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bigrene18

Interesting stuff

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Here's a list of some interesting stuff about the subway...

 

The only IND Second System station that was actually finished is the Roosevelt Avenue terminal (on the upper level of the IND Queens Blvd Station in Queens), it has trackways but no tracks. There is an unused trackway for westbound local trains beginning at outer wall just east of the Active Roosevelt Avenue Station, rises up to the same level as 2 trackways, making 3 trackways on the upper level. Between 78th Street and 79th Street, the 3 trackways on upper level curve to the south, ending at "temporary" wall at the edge of constructed subway. Next to the Forest Hills-bound Local Track, another local trackway for eastbound local trains is seen also curving to the south and also ending on a wall. It was supposed to go to the Rockaways.

 

Above the IND 6th Avenue line (F) at East Broadway there is a dim mezzanine. Down the center of the mezzanine, there are columns marking the trackways. There are doors on one end that actually open up to a small segment of trackway. This was for the proposed Worth Avenue Subway.

 

A bellmouth was built south of Canal Street on the IND 8th Avenue local southbound track ((E) trains headed towards World Trade Center) and was supposed to be where the trains would come off the 8th avenue trunk and turn onto Worth Street and East Broadway.

 

Space was reserved for the 2nd Avenue line at 2nd Avenue on the IND 6th Avenue Line (F)/(V) look above at that end and there is a higher ceiling. Also at 2nd Avenue, the center tracks continue east of the station and would have crossed the river to Brooklyn. Only a small track segment (About 540' feet) to Avenue A was finished.

 

Of course, east of Euclid Avenue on the IND Fulton line (A)/©, four tracks continue to a bulkhead. The Liberty Avenue line (A) connection rises to the left of these tracks. Rumours say the tracks/tunnel continue past the bulkhead, towards 76th Street.

 

The IND 63rd Street line (F), east of Lexington Avenue/63rd Street, the turnouts for the 2nd Ave Subway connection are clearly visible.

 

There is a little bellmouth off the (R) and (V) east of 63 Drive/Rego Park on the Manhattan-bound side, which would have gone down 66 Avenue and on to WhitePot Junction and so to Rockaway via the former LIRR line. This one has a ramp, rising up to an upper level. It crosses over the existing IND Queens Blvd tracks to curve south, and ends at the edge of the line under Queens Blvd.

 

South of the IRT (3)/(4) Utica Avenue station platforms in Brooklyn there is a bellmouth for the Utica Avenue branch of the IRT that was not built.

 

179th Street on the IND Queens Blvd Line (F), the small layup yard on both levels east of the 179th Street Station, which was planned for an extension of the F train to Springfield Blvd or Little Neck Pkwy (Only the upper level).

 

South of 59th Street/4th Avenue (N)/® (next to the local tracks), there are tunnel stub headings for a proposed line to Staten Island.

 

Above the Broadway station on the (G) there is a unused station shell that was supposed to be called, "South 4th Street". This was part of the IND Second system, where 2 lines coming from Mahanttan was supposed to merge into.

 

Also above the Utica Avenue (A)/© station in Brooklyn, there is another station shell. Also part of the IND 2nd System.

 

South of Hoyt Street on the IRT Eastern Pkwy line (2)/(3)/(4)/(5) there is a trackway splits from the southbound local track , and starts heading downgrade. At the curve in the subway from Fulton Street to Flatbush Avenue, the trackway curves under the southbound local track, and is joined by another unused trackway heading north for a proposed Manhattan Bridge connection. After the lower Nevins Street platform, a trackway splits to the east for a subway under Lafayette Avenue, this was later built for the IND. On the other side, it rises again to merge with the southbound local track. Between this merge and Atlantic Avenue is another unused trackway, splitting from the local track towards a subway under Fourth Avenue, later bulit for the BMT.

 

At Bowery on the BMT Nassau Street Line (J/M/Z), high ceilings were reserved for a proposed 3rd Avenue subway, I believe.

 

At Chambers Street on the BMT Nassau Street Line (J)/(M)/(Z), space was reserved for the proposed Brooklyn Bridge connection, at the north end of the station.

 

At the lower level of Canal Street of the BMT Broadway line (Manhattan Bridge line) (N)/(Q) west of the station, tunnel stubs point to a planned Canal Street crosstown line.

 

North of 57th Street on the BMT Broadway Line (N),(Q),(R),(W), two stub trackways turns west from the local tracks, and curve slightly towards the west before ending. This was a plan for a line that would serve the Upper West Side via 8th Avenue or Morningside Avenue. It's northern terminal would have been 145th Street.

