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3rd Avenue EL |
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Posted by Wallyhorse on Sun May 15 09:12:52 2022, in response to Tuscarora Almanac for May 12, posted by IRTRedbirdR33 on Thu May 12 06:51:19 2022. I've noted before on the 3rd Avenue how in hindsight it was a mistake to tear the line down, however, the line IMO would have had to undergo a complete rebuild so more modern cars could run on it that I suspect would have happened during the 1960's:Part of such a rebuild would have likely seen stations consolidated considerably from the original line as such stations would be built to handle 10 or 11-car trains of likely IRT cars as well. What had been the Park Row Branch of the 3rd Avenue EL would by this point have been moved to Chambers Street, terminating there first before twice being extended southward: First likely down Church Street to likely Vesey Street on the north end of the World Trade Center complex (with transfers to the 2/3/A/C/E and now R) and then likely around 1980-'81 or so further south to Battery Park City, as I would have done it with the line going down Church Street to Battery Place and from there going into what would eventually becomes Battery Park City, possibly finishing underground at a terminal that would have been within a yard built under the housing that would eventually be built there. This would have eventually replaced South Ferry as the main line and such would have been designated as line (8) while the South Ferry branch would have been designated line (9). There also would be a single track connection between the South Ferry and Battery Park City branches that could be used as a shuttle between the two branches there. The stations in consolidated form would likely have been like this (transfers are present day): Battery Park City Branch: Battery Park City/North Thames Street (Terminal) Battery Place/Greenwich Street Rector Street/Trinity Place (Transfer to R) World Trade Center (Transfer to 2/3/A/C/E/R) Chambers Street/City Hall (Transfer to 4/5/6/J/Z) South Ferry Branch: South Ferry (Terminal) Fulton Street Franklin Square Both: Chatham Square-Canal Street (Express, short-turn terminal) Grand Street (Transfer to B/D) Houston Street St. Mark's Place (8th Street) 14th Street (Express, Transfer to (L) 23rd Street 34th Street 42nd Street (Express, Transfer to 4/5/6/7/S) 53rd Street (Express, Transfer to 6/E/M) 60th Street (Express, Transfer to 4/5/6/N/R/W) 72nd Street 79th Street 86th Street (Express) 96th Street 106th Street 116th Street 125th Street (Express and last stop in Manhattan, 129th Street would be eliminated) The Bronx Portion would remain as is though some stations would likely have been consolidated as well. There would likely have been a second rebuild of the line after 9/11 to strengthen the line and also allow for much heavier NTT trains and make the line much quieter as a rule). Most notable of such a rebuild would have been where 60th Street, which initially would have exits at 59th and 60th would be moved north to where it would cover 60th to 63rd Streets and transfers noted at 60th plus the F/Q now to the north on the 63rd Street end. I also noted before as part of a second rebuild post-9/11, a third branch could be added that would have been the World Financial Center (now Brookfield Place) branch that would have mainly served there and Battery Park City North and would have been designated line (10). This line would have run with the Battery Park City Branch along Worth Street before continuing along Worth west to Hudson and then a half-block north to Harrison to West, then along West to Brookfield Place where it would terminate. This would have operated all times except late nights where it would operate as a shuttle between Brookfield Place and Chatham Square. |
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