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| Re::: Tracks beyond Euclid Ave (409408) | |||
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Re::: Tracks beyond Euclid Ave |
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Posted by SilverFox on Sat Mar 31 04:50:57 2007, in response to Re::: Tracks beyond Euclid Ave, posted by daDouce Man on Fri Mar 30 11:01:15 2007. I thank you for wanting to discuss this matter at further length despite all of the voices around you stating you are being duped, or that you are stupid, naive, or gullible. All that counts is what YOUR own due diligence and sense of logic concludes, and I will be all too happy to further my case. My first post dealt with a line to Montauk being planned from the extant stub tracks east of Euclid Avenue through the completed 76th Street station, and eventually onward to connect with the East End Subway which was built, never used, and eventually abandoned. My second post showed how such a line, if allowed to be completed, would have set the perfect stage for a cross-Sound tunnel that would eventually have led to Maine and many points in Canada, bringing an untold boon to the corridor. Not only were the civilian governments along the right-of-way keenly interested in public transport through their jurisdictions, the U.S. Army Corps of Engineers was champing at the bit over the prospects of using all that excavated sand, silt, and rock from the cross-Sound tunnel project to build an archipelago of artificial islands similar to those used in the building of the Rockaway Line in order to create enough isolated land for top-secret military projects as well as anchorages for the much-talked-about cross-Sound automobile bridge project from Orient and/or Montauk Point to southern New England. It is such a perfect symbiotic mesh: The tunnel would be built to accommodate rolling and continuous short-stretch traffic while the byproducts of its construction would be used to provide more land and better transportation options for those wishing to travel longer distances. The surface facet need not even include a bridge. It could remain at surface level about ten or so feet above sea level and include lanes for automobiles, commercial traffic, and even LIRR tracks taking trains into an intermodal (bus/boat/rail) transportation terminal somewhere along the New England coastline, streamlining transportation efficiency better than the patchwork system in place now. So where did I get my facts from? They weren't facts as much as deductions. You see, I have shown how everything interconnects above. There were clues scattered about that had to come together some way. Euclid Avenue's tracks extended past 76th Street to be connected to a line that went to at least the City Line. The East End Subway was built in anticipation of the Queens line's eastward march to eventually meet it in Shirley after jurisdictional issues were ironed out. The best way to fund an overwater bridge requiring tons and tons of fill for anchorages is to build something that produces fill -- like a tunnel -- which reduces overall costs of both projects. After all, waste not, want not. A side benefit is additional land for other uses beside bridge anchorages; in this case, military experiments. Since the line past 76th Street was never built, the East End Line became vestigial and too sparsely populated to offer any return on running trains on it, the cross-Sound tunnel plans were abandoned, and to this day we have no cross-Sound bridge. I hope this analysis lays any doubts to rest. |
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