the Hudson and Manhattan Railroad Company westward under the
tracks of the Pennsylvania Railroad in Jersey City to a junction with
the latter at Summit Avenue, at which point can be installed a joint
station, and the operation effected of a joint electric train service
between Church Street, New York City, and Newark, N. J., the
Pennsylvania Railroad tracks between Summit Avenue and Newark to be
electrified for that purpose, with a transfer station established east
of Newark, at Harrison, at which point the steam and electric
locomotives will exchange. By means of this, all down-town passengers
will transfer to the electric service at Harrison Station, and thus the
Pennsylvania Railroad Company is expected to be relieved of maintaining
a separate steam service for passenger traffic to Jersey City and a
large down-town station with extensive contingent facilities at that
point.

From the foregoing it will be seen that the final decision to extend the
Pennsylvania Railroad into and through New York City by a system of
tunnels, and erect a large station in that city on a most eligible site,
was not reached in a hurried or off-hand manner, but after years of
painstaking study and a full and extended investigation of all routes,
projects, and schemes, whether originating with the company or suggested
by others.

[Illustration: Plate VI.--Pennsylvania Railroad Extension:
Map Showing Proposed Lines Leading to Those Finally Adopted]

Plate VI is a map of New York City and vicinity on which are shown the
various lines contemplated in the evolution of the New York Tunnel
Extension of the Pennsylvania Railroad hereinbefore outlined.

The question of tunnels under the North River was an uncertain factor in
the larger Pennsylvania Railroad scheme, owing to the nature of the
ground composing the river bed in which the tunnels would be
constructed.

It is well known that about 35 years ago an attempt was made to
construct a tunnel under the North River by using a "Pilot" system under
compressed air and forming the tunnels in brick masonry. Owing to the
very soft nature of the materials through which it passed, several
serious accidents occurred, and the work was abandoned after about 2,000
ft. of tunnel had been constructed. Later, this work was taken up again,
when a shield was installed and an additional 1,800 ft. was built with
cast-iron segmental lining, but the work was again abandoned, owing
principally to financial diffi