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17.10.2015
There is an unused trackway for westbound local trains beginning at outer wall just east of station, rising up to an upper level. Four tracks, two side platforms but space has been allowed for possible future conversion to an express station. The Winfield Spur, planned as part of the IND Second System in 1929, was designed to provide through service to the Rockaways from midtown, and to serve the neighborhoods of Maspeth and Ridgewood.
Joe Brennan notes: There is an unused trackway for westbound local trains beginning at outer wall just east of station, rises up to same level as 2 trackways mentioned above making 3 trackways on upper level. New York NYC Crime Bronx Brooklyn Manhattan Queens Education Obituaries Sports Yankees Mets Giants Jets Knicks Nets Rangers Islanders Football Basketball Baseball Hockey Soccer College High School The Score News Crime U.S. A huge rat feeds on garbage inside the garbage storage room at Jamaica Center Parsons Boulevard subway station located at the corner Parsons Boulevard and Archer Avenue in Jamaica. The MTA will battle its biggest pest a€” rats a€” this summer by sealing off garbage storage rooms throughout the 468-station system, a transit official said Thursday. Workers will replace refuse room doors, block gaps in the walls and plug other avenues of entry used by the vermin, NYC Transit executive Aaron Stern told the City Council Transportation and Finance committees.
Transport Workers Union Safety Inspector Keith Cummings inspects the garbage room inside Jamaica Center Parsons Boulevard subway station. At today's gathering of railfans at the Shoreline Trolley museum, I got an eaful when I was told by a reliable source that indeed documentation exists indicating that an IRT test-train (meaning not in regular passenger service) made a run from City Hall (loop station) under the east river and out over the Atlantic Avenue branch to Jamaica via the connection at Atlantic. Looking more closely, it appears the IND car is coupled not to the M1, but rather just the other subway cars. The physical configuration of the third rail, over-running, is compatible, but I believe that the LIRR third rail was made a higher voltage after the arrival of the M3s.
Ocala Mike wrote:That's a good question, Otto, and I'd like to see the answer to that one myself. As far as I know, there are no direct connections left between the LIRR and the NYCTA subway system anymore. There never was a connection at Shea Stadium, but that would make sense since it's awfully close to the IRT. The only way to get to the transit system now, providing the Linden connection is gone, is to go all the way down to Bay Ridge at 65th street, go onto the NYCHRR, and to the connection with the TA near 36st. Thanks Scrap Em, I have not been down the Bay Ridge branch since the LIRR operated their own freight, so I'd say it's been over 10 years at least. It crosses over the existing tracks to curve south, ends at the edge of the line under Queens Blvd.
At 78th St, 3 trackways on upper level curve to south, ending at "temporary" wall at edge of constructed subway. The southbound fare control is at platform level with a passageway outside the control to 35th and 34th Streets. The western end has long escalators to the fare control, which were reported to be the longest in the world when first opened.


The lower level serves "uptown" trains from both the 8th Avenue and 6th Avenue subway lines (that is, both trains are heading north to the Bronx or Queens) but they travel in opposite directions. This information is in the Souvenir of Cerrmonies, The Celebration of the Opening of the Brooklyn Subway. The station has red brick sidewalls and has the mezzanine over the northbound (to Jamaica) track. In an unusual feature the two colors alternate in a sine-wave pattern with each being on top before curving underneath the other color. There is a crossover in the mezzanine and a tower at the north end of the northbound platform. There used to be a full mezzanine but the fare control is now in the center so there is no free crossover.
In the past, the station bore the secondary name of Slattery Plaza but recent maps indicate the secondary name as Queens Mall. On lower track level in use, a fourth local trackway for eastbound local trains is seen also curving to south and similarly ending at a wall. There is a crossover at the north (65th St.) end and a closed entrance, visible in the tile difference on the 63rd street end. The north fare control features a crossover, while the south fare control is four steps up from the platform and has no crossover. Trains heading to Manhattan use the upper level and trains to Queens trains use the lower level. The same holds true for the upper level, which serves trains heading downtown to either the 8th Avenue or 6th Avenue subway, but the trains are traveling in opposite directions along 53rd St.
The geographic north side of the mezzanine has windows near the ceiling to let in natural light thus giving the station a broad, airy, open feeling. The full mezzanine with crossover features comic superhero plywood cutouts "holding up the ceiling" of the station. The mezzanine itself is in two halves due to Union Turnpike crossing under Queens Boulevard at this location. This was another way to get to the Rockaways and south Queens in the 1929 plan, running right to the LIRR Rockaway line. In anticipation of this line being built, trackways measuring 750 feet long and a completed station with full tile work were built that connect to today's IND Queens Blvd line at Roosevelt Avenue -- Jackson Heights. The 4-track subway running south was a plan for a line to the Rockaways and south Jamaica proposed in 1929. A hint of IND Second System plans is found here in the "Jamaica and Rockaways" mosaic in the north end mezzanine. East of the station, the tunnel widens to allow the 63rd Street Line's ramps to rise and lead trains to merge with either the local or express tracks. The station is very deep (approximately 80 feet below street level) and has very low ceilings.


I-beams are red and the tile is tan with red stripe with the name "Fifth Avenue 53 Street" in white. The northernmost track on each level is used by 8th Avenue service while the 6th Avenue trains use the southernmost track.
The TA gets permission from NYA to come out onto the Bay Ridge with their little diesels to pull the cars into the yard for unloading. The Great Depression and later World War II stopped all these grand expansion plans, and no further construction was ever done.
Get out the atlases: via private property at 78th St now used as a playground, west in Garfield Ave, south in 65th Place, private property, Fresh Pond Road, then east in the LIRR, etc. Prior to the 63rd Street Connector project, completed in 2001, a fifth track had already existed, used for turning trains during off-peak service times.
The mezzanine is glass and stainless steel and features a Sutphin Boulevard mosaic on the geographic north wall. North of this station there are eight storage tracks, four on each of two levels, which continue as far as 184th Street. Exiting the north fare control in the mezzanine and following the passageway will take you to the built-but-never-used Roosevelt Avenue terminal station. The station and trackways remain, serving not passengers, but as a storage area and maintenance-of-way offices. East of the station the line widens to six tracks, with two tracks starting between the local and express pairs.
In addition, at each end of the station a bellmouth exists in the tunnel walls which is similar to stations where the tracks widen to accommodate an island platform. To get to the fare control from the upper level requires 77 steps or a long escalator ride. They dive to a lower level, widen to four tracks, and run on a lower level through 75th Ave. There's 28 steps between the lower level and the upper level, and another 30 between the fare control (at the 5th Avenue end) to the street outside 666 Fifth Avenue.
The upper platform is approximately 60 feet below the street, the lower level approximately 80 feet below the street.
The Broadway BMT line passes directly overhead near the western end of the station which can be seen by different ceiling and column styles.



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