle Lines. Six other lines would have to be widened for it to stay as the 4. Im not sure why you are even proposing this. 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. Few problems. The junction is built awkwardly where the tunnels are twisting in such a way to become bi-level. The incident happened inside the Utica Avenue subway station in Brooklyn on Christmas Eve. As per your proposal. Stations are going to be more expensive no matter what because so much more is expected of them now. The Manhattan-bound platform has its metalwork painted in golden yellow and the tiles beneath the trim line in dark blue. By the way Vanschnooken, I really like your operations-focused outlook; I like that you used your custom track map as a base for all of the ideas you proposed, since tweaking your operations is usually a lot cheaper and effective in the long run. Flatbush Av-Brooklyn College is 2338 yards away, 28 min walk. Also with the 5 running past Eastern Pkwy to Kings Plaza, will the B46/B46 SBS still run down Utica Av for the full length or will the SBS be shut down and the B46 local run from the 4/5 train up to Williamsburg? Then you can continue trains on into Brooklyn. You bring up a good point. But that still requires 2nd Ave to be built first. south of 63rd V from Bypass to Utica via Williamsburg, 15 TPH each. Connecting the currently planned SAS to Fultons local tracks involves building zero junctions and minimal interlining. 5 all times except late nights, 6. The first is building a complicated junction that lets you send trains anywhere, which I think is what you are suggesting. Eastern Parkway & Utica Avenue. 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. Use upside down flying buttresses (floating buttresses?). The bi-level station means that the branch would have a simpler time merging with the trunk. . 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. And on what route? Located under Eastern Parkway near Utica Avenue in Crown Heights, Brooklyn, it is served by the 4 train at all times and the 3 train at all times except late nights. Double-deck single tracks. Another weekend or overnight wont kill us! 34 St- Penn Station. The line was proposed to cut across town to Columbus Circle, one avenue block away. North of Fulton theres a park for it to curve through, similar to your design for the Second Ave. Unlike at Eastern Parkway there were no track connections ever designed and the station itself sits in the middle of the intersection. and Park Aves commuter train viaduct looks good all the time. Subway, local and express station, ADA accessible. You can take a bus from Newark Penn Station to Utica Avenue Station via Port Authority Bus Terminal, 9th Ave/42nd St, Atlantic Av/4 Av, Dean St/4 Av, and Dean St/Utica Av in around 1h 52m. Just a quick suggestion yes, the IRT version of the Utica Line would be most practical, but wouldnt it also be somewhat more effective to build it to IND standards? Also, Utica Av(or Malcolm X Blvd because a BMT Line is past Fulton St)becomes smaller past Fulton St, so instead of one lane being ripped up, a whole street would be ripped up, causing the B46 to be detoured north of Fulton St. An elevated line would be a bad idea too, because north of Fulton St is just 2-story Pre-War homes, and the rooftops are around the same height as the tracks. As you point out, the area already has subway service. I agree using Worth has disadvantages. Mayor Bill de Blasio has asked the Metropolitan Transportation Authority to examine bringing No. but towards one side for easy attachment to a ground level station house. Finnaly, the IRT Utica Av doesnt have the provisions for having a IND Utica Av, so either one of two plans will have to happen: 1- Build a Eastern Pkwy Station under the 3/4 and have a steep incline back up to Empire Blvd so it can be able to portal out wherever (originally I thought it was going to portal out at Empire Blvd but I guess im wrong). The subway itself would run straight down Utica Ave with potential stations at Empire Blvd, Linden Blvd-Church Ave and Clarendon Rd. Between Avenue O and Fillmore St is an MTA bus maintenance facility which can be rebuilt to have a small yard on the roof. Just an idea! Crown Heights Utica Avenue Station. Building a subway in these conditions means having to deal with tunnel flooding more so than normal and flooding means corrosion. and would cost a TON less money, I think like 10x less even with politicians, and would meet up at some kind of terminal like Times Square. (This post was also meant for a different article.). Another diamond crossover, east of here, connects the southbound express track to a ramp down to the lower level. Split track areas. I never said I disagreed with staging it so that Utica is first built. At its peak, it had more than 50 businesses.. Again, Worth isnt the best choice, but there are no good choices with an IND style Utica Ave. Not bad. Its smaller for the same reason an Olds Runabout is smaller than a Model T: the technological limitations of the day. Building it to B Division clearances is good but making it B Div from the get-go would be better still. The 5 train doesnt run in Brooklyn on late nights and weekends. It will meet up with 6 of the 9 trains going to Atlantic Barclays but earlier. An additional part of the project would be to create a better terminal at Flatbush Ave-Brooklyn College. I do like the general arc of this post, although there is one bit I find a bit questionable; > Looking at a modern take on IND plan, since the Chrystie St Connection rerouted the 6th Ave express trains over the Manhattan Bridge and the extra local service to Williamsburg, there is no extra capacity along 6th Ave to connect with the new line. 