By John Pegram. The station in Jackson Heights, Queens will be one of the busiest on the Interborough Express (IBX) line. However, the proposed IBX transfers there would be out-of-system and take about 5 minutes or more. Let’s see if we can optimize this connection.
Let me try to identify one more possibility. You say that extending the 7 platforms is impractical due to crowding and increased walking. But here's potentially another, similar possibility. From the IBX tracks to 73rd st, build an elevated walkway that runs level with and parallel to the 7 tracks, using the space where a platform extension could theoretically go. Then, before reaching the 7 platform, add stairs (or a ramp) that deposits you on the mezzanine level of the Roosevelt Avenue station. From there, reaching both the 7 and EMR platforms is easy. On the IBX side of things, have the station's primary entrance on the north side of Roosevelt Avenue. Have one elevator that reaches both the street and the platform-walkway, and stairs/escalator that go to the street and then up to the P-W. I think that the platform-walkway would be decently cheap to construct, only one elevator should be necessary, minimizing costs, and the dip down into the mezzanine level avoids the crowding. At the same time, this avoids any need to tunnel, which would surely be expensive and time-consuming.
I was the project manager for the IBX feasibility study (I retired from the MTA in 2021). I can tell you that considerable thought was given to the Roosevelt Ave station and possible options for connection to the subway.
I think your proposal would add substantial construction time cost, not the least of which would be digging deep enough to avoid impact to the 100+ year old el structure and the QBL tunnels, as well at the time and money required to acquire groups rights under the private property needed for the curve (in NYC, private property extends to the center of the earth). This would delay full operation of the IBX route for a significant period.
I am looking for a "Tunnel Report" mentioned in the IBX feasibility study, interim report. The MTA FOIL Unit cannot find it. Can you provide any clues or tell me who might know? I can send you the page where it is mentioned if you send you Email address to me at bqrail@rathlink.net. (That's also the best way to reply to me).
A pedestrian passageway would be much smaller than one for tracks and could go down the center of Roosevelt Avenue, minimizing disruption. No private property involved.
I fail to see why the IBX could not operate while a passageway is constructed. The originally proposed out of station transfer at street level could be used during this time if need be, as there would still be IBX station entrances to the street near the IBX platforms. Also, what curve are you referring to? As far as I can tell, the passageway would be entirely under the public ROW on Roosevelt. Obviously a curve would be required for a train tunnel, but why a curve for a pedestrian passageway?
And the passageway would not be deep to avoid tunnels or the el-- because the goal is to punch into the Mezzanine directly above the QBL tunnels/platforms 20ft below the street. And it would avoid any structural elements of the el if cut and cover is done under Roosevelt.
You don't need 'cut and cover' for a pedestrian passageway. That would be needlessly disruptive. Micro-tunneling would be more than sufficient, size wise. However, I don't see the 'need' at all; the cost/benefit ratio of this project is montrous. The 'demand' is way over stated. IBX is not X and not a destination line, like most metro rail. It is a collector system, mostly providing access to areas not close to rail, or it should be. The notion of it connecting to so many other lines would be meaningful it it were 2 or 3 miles closer to the center of the metro area. Tieing to gether the outer ends of many lines is of minor benefit.
For it to go forward, it must have major cost reductions, which can be found with studious effort, and also must have benefits added, the flip side. Both can be done.
Let me try to identify one more possibility. You say that extending the 7 platforms is impractical due to crowding and increased walking. But here's potentially another, similar possibility. From the IBX tracks to 73rd st, build an elevated walkway that runs level with and parallel to the 7 tracks, using the space where a platform extension could theoretically go. Then, before reaching the 7 platform, add stairs (or a ramp) that deposits you on the mezzanine level of the Roosevelt Avenue station. From there, reaching both the 7 and EMR platforms is easy. On the IBX side of things, have the station's primary entrance on the north side of Roosevelt Avenue. Have one elevator that reaches both the street and the platform-walkway, and stairs/escalator that go to the street and then up to the P-W. I think that the platform-walkway would be decently cheap to construct, only one elevator should be necessary, minimizing costs, and the dip down into the mezzanine level avoids the crowding. At the same time, this avoids any need to tunnel, which would surely be expensive and time-consuming.
Thanks! Interesting idea. It is still a long distance.
I was the project manager for the IBX feasibility study (I retired from the MTA in 2021). I can tell you that considerable thought was given to the Roosevelt Ave station and possible options for connection to the subway.
I think your proposal would add substantial construction time cost, not the least of which would be digging deep enough to avoid impact to the 100+ year old el structure and the QBL tunnels, as well at the time and money required to acquire groups rights under the private property needed for the curve (in NYC, private property extends to the center of the earth). This would delay full operation of the IBX route for a significant period.
Chris,
I am looking for a "Tunnel Report" mentioned in the IBX feasibility study, interim report. The MTA FOIL Unit cannot find it. Can you provide any clues or tell me who might know? I can send you the page where it is mentioned if you send you Email address to me at bqrail@rathlink.net. (That's also the best way to reply to me).
Thanks! John
Thanks, Chris,
A pedestrian passageway would be much smaller than one for tracks and could go down the center of Roosevelt Avenue, minimizing disruption. No private property involved.
I fail to see why the IBX could not operate while a passageway is constructed. The originally proposed out of station transfer at street level could be used during this time if need be, as there would still be IBX station entrances to the street near the IBX platforms. Also, what curve are you referring to? As far as I can tell, the passageway would be entirely under the public ROW on Roosevelt. Obviously a curve would be required for a train tunnel, but why a curve for a pedestrian passageway?
And the passageway would not be deep to avoid tunnels or the el-- because the goal is to punch into the Mezzanine directly above the QBL tunnels/platforms 20ft below the street. And it would avoid any structural elements of the el if cut and cover is done under Roosevelt.
Thanks, Connor.
You don't need 'cut and cover' for a pedestrian passageway. That would be needlessly disruptive. Micro-tunneling would be more than sufficient, size wise. However, I don't see the 'need' at all; the cost/benefit ratio of this project is montrous. The 'demand' is way over stated. IBX is not X and not a destination line, like most metro rail. It is a collector system, mostly providing access to areas not close to rail, or it should be. The notion of it connecting to so many other lines would be meaningful it it were 2 or 3 miles closer to the center of the metro area. Tieing to gether the outer ends of many lines is of minor benefit.
For it to go forward, it must have major cost reductions, which can be found with studious effort, and also must have benefits added, the flip side. Both can be done.