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| Re: SAS to Brooklyn via Water Street (568981) | |||
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Re: SAS to Brooklyn via Water Street |
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Posted by Russ on Wed Feb 13 13:48:51 2008, in response to Re: Nassau Street connection to SAS, posted by Wallyhorse on Wed Feb 13 06:15:18 2008. If necessary, you terminate the J at Chambers (as is already done on weekends), and make the T a through-train to Bay Parkway at all times (with J passengers having a same or cross-platform transfer in that scenario). I also had previously said that if necessary, some T trains can terminate at Houston Street (until Water Street can be built) if that is an issue so the J can continue to Broad.If you terminate the J or SAS/QB, you decrease the utility of those lines to the point where the E train becomes more crowded. The point is, the T going via Nassau to Bay Parkway can be ready YEARS before the Water Street part of the SAS can be ready. Have you ever read the SAS FEIS? If you did, you would know that Phase 4 is scheduled to open a few years after Phase 3, as construction will be concurrent. Building a Nassau St connection and a Water St alignment is basically building two Phase 4s, no matter how you name it or when you start it. The cost to do so will cost billions of dollars extra, and will not accelerate SAS access to the Financial District by any significant amount, if at all. In addition, the cost of the superfluous (to Water St) Nassau St alignment may very well be in the range of the cost of a tunnel to Brooklyn. With the region growing, the R train may need more than the 10tph that it currently uses in the Montague St tunnel. If it operates at 15tph, what happens to the 25tph that the SAS, and the 12+tph of the J train? The best way to Brooklyn is through a new tunnel so that capacity doesn't diminish through the CBDs. Perhaps a 6 track version of the 63rd St tunnel can be built. 2 tracks for the SAS, 2 tracks for the C and E, and 2 tracks for the LIRR. A subway station could be built at Court St and Atlantic Ave. The C and E can merge into the local tracks of Hoyt-Schemerhorn. The SAS can use a new lower level at Hoyt-Scemerhorn, and a new lower level at Pacific St. After Pacific St., perhaps St. George via some alignment. This type of alignment, unlike Nassau St., actually addresses regional problems holistically. Staten Island would have subway access to the Brooklyn CBD, and get to the Financial District faster than the ferry, and to Midtown faster than express busses. There would be no increased incentive created for riders to use the already overcrowded E train. More riders would be diverted from the Lex with a Water St alignment than with a Nassau St alignment. After all, the MTA did choose the Water St alignment after making a very detailed analysis. Nassau St is just not a serious alternative. |
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