As part of the NYS Public Service Commission report in 1912 on new lines the Commission recommended a 4 track 14th St Subway with branches through Williamsburg. proposal for a subway stretch closer in on Jamaica Ave. 6. 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). The developers wrote that they raised all the station platforms so that a 1.5% grade would help the trains accelerate. Lets see how we might mitigate the new round of issues you brought up. blend into hilly terrain. In order to avoid trains passing at grade you need to segregate the local and express trains. Between Avenue O and Fillmore St is an MTA bus maintenance facility which can be rebuilt to have a small yard on the roof. 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. If so, it could be served by alternate runs of the E or as a second express provided a suitable terminal could be found. 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. Both Fulton/8th Ave. and Eastern Pkwy/Broadway 7th routes hit up with all three major employment destinations. I grant you C outright; shorter trains being more maneuverable in yards. 31, is a three-track elevated line. Train operators. More complicated than it needs to be. Now we know late nights the 3/5 dont run in Brooklyn. The second plan would be far cheaper but would require that only local trains have access to Nostrand Ave while the express trains would split past the junction so that half would continue as locals and the other would run express. Anyone bemoaning the fact that President St. and Nostrand Ave arent connected? Especially for a line such as the 5 that lacks walking distance stations in comparison to the Nostrand Avenue line. Like on the Jamaica el. The new trains would be served by trains from Seventh Avenue. The center of the station slopes down and there is a lowered ceiling compared to the rest of the station. Renovations added looping maroon tile patterns at the mezzanine level, as well as the platform's floor pattern. Six other lines would have to be widened for it to stay as the 4. 14 St. W 14 St and 7th Ave, W 13 St and 7th Ave, W 12 St and 7th Ave. Two island platforms. So your service pattern would look something like this, which is perfectly doable, north of 63rd Q, T to Fulton local, 15TPH each Awkward transfer? If we are going to think outside the box, we ust consider the people who will be having trains running through their buildings while a stop is not even placed within walking distance. Using the IRT as the basis for a Utica Avenue line is much more feasible. As for late nights and weekends why not just extend the 6? on Jamaica Ave to burrow the Broadway El into Fulton Lines station. Most of these riders are coming from the bus so simply extending the IRT south isnt going to strain the system. The station has four tracks and two island platforms, typical for a four-track express station. In fact I am writing this today because I want to get ahead of whatever the official plan might state; I have very little faith in MTA planners and I feel that anything they release will be overly designed in a way so that its D.O.A. 6. But after World War II priority shifted to rehabilitating the existing system and even through Utica Ave would be featured in many of the post-War expansion plans there always seemed to be other projects that got chosen first. This is to avoid overcrowding issues at Franklin/Nevins, and to provide more alternatives along each corridor. south of 63rd V from Bypass to Utica via Williamsburg, 15 TPH each. Then you can continue trains on into Brooklyn. [25][26][27][28][29] Just east of this station, a bellmouth splits away from the local track on both levels, and curves south. I agree using Worth has disadvantages. Kings Hy/Beverly Rd is 564 yards away, 7 min walk. (Plans for a Utica Ave. subway in 1969 involved extending the IRT instead of the IND.) want to either go to Midtown West or Midtown East. Av D/Utica Av is 480 yards away, 6 min walk. So feeding more traffic into LEX which is so crowded while it actually misses the work destinations for most of these new riders might not be the best way to go. The I-beams and other steel work along the track walls are painted in dark blue. Maybe that money would deliver more bang for the buck if applied here. The Utica Avenue station is an express station on the IND Fulton Street Line of the New York City Subway. I often speak with other fantasy transit designers about Utica and the IND plan seems to be the favorite and for good reason. And stations wouldnt be possible if elevated. Utica Av/Av D is 464 yards away, 6 min walk. Lets get it built! 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. Youve shown plans to underground the Ls el as well as the Fulton and At Nostrand Avenue and Fulton St, provisions were made for a connection to the proposed Bedford Ave line. This station is compliant with the 1990 Americans With Disabilities Act. Even the New Lots branch doesnt have a third track and you could argue it needs one more than this. Eastern Parkway & Utica Avenue. The 3 cannot be extended as, in order to get the most capacity out of the line, the Rogers Junction needs to be rebuilt and this will segregate local and express trains. 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? In 2015 Mayor Bill de Blasio even proposed bringing the line back and supposedly the MTA has been studying the plan since. Queens has the big unmet demand; its got the 12th and 25th busiest stations in the system as TERMINALS! With more TPH there will be less crowding at Franklin or Nevins. The transit desert is along Utica Ave south of Eastern Parkway. 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. and Park Aves commuter train viaduct looks good all the time. Existing abandoned portions: Part of a station for 6 tracks, with four island platforms. I disagree that people can just simply take a bus, but extending the Nostrand Av line south is needed. Your 3/4 routing doesnt work anymore. The Utica Avenue station is an express station on the IND Fulton Street Line of the New York City Subway. Precinct: (718) 735-0611 Community Affairs: (718) 735-0634 Crime Prevention: (718) 735-0658 - Jason Marsman - E-mail: jason.marsman@nypd.org - Kelvin Vidal - E-mail: kelvin.vidal@nypd.org Domestic Violence Officer: (718) 735-0600 - E-mail Youth Coordination Officer: (718) 735-0657 . The victim was found. 