I also think that building Utica would take some ridership away form Nostrand (those whom transfer via bus) so we should focus on Utica and then see what Nostrand looks like. That ramp was installed as part of the original BMT plans around 1917. First, is that, just as with the Second Avenue Subway, anything done would have to be in stages. . proposal for a subway stretch closer in on Jamaica Ave. 6. And thats a jump I dont think we could ever make. 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 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. 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. Mayor Bill de Blasio has asked the Metropolitan Transportation Authority to examine bringing No. The 8th Ave Subway was designed to replace the 9th Ave El, the 6th Ave and 2nd Ave Subways to replace elevateds running above their avenues. [12], There are four stair entrances, all on Fulton Street:[13]. But can a three way switch be built between Nostrand, President, and Franklin? I chose to believe that rerouting the B/D to Williamsburg opens up far more possibilities. So on late nights obviously the 2/4 would run local. The transit desert is along Utica Ave south of Eastern Parkway. Well, thats essentially what IRT rolling stock is; its 3/4 of full size. 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. 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. 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). I highly disagree with connecting SAS to Nassau. Fake it. Crescent sections of the Jamaica line, clearing most but not all of the messy Most of these riders are coming from the bus so simply extending the IRT south isnt going to strain the system. What do you figure the cost of the subway portion of the line to be? On narrow right of way, place one track at ground level and the other above. Extending Utica north of Eastern Parkway should only ever be done if trains in Williamsburg are beyond capacity and a new East River crossing is needed. This would also take relief off of the (B)/(Q) trains to the west. The closest stations to Utica Avenue are: Utica Av/Beverly Rd is 115 yards away, 2 min walk. [19][20], In 1981, the Metropolitan Transportation Authority listed the station among the 69 most deteriorated stations in the subway system. 5. 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. 57 is also proposed at Utica avenue from Eastern parkway to Flatbush avenue. The application was approved, and the IRT extension opened on May 1, 1908. 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. Checking schedules for the A and C tells me that they max out at 17, leaving 9 slots for Utica St. service. In the intermediate level of the mezzanine, the closed section of the mezzanine was blocked only by a chain-link fence. Theres nothing stopping that since it runs at a lower frequency. I often speak with other fantasy transit designers about Utica and the IND plan seems to be the favorite and for good reason. Youve recognized its unused capacity and proposed filling it by connection to Jamaica Ave.; a Utica Ave. branch could work as well.. By the early 1920s, its population had swelled to more than 10,000. [21], This underground station serves local and express trains in a two-level layout with two island platforms. 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. Half a political lifetime ago, Bill de Blasio seemed interested in extending transit to under-served neighborhoods on his own. 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. I disagree that people can just simply take a bus, but extending the Nostrand Av line south is needed. The station listings are extremely far apart to where it barely serves any local communities on the route. Many transit activists I talk to refuse any plan which would take a single building but this is unrealistic in any city. 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. Let's take a trip down memory lane to explain why. Stations are going to be more expensive no matter what because so much more is expected of them now. Despite its name, this station has no exit to the corner of Utica Avenue and Eastern Parkway. 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. In your next post, could you talk about a potential Fordham-Ozone Park line served by the 2nd Ave Subway? Median not wide enough for a true viaduct? Both Fulton/8th Ave. and Eastern Pkwy/Broadway 7th routes hit up with all three major employment destinations. and weekends the 5 doesnt go to Brooklyn. But another perk is that we dont have to worry about A or B div standards make elevateds palatable again I want everything else done so that it ensures it will work. Say we got together and bought the local NBA franchise. And its not a good alternative to the Lex, for the East Side, since the Lex is both more direct and has express trains. tph, equal to 16 A Div. But I think it was for a different one than the four you give. Low ceiling over the middle of the station, Last edited on 21 November 2022, at 17:27, Learn how and when to remove this template message, "NEW SUBWAY LINK OPENED BY MAYOR; He Tells 15,000 in Brooklyn It Will Be Extended to Queens When Red Tape Is Cut", "Facts and Figures: Annual Subway Ridership 20142019", http://www.thejoekorner.com/indsecondsystem/uticaave.htm, http://www.columbia.edu/~brennan/abandoned/Utica.ceil2.jpg, http://ltvsquad.com/Locations/urbanexploration.php?ID=187, "Utica Av AC Station Becomes the 82nd Fully ADA Accessible Subway Station", Children's Cathedral Artwork by Jimmy James Green (1996), Abandoned Stations: IND Second System unfinished stations, Utica Avenue entrance from Google Maps Street View, Stuyvesant Avenue entrance from Google Maps Street View, https://en.wikipedia.org/w/index.php?title=Utica_Avenue_station&oldid=1123074324, Fare control, station agent, Metrocard machines, to closed Utica Avenue Line platforms, Connection between upper mezzanine and westbound trains, Connection between upper mezzanine and eastbound trains, South side of Fulton Street west of Utica Avenue, at, South side of Fulton Street west of Stuyvesant Avenue, North side of Fulton Street west of Stuyvesant Avenue, This page was last edited on 21 November 2022, at 17:27. 