In my last article I presented actual times that trains on the LIRR main line crossed over the Roslyn Road underpass east and west bound during a weekday morning and evening rush hour.
Due to the frequency of train traffic during these times it is obvious that it may not be disrupted.
Hundreds of thousands of people would continuously be affected.
It would be a horrible and chaotic long running disaster for it to happen during grade crossing elimination construction.
Deliberation on the subject makes it clear that for the three crossings in New Hyde Park and the two in Westbury, the roads have to go under the tracks.
Anyone not agreeing that the two in Mineola should be closed should go and see why for themselves.
The following is how it could be done with no alteration to the tracks anywhere and no disruption of service.
The roadway on Roslyn Road under the tracks has two lanes in each direction and a walkway on each side under a single span.
The five under consideration really only need two lanes and one walkway: a span less than half as wide.
I begin with Covert Avenue in New Hyde Park, which should be completed before any others are started-one at a time.
I am picturing everything looking north to south.
If it is considered that each lane would be 10-feet wide, then a pile would be driven into the earth a little more than ten feet to the right of the center of the roadway next to the outer edges of the ties holding the rails.
For the left side, the same, ten feet plus five for the walkway. The result is a span not all that wide.
Drive piles next to the outer and inner edges of the ties to give the aforementioned total width.
Evacuate enough soil (sand) at the ends of the ties along the width of the span and insert an L shaped strong steel beam against the bottom edge of the ties and bolted and welded to the piles at each end of the beam..
The rails would then be supported.
All of the above would have to be done early mornings on weekends between train passings.
It might seem tedious for those doing the work but nothing like the disruptions for the travelers. The trains would still run on schedule.
Next, enough evacuation would have to be done to fit a heavy steel plate at each end of the width of the span under the bottom edge of the ties and bolted and welded to the four piles.
A wall on the outer edge of the tracks would strengthen the structure and should a train ever derail it would could not go onto the roadway below.
More evacuation would then be done on each side of the tracks. Another beam would then be fitted to the mentioned plates under the center of each track. Three beams would then support each track.
The engineers would decide on the size of all the foregoing for the needed strength.
At this point, work concerning the tracks would be completed.
Excavation for the roadway and walkway could then begin.
A reinforced concrete wall on each side of the roadway including between the piles would strengthen and stabilize the entire structure. The trains should pass slowly until the concrete hardens.
How to drain collected water?
Jericho Turnpike dips and rises up where it passes under the Oyster Bay Line. There are drains on each side of the road at the bottom.
The terrain all around is higher as is the case at Covert Avenue. It is obviously managed somehow as water does not collect to my knowledge.
Second and Third Avenues go east and west next to both sides of the right of way at Covert Avenue. Vehicle and pedestrian traffic would have to observed at various times to determine how everything should be altered to best work with the new situation.
The foregoing is a gist of how it all can be done. Surely the important points of what I have said will have to adhered to so as not to create great havoc over a long period of time.
It can be done! And oh! Where are my millions for planning?
Charles Samek
Mineola