5. Its smaller for the same reason an Olds Runabout is smaller than a Model T: the technological limitations of the day. Artwork here was made in 1996 by Jimmy James Green and is called Children's Cathedral. The line was proposed to cut across town to Columbus Circle, one avenue block away. 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. 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. Youre forgetting one thing though when you switched the 3 and 5 terminals. No doubt they will propose some deep bore subway with expensive stations that will take a decade or more to build. Look at ridership at the Crown Heights-Utica Ave station now. Maybe Im reading too much into the zip code graphs but they both indicate that the majority of jobs in midtown Manhattan are in the center and western parts, not to the east. So while not impossible it is more complicated and it is dependent on an additional service running down Fulton. The incident happened inside the Utica Avenue subway station in Brooklyn on Christmas Eve. And normal service would still be able to run. Messing that up is messing a lot of commuters daily commute. Viaducts where possible. Keep in mind that they wouldnt remove the existing switches so that trains from Brooklyn College could still reverse at Franklin and access New Lots or Utica. 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. You are correct that the larger option would require shutting down service which is one reason Im in favor of the smaller option. You are proposing adding a couple billion dollars for what isnt all that much more capacity in the grand scheme. If the C leaves, the A becomes even more crowded/congested. I thought that was my craziest but. We already did a shutdown that required all trains to be terminated at Franklin Av, and we survived! You took the time to write a response but not to read what I wrote? And thats a jump I dont think we could ever make. Stations are going to be more expensive no matter what because so much more is expected of them now. 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. Nostrand is also a major corridor, and demand would be enough for both buses and subway. That already will cost millions, possibly billions. In fact Id discount any curve adjacent to a station by about 50%. Remember any from of transit is only used when planning for the future such as the L train renovations and Clark tunnel reconstruction. Even today Utica makes too much sense. Yes, and I mentioned that in the article. Still, the terminal must be fixed so what is required is a short tunnel south that would allow a terminal yard of 4 tracks be built. 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. MTA Bus - B14/B17 - Eastern Pkwy & Utica Av. The Fulton route would have a bottleneck closer in at the crossings around Hoyt-Schermerhorn. Crescent sections of the Jamaica line, clearing most but not all of the messy Less light-blocking like 5 but vertical. Median not wide enough for a true viaduct? Building it to Water St requires all new infrastructure there and a new East River tunnel (which isnt needed) and with Nassau St located closer to the heart of the Financial District and with better transfer options (that Water St would not be able to provide) it seems obvious that its a better routing. It's a dense, transit dependent corridor with a recently opened and popular Select Bus Service line and the Utica Ave stations on the 3/4 and A/C have some of the highest ridership on their respective lines. [19][20], In 1981, the Metropolitan Transportation Authority listed the station among the 69 most deteriorated stations in the subway system. South of Kings Highway, due to the aforementioned geological issues, the line would have to be elevated. . Also (while a 4 track yard is good for Relay past Brooklyn College.) Nice ideas so far! Utica Avenue Subway Station. That has what, a current limitation of 26 tph? Passangers want a train for the East and West Sides.By switching the 3 and 5 youre forcing passangers to make a crossover at Franklin when they could easily just have a one seat ride from Utica or Flatbush Av. Just an idea! Your plan strips the West End from one-seat access to Chinatown and Midtown. 34 St- Penn Station. It will cost less. N,R all times except late nights, W weekdays only, 5 all times except late nights,6. Small black tile captions reading "UTICA" in white lettering on a black background run below the trim line at regular intervals. Crown HeightsUtica Avenue station was constructed as part of the Eastern Parkway Line. 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). That leaves the Broadway portion Despite this residents of southern and southeastern Brooklyn would continually oppose any plan that involved elevated trains (even extensions of the Nostrand Ave Line as an elevated were blocked). And its not a good alternative to the Lex, for the East Side, since the Lex is both more direct and has express trains. I just noticed not just the rough formatting and typos but Id accidentally truncated my handle to H. And I though drafting it offline would reduce mistakes! However, if such a public-private partnership could be established and developers enlisted to build the stations then a couple more could be added. 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). Checking schedules for the A and C tells me that they max out at 17, leaving 9 slots for Utica St. service. Besides, with Utica so far out it would be much better service to have express trains rather than a longer local train. My thinking is that the train has to slow down and then speed up for the stop in the station anyway. The new IND subway replaced the BMT Fulton Street El. That gives you much more cacapity to work with than just the 10 tph you be stuck with via your plan (assuming you mean to have it be the Queens Blvd branch of 2nd Ave). CBTC will raise it higher and the E trains route is already budgeted for that in both Manhattan and Queens. Thank you. 