k City, and he
instructed the writer to investigate and report on the feasibility of
building a tunnel, along the lines of the East River Gas Tunnels, then
nearly completed, between the foot of East 34th Street, New York City,
and the Long Island City Station of the Long Island Railroad. In 1893 an
investigation was made for such a tunnel, to be of similar size to the
East River Gas Tunnel (8 by 10 ft.), solely for the purpose of handling
baggage and express matter. Investigation was made and estimates
prepared, but the cost was considered to be prohibitive in view of the
possible earnings solely from the handling of baggage and express, and
the matter was not considered further.

[Illustration: PLATE IV.--TUNNEL UNDER PART OF ATLANTIC AVENUE,
BROOKLYN.

(From a Crayon Sketch.)]

While Mr. Corbin was deeply interested in the down-town river tunnels,
the up-town situation was of great importance to the Long Island
Railroad, and, having allied himself with Mr. Charles Pratt, they took
up generally the franchise owned by Dr. Thomas Rainey for a bridge over
Blackwell's Island. Mr. Corbin became interested with Dr. Rainey in
1894, and the actual construction proceeded on this bridge. The design
provided for four railroad tracks, besides highways for tracks,
pedestrians, etc., with a terminal station at Third Avenue and 64th
Street, New York City, which, under the franchise, was the limit to
which the railroad could proceed.

At this period there were two projects for bridging the Hudson or North
River: the New York and New Jersey Bridge Company at about 59th Street,
and the North River Bridge Company at 23d Street, as hereinbefore
described. Several studies were made by the writer, with the idea of
making a rail connection between the Long Island "Rainey" bridge and a
bridge over the North River. An overhead structure connection was
prohibitory, as no franchise could be obtained to cross Fifth Avenue
with an overhead structure. Sketches were prepared for a subway
construction to connect with the bridges, but a final plan was not
worked out.

The failure to carry out the joint undertaking with the Pennsylvania
Railroad Company in 1893 led Mr. Corbin to revive the scheme of
extending the Long Island Railroad from Flatbush Avenue, Brooklyn, to
New York City, therefore consideration was given to a relocation of the
route for Mr. Corbin during the early months of 1896, the idea being
that the entire up-town outlet for the