An
easterly view of the West End Division's subway elevated tracks, and the
overpass for New Utrecht Avenue.
An
easterly view of the West End Division's subway elevated tracks, and the
overpass for New Utrecht Avenue.
From nycroads.com: "Proceeding easterly at New Utrecht Avenue, the expressway would pass under the West End Division's elevated tracks and surface streets. At McDonald Avenue, the IND Coney Island's tracks would be similarly treated. Underpinning will permit uninterrupted service on the lines during construction."
Reviewing these plans, one can see that by looking at this photo that substantial trenching would have had to have been done in order to trench the Cross-Brooklyn Expressway under the overpass and elevated subway line. The railroad ROW would undoubtedly had to have been widened in this area.
Plans to build an interchange between the Cross-Brooklyn Expressway and New Utrecht Avenue were also considered for this area.
The crushed-gravel railroad service road terminates before going under
the overpass. Walking the railroad ROW becomes increasingly difficult
as our journey continues.
The Sea Beach
Line's New Utrecht subway station. Notice the three tunnel portals
that the subway line will use to pass under the surface streets and the
West End Division subway line.
According to the preliminary TBTA plans, the Cross-Brooklyn Expressway
would have remained north of the subway line, and except for the underpinning
work that was to be done for the construction project, the station, tunnels,
and subway ROW would have remained in this configuration.
A view
of the railroad trench, with the West End Division subway tracks and the
surface street overpass in the background.
As
we pass the West End Division subway line, the railroad ROW makes a turn
to the northeast. This area is one of the narrowest areas along the
ROW, and it would have presented design and construction challenges to
the highway engineers. The railroad tracks are configured to be a
rather tight turn in order to change directions. Trains undoubtedly
slow down at this point in order to accommodate for the tight turn - not
doing so could cause the train to derail. Highway engineers
do not have the luxury of relying on motorists to slow down in order to
navigate tight turns on an Interstate highway. Speeds are generally
consistent throughout the route of the highway, so engineers must design
curves to accommodate the 50 to 60MPH trough speed limits. For this
section of the Cross-Brooklyn Expressway, land acquisition would have to
be required in order to accommodate the gently curved highway design that
this area would require. The current railroad ROW would not suffice
for the highway design.
A
view westward of the West End Division's subway line. It appears
that half of the surface street bridge has been chopped-off. The underpass
only allowed for two-tracks to pass through it.
-->> Click Here to Continue Along Section
2 of the CBE!