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. subways or open cut sections. The station listings are extremely far apart to where it barely serves any local communities on the route. So on late nights obviously the 2/4 would run local. Before the renovation of this station in 1995, it was possible to see the unfinished station from the mezzanine. While this would leave said train with two terminals, Far Rockaway and Ozone Park, this would leave said train heavily congested, because most passengers want to go from Midtown to East New York or The Rockaways, not Midtown to Kings Plaza. Despite its name, this station has no exit to the corner of Utica Avenue and Eastern Parkway. Some of the old trolley poles are still there! Another diamond crossover, east of here, connects the southbound express track to a ramp down to the lower level. It has to go BWY7 which means local tracks in Brooklyn. MTA. The problem here is between these two streets one lane will have to be teared up and bus stops will have to be relocated and detoured, which messes up a lot of commuters daily travel. Then Utica can fulfill both roles but as of now the only important section is south of Eastern Parkway. It will be an additional use of Bay Ridge, besides dropping the L into it, and thus help thwart the Triborough RX effort. Existing abandoned portions: Part of a station for 2 tracks and two side platforms. An elevated extension known as Route No. The 2nd Ave station (F line) was built with express tracks pointed towards Brooklyn (the 6th Ave express trains would have made up the bulk of the Utica Ave Line), at the Broadway G station there is the shell of the never built South 4th St station which was to serve Utica Ave trains, and at Utica Ave station on the Fulton St Line (A/C lines) there was on the upper level a shell for a 4 track station for Utica Ave trains. A new station would therefore have to be built below the existing 3/4 Utica Ave station before continuing south. When you were envisioning your Montague Tunnel connection did you explore a Hanson Place route as an alternative? The one on the west (railroad north) is staffed weekdays only and accessed via a wide staircase in place of the end wall of the New Lots Avenue-bound platform. Most of the subway system in New York City no longer has that feel . 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Youve recognized its unused capacity and proposed filling it by connection to Jamaica Ave.; a Utica Ave. branch could work as well.. It looks to be about two miles long. Another elevator from the south mall leads to fare control.[23]. Click to email a link to a friend (Opens in new window), Click to share on Facebook (Opens in new window), Click to share on Reddit (Opens in new window), The Future of the Green Line: From Harvard and Needham to the Seaport, Unbuilt Highways of New York City and Robert Moses. We have a new formula for success: were going to aim for an average team height of 5 3. Subway prematurely. The Manhattan plans remained the same, but the line east from South 4th Street would continue on only to Marine Park via Utica Ave. 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. This Fascinating Abandoned Train Station In Arizona Is A True Piece Of History. Few problems. 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. 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. Anyone? See the problem? hunting lodge motif with crossbeams. Despite his influence as Senate Majority Leader, the Utica Avenue subway may never leave the station. Abandoned Stations List; . February 10, 2019 12:27pm Mark Mellone A woman was in critical condition after she ended up under a train at the Utica Avenue subway early Sunday morning, cops said. What are the closest stations to Utica Avenue? To keep interlining you need to go with the complicated and expensive Rogers rebuild and I dont think that the service pattern justifies the cost. [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. Hughes and Brooklyn Officials to Join in a Formal Celebration of Event To-day", "Exercises In City Hall. Now we reach Utica Ave. As for the bus Im sure it will go back to being local but if the demand is there for SBS (especially thru Bed Stuy) theres nothing stopping it from remaining. Have higher ceilings and most likely some sort of air cooling system for comfort. This station's mezzanine and exterior can be seen in various points of 6ix9ines music video for the song "Kooda". [2] It is also served by the B46 and B46 SBS bus 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. 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. The elevated structure would be built in such a way that future buildings would be built around and above the line. Part of why I wanted to write this post was to point out the downsides to going with an IND style Utica Ave over IRT. Top track level 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. 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. 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. Rolling back to the more germane silliness, I think Ive sniffed out a problem with the proposed local (2, 3) and express (4, 5) split the lower cost workout will lead to. So heres my workup for a design toolkit of el popularizing methods: 1. And D, when the line is being built, less lanes will have to be teared up. Same goes for if a problem happens by Flatbush or Utica, a train can be easily detoured to another branch. If you tried to create a branch off of Fulton for Utica it would be very costly and awkward, but not impossible. I chose to believe that rerouting the B/D to Williamsburg opens up far more possibilities. That ramp was installed as part of the original BMT plans around 1917. 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). 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. The subway itself would run straight down Utica Ave with potential stations at Empire Blvd, Linden Blvd-Church Ave and Clarendon Rd. Might fit in with narrow streets with tall buildings? There is a very good argument to be made that building the Worth St-Williamsburg section would alleviate traffic on the L train and serve a growing jobs center around Hudson Sq in lower Manhattan. Four side platforms. Abandoned Mineral .

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