Hello to everyone!
What would you think if I claimed now that the attachment below is from the official scoping documents and
nyandw made his all up (just as I did)?
Personally, I find the operational flaws produced by the infrastructure shown in his document are just too huge to be acceptable. If the LIRR built that, they could just have passed the whole project on altogether. Well, nearly. This is why I doubt the authenticity of this publication. I don't quite believe that professionals would plan such a cramped infrastructure with no need.
* As has been said before, at least a couple of crossovers are required to guarantee flexible operations. I do not see why the LIRR would demolish existing crossovers west of Hicksville or within Queens Interlocking that will still be helpful after the third track is built.
* The lack of crossovers and the layout of the Oyster Bay Branch junction in Mineola shown in
nyandw's document will make any eastbound Oyster Bay Branch service impossible during the AM peak or whenever else a (WB) train uses the middle track. That would be, diplomatically said, unintelligent.
* The Queens interlocking layout problem is one of the biggest challenges of the whole project, from an operational point of view. Leaving the area between Floral Park and Bellerose just as it is seems a bad idea to me. The routing conflicts between WB Hempstead Branch and EB Main Line trains should be minimized by shortening the length of the conflicted zone of track. My suggestion shows the EB Main Line local crossover located east of Bellerose and a crossover for WB Hempstead trains west of Bellerose. Shortening and separating the conflicts (WB Hempstead with EB Local at/west of Floral Park, WB Hempstead with EB Express at/west of Bellerose, providing two opportunities for the WB Hempstead to buffer) will stabilize operations. Scheduling Hempstead branch trains to meet between Bellerose and Floral Park could enable the westbound to cross the segment of track where it conflicts with eastbound Main Line locals in the slot its eastbound opposite leaves (this could produce conflicts in single track territory east of Garden City, however). If left-hand running is introduced on the Hempstead Branch, it should only be as far west as Floral Park; making westbounds go practically all the way to Queens Village on the southernmost track would force them to cross
all other paths (including their own reverse direction) in one spot and at a low speed.
* There might not be enough space at Mineola Station for two side platforms and an island platform, as shown in the document linked by
nyandw - except if the center island platform only has one edge for the express track and a fence at the other side. I am convinced an island platform between the two northern tracks is the ideal solution for travellers to NYC (and same platform connections in case a shuttle operates on the Oyster Bay Branch). The new station could be built progressing from South to North, always leaving two tracks in service (except for major cutovers).
* As far as I understand it from the scoping document, the LIRR does not envisage completely reconstructing the junction east of Hicksville at Divide Tower.
nyandw's drawing does not even resemble the current configuration of the interlocking and would most probably require a total remake of the supporting structures. However, there is no doubt that changes to this junction are unavoidable if the three tracks are supposed to perform well, and "my" version most probably also requires changes to the supporting structures in that area, I admit that.
* Furthermore, the scoping document stated that no large-scale changes would be made to Floral Park station supporting structures. This might even mean that the third track could simply end east of Floral Park, omitting the connection to the WB Hempstead track (but hopefully with crossovers directly west of Floral Park to allow for the 2-track stretch of Main Line to be extremely short).
@ Pineywoodsman: The locations you propose - except Mineola, which is also quite cramped - do not really offer enough space for island platforms.
@ Norton & Pineywoodsman: I hope you can see from the illustration how the additional track changes from north to south of the existing alignment east of Mineola! All three tracks will have a slight S-curve which can easily be built in a weekend or so ("cut-and-throw").
@ nyandw: So, where did you get that from?
Best regards!
P.S.
EB eastbound
WB bestbound
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