 

East of the Jamaica Center-Parsons/Archer station on the IND Archer Avenue Line (E), the track stubs turns south & abruptly ends. This was a plan for a line that would of continued to serve Southeast Queens. A small segment of track (about 3,000 feet) was built to for this purpose.

 

Viewable from the rear window of a Northbound Fulton Street local (R32), aka the (C) train, after it ends the curve from Pennsylvania Avenue and is east of Braodway Junction station, there is a short section of empty straight trackway that joins the local track. This was for a proposed line under Jamaica Avenue.

 

On the BMT Broadway Line (R/W), bellmouths located south of Whitehall Street, allowing for a connection to a never-built East River tunnel south of the Montague Street Tunnel.

 

The middle track at Bedford-Nostrand Avenue on the IND Crosstown (G) Line, is not used in revenue service and was meant for the IND 2nd System. North of the station the middle track splits into two and diverges under the main tracks before they turn north. Also on the same line, one station south, at Classon Avenue there is a extra trackway between the current two tracks, built as part of plans for the IND 2nd System.

 

North of 205th Street on the IND Concourse Line (D), though used for (D) relays, is a trainlength tunnel extension on both tracks, originally to become a line extending towards Co-Op City.

 

At Woodhaven Boulevard/Queens Mall, on the IND Queens Boulevard Line (G)/®/(V), at each end of the station a bellmouth exists in the tunnel walls (N/B & S/:(, where the tunnels widen to allow conversion to an express station.

 

At Lexington Avenue/63rd Street on the IND 63rd Street line (F), behind the platform walls on each level is a second track intended for future connection to the proposed Second Ave Line. East of the station, the planned track connections to the 2 Ave subway curve off and stop.

 

South of Grand Street on the IND 6th Avenue line (:)/(D), (as part of the Chrystie Street connection work), where the tracks curve onto Manhattan Bridge are the original trackways from the BMT Broadway station at Canal Street (N/Q Platform).

 

North of the Chambers Street station (BMT Nassau St./Jamaica Line J/M/Z), are the remains of Nassau Street loop, that once went/connected to the Manhattan Bridge.

 

North of 168th Street (IND 8th Avenue A/C), the center tracks continue to the 174th Street yard, where the (C) train relays. These tracks was supposed to be a proposed connection to New Jersey over the George Washington Bridge via the lower level.

 

West of the Marcy Avenue Station (BMT Jamaica Line/El J/Z,M), there is a short section of track continuing straight which once led to the Broadway ferry Spur. Also on the Same line further north at Alabama Avenue, the roof canopy is flat, suggesting that there was planned express track, and the top would be used for support. The remains of it was built as a trackway which rises east of Broadway Junction and ends at the west end of this station.

 

Between Norwood Avenue & Crescent Street (BMT Jamaica Line/El J/Z), there is a turn off for the former Chestnut Street Incline which once led to the Long Island Rail Road.

 

Essex Street (BMT Nassau Street Line J/M/Z), next to the former Brooklyn-bound local track is a closed trolley terminal. There are three tracks against a wall and eight turning loops, which were used for trolley service that traveled over the Williamsburg Bridge to various parts in Brooklyn.

 

Bellmouths on the BMT Brighton Line (B)&(Q) between DeKalb Avenue and Atlantic Avenue was for the proposed Ashland Place Connection to the Now-Demolished BMT Fulton Street El.

 

Between 59th Street & Bay Ridge Avenue on the BMT 4th Avenue Subway (R), the current (R) tracks is on the west side of 4th Avenue. When the subway crosses the LIRR Bay Ridge branch (the same time daylight is visible, only for a brief moment), in a lower deck of a bridge, you could clearly see that the bridge has four trackways of which only the 2 current western tracks are used. The tunnel leading up to each side of the bridge was built only for the existing two tracks. The two unused trackways on the eastern side are empty.

Edited by bigrene18

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So is this everything you learned from the "tunnel stub" thread on subchat? It's nice to have it in some kind of list.

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So is this everything you learned from the "tunnel stub" thread on subchat? It's nice to have it in some kind of list.

 

Yep, and I'm the one who started that thread! :tup:

 

Thanks, also!

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Interesting stuff indeed. Nice job putting it into a list!

 

Thanks! I put it as a list because there's no such thing as a list like this in the Web. This is an interesting list! B)

Edited by bigrene18

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There is but not quite as clear and also, the other one is rather too long... This one is perfect length...

 

When it comes to things like this, the longer it is usually the more info there is about it. I personally like that because I love this type of stuff, but I guess some others just like the shope version of here is x there is y and so on.

Also, directly south of 59th Street on the (N)(R) on the local track there are 2 tunnel stubs. The one that can be seen from the s/b platform now has a signal relay room.

