Problems of peak-hour subway overcrowding continue to persist for Queens-Manhattan passengers in New York City. During the morning rush hour more than 110, 000 passengers enter Manhattan via the 53rd Street, 60th Street, and 42nd Street tunnels. Ridership exceeds the capacity of each tunnel, resulting in serious passenger discomfort, especially on the Queens Boulevard E and F trains that use the 53rd Street tunnel. A fourth tunnel, the 63rd Street tunnel, is underused because it does not connect with the Queens subway and elevated lines. The long-range opportunities for improving subway service between queens and Manhattan, including making better use of the 63rd Street tunnel, are evaluated using the physical feasibility, operating feasibility, ridership feasibility, capacities, costs, and institutional acceptability of more than 20 options. This analysis suggests a subway improvement strategy that involves completing the 63rd Street tunnel connection to the Queens Boulevard express and local tracks; connecting the 60th Street tunnel to the Flushing Line express track; using a rapid transit car capable of running on both tracks; possibly adding a fifth track through the Roosevelt Avenue station; and building a connection between the Queens Boulevard and Rockaway lines. Ultimately, the Long Island Rail Road main line should be connected with the lower level of the 63rd Street tunnel and an initial terminal provided on 3rd Avenue in Manhattan. (Author/publisher)
Abstract