r terminal
development on the part of the Pennsylvania must necessarily include not
only a tunnel system into New York City but also an outlet through the
city to Long Island and a connection with the New England railroads.

The first move in the development of this terminal system was the
acquisition in 1900 of the control of the Long Island Railroad,
embracing all the steam railway mileage on Long Island, with lines
extending along both the north and south shores to Montauk Point. This
acquisition added extensive freight yards and terminals on the Brooklyn
side of the East River. The Company then obtained franchises and began
the construction of its great tunnels under the North and East Rivers
and entirely across New York City, with a mammoth passenger station at
Seventh Avenue and Thirty-second Street. A great railroad bridge was
planned to cross from Long Island to the mainland, connecting with
the New York, New Haven and Hartford system, in the stock of which the
Pennsylvania at this time purchased an interest.

The terminal construction occupied a period of many years and cost
over one hundred million dollars, besides the added costs involved in
building up and developing the old, worn-out Long Island Railroad. Only
recently has the project been rounded out and completed through the
final construction of the important connection with the New England
railroad systems. But the realization of this plan is undoubtedly
the greatest achievement in all the long career of the Pennsylvania
Railroad. Had the project been delayed for another decade, it probably
could not have been accomplished because of the growing expense of
operation and the difficulties of getting franchise rights and rights of
way through and under the metropolis.

While the tunnel development is the notable achievement of the Cassatt
regime, this remarkable man's name is also closely identified with
the "community of interest" idea already explained. This "community of
interest" scheme was pushed aggressively by Cassatt in cooperation
with Harriman, Hill, and Morgan. Large stock purchases were made in
the Norfolk and Western, the Chesapeake and Ohio, and the Baltimore and
Ohio. As the latter road had in its turn acquired, jointly with New York
Central interests, a working control of the Reading Company, and the
Reading Company had secured majority ownership of the New Jersey Central
system, it is apparent that the domination which the Pennsylvania h