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No, 4th Ave. was going to be express all the way out to 95th Street. Bayridge Ave and 77th Streets would have been local and 86th Street would be an express stop, thats by it is an island platform and s/b trains make a sharp turn into the station like most express tracks do. The Manhattan bound platforms and Bayridge Ave and 77th Street are built where the express tracks would have gone. As Rene mentioned, that is why the short section the (R) is out side, the bridge has 4 track ways, 2 with out tracks. The tunnels are sealed up on both side.

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You bet, :(!

And yeah, that tunnel stubs always make me wonder... Is it suppose to be connecting to the SAS?

 

Wrong 59th St. See matted's post.

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This map shows the "PLAN" for 76th Street and yard leads from Pitkin Yard. Like other IND yards, had the line past 76th Street been built, Pitkin would be accessable to trains both north and south (railroad direction) of the yard. The yard leads that would have gone south were actually built and did have track and roadbed till some time in the 1980's. From what I have been told by people who have been there is that the tracks were ripped up but still left in the tunnel.

76stsigdia.jpg

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Brooklyn, the only 59th Street in Brooklyn that the (N)/® stop at.

Edited by INDman

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This map shows the "PLAN" for 76th Street and yard leads from Pitkin Yard. Like other IND yards, had the line past 76th Street been built, Pitkin would be accessable to trains both north and south (railroad direction) of the yard. The yard leads that would have gone south were actually built and did have track and roadbed till some time in the 1980's. From what I have been told by people who have been there is that the tracks were ripped up but still left in the tunnel.

76stsigdia.jpg

 

 

EXCELLENT find!

 

 

As far as the station existing, roaming the streets in the area shows that it doesn't. No vents or anything. However the tunnels are bricked up in a weird spotand signals face the wall so the tunnel extends some length past the false wall, but how far... who knows. I actually drew a map of where the extension would go in my own mind a while ago, I'll post it up soon.

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I'll throw in that west of Dekalb Avenue there are ramps with no track that come down out of no where. I don't know what these were for/lead to. I noticed it the last time I rode the D into Brooklyn. I'll have to go again to be sure I saw what I saw.

 

 

There is also a tunnel loop in this same area. Connects to the outer most (local) tracks. Nycsubway.org has the info on that.

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No, 4th Ave. was going to be express all the way out to 95th Street. Bayridge Ave and 77th Streets would have been local and 86th Street would be an express stop, thats by it is an island platform and s/b trains make a sharp turn into the station like most express tracks do. The Manhattan bound platforms and Bayridge Ave and 77th Street are built where the express tracks would have gone. As Rene mentioned, that is why the short section the (R) is out side, the bridge has 4 track ways, 2 with out tracks. The tunnels are sealed up on both side.

 

Thanks for clearing that up, matted33.

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This map shows the "PLAN" for 76th Street and yard leads from Pitkin Yard. Like other IND yards, had the line past 76th Street been built, Pitkin would be accessable to trains both north and south (railroad direction) of the yard. The yard leads that would have gone south were actually built and did have track and roadbed till some time in the 1980's. From what I have been told by people who have been there is that the tracks were ripped up but still left in the tunnel.

76stsigdia.jpg

 

 

That is a nice find! Thanks matted33! The track diagram is very detailing. :)

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Keep in mind though that this was only a PLAN and does not reflect what is actually there. The only things actually there today are Grant Ave, Hudson Street, Euclid Ave., and the yard leads that to under Grant Ave. and to Euclid. Just because this shows 76th Street does not mean that the stations there nor does it mean that the station is not there. My personal feeling is that only half of the s/b platform was built but never completed. I have heard too much to say that nothing was ever built in that area.

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Wirelessly posted (Mozilla/5.0 (iPod; U; CPU like Mac OS X; en) AppleWebKit/420.1 (KHTML, like Gecko) Version/3.0 Mobile/4A102 Safari/419.3)

 

A few more....

 

Between DeKalb Avenue and the Manhattan Bridge, there is a provision for a never-built loop that would of turn trains around back to Southern Brooklyn.

 

When the Van Wyck Blvd station on the (E) and (F) opened in 1937, there used to be bellmouths located south of this station. This was for a proposed line down Van Wyck Blvd, as part of the IND second system. These have been since connected to the Archer Avenue (E) line.

 

East of the 21st Street-Queensbridge station, before the (F) line connects to the Queens Blvd line, there is a bellmouth that was supposed to be for the Super Queens express service to Forest Hills and on to Jamaica planned in 1968.

 

Between 167th Street and 170th Street on the IND Concourse B/D line, there is a unused track next to the Manhattan-bound track that was meant for a four track line that IND would compete with the IRT Jerome Avenue (4) line, and hoped that the El would tear down.

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