Here's a simple diagram outlining two options for bringing subway access to Co-op City, stemming from unused track space in the Amtrak right-of-way (connecting to the Second Avenue Subway trunk line, outlined in my fantasy map):
Option 1 – Subway (Yellow): Tracks on the north side of the Amtrak ROW will go underground between I-95 and the Hutchinson River Parkway. A tunnel boring machine (TBM) will be inserted in the undeveloped area at this point and a tunnel will be bored to reach beneath the Dresier Loop shopping complex. Three stations will be built at points shown, each with 660' long island platforms, utilizing cut-and-cover techniques under Hunter Av, Bartow Av and Dresier Loop. Tunnels and stations will be 35 feet deep to avoid conflicts will underground utilities. Dresier loop station will have sufficient overflow trackage to allow trains to enter at full speed. In addition, between the Dresier Loop and Bay Plaza Station a storage yard will be mined out with space to store 6 trains for the morning rush service.
Advantages of this option: Centrally located in Co-op City – within a 1/3 of mile of all areas of all residential and shopping areas.
Disadvantages of this option: Use of TBM makes this option fairly costly. However, cost should be mitigated since total length is a little over one mile.
Soil conditions beneath Co-op City may make subway tunneling difficult.
Cut-and-cover methods used to construct stations will be considerable disruptive to the surface areas.
Option 2 – Riveredge (Gray): Tracks on the north side of the Amtrak row will curve north just before reaching the bridge over the Hutchinson River. The tracks will continue along the river's edge at grade utilizing concrete embankments as necessary to clear structures built close to the river. Stations will be built at locations shown, each with two 660' long by 10' wide wall platforms. A pedestrian "up and over" with elevators and stairwells on each side will connect platforms. An artistically designed safety fence will run along the inland side of the trackway to prevent unauthorized access to the right-of-way. A two foot high concrete wall will be built on the river side of the right-of-way to limit water intrusion onto the tracks.
Advantages of this option: Much less costly to construct that tunneling subway. Also, can be constructed in much less time.
Potential disruptions from subway construction are avoided.
Disadvantages of this option: As is it located on the eastern edge of Co-op City, it is fairly distant from the western areas along I-95. Hence, time savings for western Co-op City residents over walking/buses to the Dyre Ave line may be neutralized.
Some structures would have to be demolished to make room for ROW and stations. Also, some park grounds would need to be claimed.
Location along the edge of the Hutchinson River Parkway would require expensive concrete embankments to be built along the route to stabilize ROW (though cost should still be much less than subway).
Clearance may not be sufficient in some areas (especially near the Hutchinson River Parkway bridge).
No access to a yard. Morning trains would be required to deadhead from other locations.
In both options, connections via the Amtrak ROW, Boston Rd and Third Ave to the SAS are made. Trains will run using CBTC at least 6 minute headways. Both options provide much closer and fast rapid transit to the Co-op City/Bay Plaza residential and commercial areas. Both should provide a significant economic boost to the area, and in addition to the SAS trunk line should relieve crowing conditions of the Lex Ave line. Connections at 149th St/3rd Ave should provide access to passengers headed to the West Side of Manhattan.
I'd like to hear comments and ideas on these options, especially from residents from Co-op City. Which benefits or drawbacks can you see with these options, especially any not considered here. Are there additional alternatives or modifications to these? Please give me your ideas, thanks.
Option 1 – Subway (Yellow): Tracks on the north side of the Amtrak ROW will go underground between I-95 and the Hutchinson River Parkway. A tunnel boring machine (TBM) will be inserted in the undeveloped area at this point and a tunnel will be bored to reach beneath the Dresier Loop shopping complex. Three stations will be built at points shown, each with 660' long island platforms, utilizing cut-and-cover techniques under Hunter Av, Bartow Av and Dresier Loop. Tunnels and stations will be 35 feet deep to avoid conflicts will underground utilities. Dresier loop station will have sufficient overflow trackage to allow trains to enter at full speed. In addition, between the Dresier Loop and Bay Plaza Station a storage yard will be mined out with space to store 6 trains for the morning rush service.
Advantages of this option: Centrally located in Co-op City – within a 1/3 of mile of all areas of all residential and shopping areas.
Disadvantages of this option: Use of TBM makes this option fairly costly. However, cost should be mitigated since total length is a little over one mile.
Soil conditions beneath Co-op City may make subway tunneling difficult.
Cut-and-cover methods used to construct stations will be considerable disruptive to the surface areas.
Option 2 – Riveredge (Gray): Tracks on the north side of the Amtrak row will curve north just before reaching the bridge over the Hutchinson River. The tracks will continue along the river's edge at grade utilizing concrete embankments as necessary to clear structures built close to the river. Stations will be built at locations shown, each with two 660' long by 10' wide wall platforms. A pedestrian "up and over" with elevators and stairwells on each side will connect platforms. An artistically designed safety fence will run along the inland side of the trackway to prevent unauthorized access to the right-of-way. A two foot high concrete wall will be built on the river side of the right-of-way to limit water intrusion onto the tracks.
Advantages of this option: Much less costly to construct that tunneling subway. Also, can be constructed in much less time.
Potential disruptions from subway construction are avoided.
Disadvantages of this option: As is it located on the eastern edge of Co-op City, it is fairly distant from the western areas along I-95. Hence, time savings for western Co-op City residents over walking/buses to the Dyre Ave line may be neutralized.
Some structures would have to be demolished to make room for ROW and stations. Also, some park grounds would need to be claimed.
Location along the edge of the Hutchinson River Parkway would require expensive concrete embankments to be built along the route to stabilize ROW (though cost should still be much less than subway).
Clearance may not be sufficient in some areas (especially near the Hutchinson River Parkway bridge).
No access to a yard. Morning trains would be required to deadhead from other locations.
In both options, connections via the Amtrak ROW, Boston Rd and Third Ave to the SAS are made. Trains will run using CBTC at least 6 minute headways. Both options provide much closer and fast rapid transit to the Co-op City/Bay Plaza residential and commercial areas. Both should provide a significant economic boost to the area, and in addition to the SAS trunk line should relieve crowing conditions of the Lex Ave line. Connections at 149th St/3rd Ave should provide access to passengers headed to the West Side of Manhattan.
I'd like to hear comments and ideas on these options, especially from residents from Co-op City. Which benefits or drawbacks can you see with these options, especially any not considered here. Are there additional alternatives or modifications to these? Please give me your ideas, thanks.
JayMan
