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| (1646987) | |
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Posted by Jailhousedoc on Thu Feb 26 17:39:18 2026 This is about the Briarwood station ( formerly known as Van Wyck Blvd ) on the IND Queens Blvd. line - an NYPD station was built into a previously unused section of the station on the mezzanine level - what was the intent for that space prior to the construction of the police station ? |
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| (1647005) | |
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Posted by Avid reader on Fri Feb 27 07:10:26 2026, in response to question, posted by Jailhousedoc on Thu Feb 26 17:39:18 2026. A bigger mezzanine! |
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| (1647024) | |
Re: question |
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Posted by gbs on Sat Feb 28 01:19:59 2026, in response to question, posted by Jailhousedoc on Thu Feb 26 17:39:18 2026. Many IND stations, especially those with exits at both ends, were built with full mezzanines above the platforms. Over time, in some cases, the exits at one end were closed, and the full mezzanines no longer served a purpose, so some sections of those mezzanines were repurposed, sometimes into police stations. Some examples of full mezzanines: Jamaica: 179 St:  Parsons Blvd:  Sutphin Blvd:  Brooklyn: Church Av:  15 St - Prospect Park:  Bedford-Nostrand: 
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| (1647041) | |
Re: question |
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Posted by Jailhousedoc on Sat Feb 28 19:50:38 2026, in response to Re: question, posted by gbs on Sat Feb 28 01:19:59 2026. Thanks for the information - they did not scrimp on spending money in order to make the stations big, but then they ran out and left many parts half done or not done at all. |
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| (1647043) | |
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Posted by Jackson Park B Train on Sat Feb 28 21:03:51 2026, in response to Re: question, posted by Jailhousedoc on Sat Feb 28 19:50:38 2026. As I have said elsewhere, the IND never had to lengthen a platform because they had enough evidence from the others that they would want to run longer trains. I am of two minds about the huge mezzanines; on one hand they provide large out of the weather spaces such that more convenient street access lets riders skip crosswalks, rain, snow... However, I also see a great advantage in early IRT local stations where there no mezzanine; just a minimal flight of stairs to platform level and fare control together. Much quicker sidewalk to on the train! And, of course way cheaper and faster to build. Fewer opportunities for graft/grift, thus less popular w/politicians. |
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| (1647050) | |
Re: question |
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Posted by Steve B-8AVEXP on Sun Mar 1 11:31:15 2026, in response to Re: question, posted by Jailhousedoc on Sat Feb 28 19:50:38 2026. Plus they skimped on switches along 8th Ave. There are several places between local and express tracks, and even between the express tracks, where room was left for switches, but they weren't put in. Or perhaps there were switches once upon a time, but were subsequently removed. |
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| (1647057) | |
Re: question |
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Posted by Steve B-8AVEXP on Sun Mar 1 20:54:23 2026, in response to Re: question, posted by Steve B-8AVEXP on Sun Mar 1 11:31:15 2026. Two places come to mind: the open space between the local and express tracks in both directions just south of 23rd St. and the open spaces north of 116th St. At this location, there is also an open space between the express tracks. |
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| (1647059) | |
Re: question |
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Posted by gbs on Sun Mar 1 22:28:18 2026, in response to Re: question, posted by Steve B-8AVEXP on Sun Mar 1 20:54:23 2026. Because of the lack of switches, a downtown train on the express track at 59 St can't leave that track until after Canal St. As a result, 8th Av express trains can't make any changes at W4 St. I was once on a downtown D at 59 St that was being held because of a stalled train at 7 Av. Eventually they sent our D train down 8th Av, but it couldn't get to the Manhattan Bridge, and instead went to Jay St and switched to the F to get to Coney Island. |
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| (1647070) | |
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Posted by Steve B-8AVEXP on Mon Mar 2 19:43:20 2026, in response to Re: question, posted by gbs on Sun Mar 1 22:28:18 2026. The show must go on!:)I remember seeing a service advisory years ago during track replacement between 59th St. and presumably Rockefeller Center. D trains would run via 8th Ave. during the late hours, but it didn't say if they would run local or express. This was post-Chrystie St. IINM there used to be crossover switches for s/b trains along Houston St. between W. 4th and Broadway-Lafayette. |
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| (1647076) | |
Re: question |
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Posted by gbs on Mon Mar 2 23:43:41 2026, in response to Re: question, posted by Steve B-8AVEXP on Mon Mar 2 19:43:20 2026. IINM there used to be crossover switches for s/b trains along Houston St. between W. 4th and Broadway-Lafayette. The lack of such a south-bound crossover between W4 and Bway-Lafayette is the reason that 8 Av trains cannot access the Manhattan Bridge at all. There are no gaps in the pillars between the local and express tracks along that stretch to indicate that there ever was such a crossover there. There is such a crossover in the north-bound direction, just west of Bway-Lafayette, so Manhattan Bridge trains can access 8 Av via the local track into W4. 
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| (1647078) | |
Re: question |
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Posted by randyo on Tue Mar 3 05:27:38 2026, in response to Re: question, posted by Steve B-8AVEXP on Mon Mar 2 19:43:20 2026. The existence of the switch from tk BJ2 (from Essex) clearly demonstrates that the diamond Xover between B1 and B3 S/O Bway/Laf could have been retained and the ramp on B3 up to Chrystie started at the S/E of the Xover although the grade would have been slightly steeper. It’s just that the cesspool of incompetence that passed and continues to pass for TA planning didn’t bother to look into it. |
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| (1647094) | |
Re: question |
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Posted by gbs on Tue Mar 3 16:40:31 2026, in response to Re: question, posted by randyo on Tue Mar 3 05:27:38 2026. You may be correct that the crossover east (er, south) of Bway/Laf could have been retained, but after deciding that it wouldn't be, they should have installed one west (er, north) of Bway/Laf as part of the Chrystie project, even if it meant removing several pillars and reconfiguring the steelwork. The absence of such a crossover has stifled re-routes and possible diversions, and that lack of flexibility has come back to bite them (and us) in the ass many many times. The only way to the Brooklyn-bound north side of the Manhattan Bridge is from the downtown lower-level express track at W4 St, and the only way to that track is from the downtown 6 Av express and local tracks north of W4. |
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| (1647097) | |
Re: question |
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Posted by Jackson Park B Train on Tue Mar 3 18:31:24 2026, in response to Re: question, posted by gbs on Tue Mar 3 16:40:31 2026. agree. |
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