OLDNYC.COM--> Virtual Tour -->Cross-Brooklyn Expressway --> Section 2 Picture Gallery #1

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.

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