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. And D as well if cut-and-cover is used. 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. This is to avoid overcrowding issues at Franklin/Nevins, and to provide more alternatives along each corridor. There is another part of the IND plan which, as far as I can tell, no one has figured out or brought up yet. 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. Subway, local station, ADA accessible (ONLY northbound 6) 59 St. E 60 St and Lexington Ave, E 59 St and Lexington Ave, E 60 St and 3rd Ave. Four side platforms. Even 2nd Ave had to take a few buildings for ventilation plants. [7] The first section opened on January 9, 1908, extending the subway from Bowling Green to Borough Hall. 480-foot B locals are actually 31 feet shorter than IRT local trains yet have more room because theyre wider. The school, at Avenue J can very easily be replaced using the existing parking lot across the street. Weekends the 3 runs in Bkyln so it can serve New Lots as usual on weekends. Granted it eventually meets up with all nine of those services, just not in the big pile-up. There was a gas station, a gift shop, and Valentine's diner in the post. The new IND subway replaced the BMT Fulton Street El. But thats not necessarily for the bad. The station opened on August 23, 1920, as part of an extension of the IRT Eastern Parkway Line by the Interborough Rapid Transit Company. hunting lodge motif with crossbeams. The only 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. Im not suggesting building an extension of the Crosstown Subway or tearing down the Broadway El, that is merely a reproduction of the 1931 IND plan. 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). B46 Utica and Eastern Parkway. The Manhattan-bound platform has its metalwork painted in golden yellow and the tiles beneath the trim line in dark blue. Utica Avenue is served by the New York City Subway 's IRT Eastern Parkway Line ( 3 and 4 trains) at the Crown Heights-Utica Avenue station at Eastern Parkway [1] and by the IND Fulton Street Line ( A and C trains) at the Utica Avenue station on Fulton Street. Then Utica can fulfill both roles but as of now the only important section is south of Eastern Parkway. So that means that you are going to build a trunk line that is supposed to take pressure off the L that can only run 10-12tph. There are also some windows in this level. Delays wont occur because of judges ordering you to change your practices to mitigate pollution or traffic effects. Yes, it would take ages for New York to make the Plan for Action setup even remotely possible, but the fact is that the smaller size of the IRT inherently bottlenecks passenger capacity (as known by Lexington Avenue) and also is an operational pain-in-the-neck, since the IRT cant use IND platforms. For future expansion of the system we need to be open to thinking outside the box. THE IRT IS 3/4 THE SIZE OF THE IND/BMT FOR A REASON. 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. It will be express. So your service pattern would look something like this, which is perfectly doable, north of 63rd Q, T to Fulton local, 15TPH each 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. Constructed in 1923, Union Station served the . 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. We already did a shutdown that required all trains to be terminated at Franklin Av, and we survived! A flying junction could in fact be built using the existing provisions but the new platform would have to be south of the existing station. 1,2. Nostrand is also a major corridor, and demand would be enough for both buses and subway. Hidden behind a tall chain-link fence and gate is a tunnel that's been virtually untouched since it was built in the 1980s. Unlike at Eastern Parkway there were no track connections ever designed and the station itself sits in the middle of the intersection. 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. At Nostrand Avenue and Fulton St, provisions were made for a connection to the proposed Bedford Ave line. Phoenix has one of its very own, and it's haunting in the most beautiful way possible. 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. 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. I never said I disagreed with staging it so that Utica is first built. They must be pillar free for security. Skip stop on Fulton? Noise complaints, and B46 would have to be detoured. The tracks are outlined by a pattern in the ceiling on top of the four trackways at the Utica Avenue station; therefore it appears that there are four trackways and two island platforms running diagonally across the ceiling in the center. The Utica Avenue station is an express station on the IND Fulton Street Line of the New York City Subway. The 5 train doesnt run in Brooklyn on late nights and weekends. With IRT you are constrained slightly but smoothing out the Rogers Junction gives you more to work with and if Utica proves more popular than New Lots then you could run some special 4 trains down there at rush hour. Between Fulton St and Eastern Parkway the crest of the ridge which runs along Long Island rises 52 feet. The Utica Avenue subway station in Crown Heights, Brooklyn. The station's I-beam columns are painted maroon, alternating ones having the standard black station name plate with white lettering. 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). Just skip it. Allows handicap access via one elevator instead of three. 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). The incident happened inside the Utica Avenue subway station in Brooklyn on Christmas Eve. [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. Now we dont want that, do we? [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. 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). 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. 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. station count on BWY7 and 8AV between 110th and 72nd. Hey, me again. much cheaper and fits the mtas little goes a long way attitude. 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