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. Kings Hy/Beverly Rd is 564 yards away, 7 min walk. You are proposing adding a couple billion dollars for what isnt all that much more capacity in the grand scheme. As part of Contract 3 of the agreement, between New York City and the IRT, the original subway opened by the IRT in 1904 to City Hall,[12] and extended to Atlantic Avenue in 1908,[13] was to be extended eastward into Brooklyn. Artwork here was made in 1996 by Jimmy James Green and is called Children's Cathedral. 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. And this angle within the station level might be improved if it were to be reworked for two tracks instead of four with no fresh excavation needed. why did you completely destroy the jamaica line, cant we just make a 3/4 line extension? [16], The IRT Eastern Parkway Line was built as part of Route 12 from 1915 to 1918. 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. This seems right as Fulton intersects cross-streets at that angle. That leaves the Broadway portion 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. Quickly checking the map I see the same 6 We dont need to tear down the EL. When the IND built their lines they did so with room for expansion and most of the provisions and abandoned sections that did get built had something to do with Utica Ave. Other sources indicate that the unused level at Fulton St.s Utica station is not quite perpendicular but slanted 20 degrees or so in the favorable direction. The point of Utica Ave is that riders are trying to get downtown so who would ever ride the 4 all the way out just to switch to the A when they could have just gotten on the A at the first place. SAS-Grand Central future awkward? Especially for a line such as the 5 that lacks walking distance stations in comparison to the Nostrand Avenue line. Crown Heights-Utica Avenue is a station on the IRT Eastern Parkway Line of the New York City Subway. [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. 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. The 2 track Worth St Line would require a 3.15 mile tunnel from Tribeca to Williamsburg. Make no little plans, Daniel Burnham is purported to have said, they have no magic to stir mens blood. Touring: F train to East Broadway. 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. make elevateds palatable again I want everything else done so that it ensures it will work. Youre less likely to be the goat. 6. Re: your Second Avenue plans and connecting to the Queens Blvd Line; those concerns are only salient if you assume the Queens Blvd Bypass is never going to happen. Four side platforms. The application was approved, and the IRT extension opened on May 1, 1908. Yet youd have it built to B division clearances. que mangent les gendarmes insectes. I agree with you that IRT was sized small for a reason, Tyler. Furthermore, the neighborhoods in northern Brooklyn through which the first part of the line would run are already served by existing subways. There seems to me to be two sections of this plan: the Worth St-South 4th-Stuyvesant Ave section and the Utica Ave section. In my futureNYCSubway plans over the years Ive always included Utica Ave in one form or another but one of the reasons I drew my NYC Subway Track Map was so I could see what I was really dealing with so we know what is really possible. 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. First, is that, just as with the Second Avenue Subway, anything done would have to be in stages. If you check out the MTA report I sourced for the Rogers Junction rebuild you can see the two options. The station's other fare control area has two staircases going down to each platform, a crossover, part-time turnstile bank and customer assistance booth, high entry/exit turnstiles that provide full-time access to and from the station, and two staircases going up to either side of Fulton Street between Stuyvesant and Schenectady Avenues. 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. Involves building zero junctions and minimal interlining doesnt run in Brooklyn on Christmas Eve express station, accessible. Town to Columbus Circle utica avenue abandoned station one Avenue block away sized small for line. Stations at Empire Blvd, Linden Blvd-Church Ave and Clarendon Rd ground level station house down! Send trains anywhere, which I think is what you are even proposing this why you are adding. 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