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| Re: Unbuilt Stuff (1170424) | |||
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Re: Unbuilt Stuff |
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Posted by randyo on Fri Aug 3 18:23:40 2012, in response to Unbuilt Stuff, posted by renee gil on Wed Aug 1 18:48:52 2012. Some possibly useful additions. The decision to route the lower level at Canal up Bway was that since the Manny B tracks were finished ahead of the Montague St tunnel building a "temporary" ramp to the Bway Subway would be able to bring Bkln BRT/BMT service into Manhattan sooner that it the company had waited until the tunnel was completed. Canal upper was built as a local station and as originally planned, the lower level at City Hall was to have been a 3 track through station and the middle track being used to turn trains coming from either direction similar to the arrangement at Whitehall. The upper level was to have been a stub terminal for local trains coming from Queens and there was a space for a diamond Xover N/O the station until the present signal facility was built there. for those who have access to C/Hall lower, the the trackways at the S/E of the station can be seen ramping up to the upper level. With express service via the Manny B relatively established, the BRT decided to ramp the tracks from Cortlandt St to the upper level and make those tracks the thru tracks and use the lower level or a storage yard. The express tracks that formerly stub ended N/O 57/7 now connect to the 63 St subway and will be used for SAS service although the tunnel infrastructure allows for the local tracks to be connected to it as well.The unique infrastructure at the S/E of Chambers/Centre Sts was to allow the Centre St subway to connect to the Bkln Br. There was never an underground el terminal at that location. As built, J2 and J4 tracks ramped up slightly at the S/E of the station and J1 and J3 tracks dipped slightly at the same place. As originally planned, J1 and J3 tracks were supposed to pass under the ramp to the Bkln Br enroute to the proposed Nassau St subway. The track configuration N/O Chambers St was designed so that eastern Div trains coming from Bway Bkln could loop up to the Bkln Br and Southern Div trains coming off the Manny B could continue to Nassau St and the tunnel. By the time then Nassau St line was actually being built, plans to utilize the Bkln Br from Centre St had been abandoned and so J1 track was elevated slightly to match J2 tk and J1 and J2 tracks were connected to Nassau St. J4 track was reconfigured to dip to match J3 and pass under the N/B track to the relay track that exists today. The 4 Av Subway in Bkln S/O 59 St was built under the west side of 4 Av to allow for the addition of 2 additional tracks if the need ever arose. The present S/B and N/B tracks of the subway would be the S/B lcl and express tracks of a 4 track subway if the additional tracks had ever been built which is why the underground bridge S/O 59 St has the trackways for the additional tracks. According to a now out of print book called "new Subways for New York" which is actually a PSC annual report circa 1914, Con Ed was building circuit breaker chambers under the east side of 4 Av at about the same time as the subway was being built. The PSC requested the utility to construct those chambers as sections of subway tunnel in the event the additional tracks were constructed. AFAIK, the provisions for the additional tracks only go as far as 86 St since by the time the subway was extended to 95 St, it was clear that the additional tracks would not be built. Before the platforms at Bay Ridge Av and 77 St were extended in 1969/70, a space for at least one of the additional tracks could be seen at the S/E of both of those stations. Also when there were still RFWs, bricked up safety niches could be seen against the east wall of the 4 Av subway between the stations all the way up from 86 St to S/O 59 St. These would presumably have been opened up and the east wall used as a curtain wall between the N/B and S/B pairs of tracks. Until the new tile was installed in 86 St station, these bricked up safety niched could be readily seen from the platform on the east wall of the station. While I am not certain, this could indicate that there is some space behind that east wall to allow future construction of the additional tracks to take place with a minimum amount of interference with existing train service. |
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