The New York Tunnel Extension of the Pennsylvania Railroad. | Page 2

The tops of the platforms are 3 ft. 10 in. above the top of
the rail and on a level with the floors of the cars, so that passengers
may enter or leave trains without using steps, as all cars which will
enter the Pennsylvania Station, New York City, are to be provided with
vestibules having trap-doors in the floor to give access to either high or
low platforms. Details of the platforms are shown on Plates XVIII and
XIX.
As planned at present, there will be four main running tracks, one
adjacent to each side of the two platforms, providing standing room for
four of the longest trains, two in each direction, or double the number
of trains of ordinary length, so that passengers having to transfer from a
train destined to the Pennsylvania Station at 33d Street to a train
destined for the Jersey City Station or the Hudson and Manhattan
Tunnels will merely cross the platform. Between the two interior main
tracks are two shifting tracks, so that between the platforms there will
be two passenger tracks on which trains will stop to change motive
power and transfer passengers, and two shifting tracks for rapid
despatching of the empty engines and motors, each of the four tracks
being 15 ft. from center to center to allow for uncoupling and
inspection of cars.
An efficient system of connections and cross-overs is provided for all
tracks, and there is ample storage capacity for 10 steam engines at the
western end of the platforms and 20 electric motors at the eastern end,
both of which are conveniently located for quick movement, with
provision for additional storage tracks, if required. Steam engines, upon
being disconnected, can be quickly sent to the main engine storage yard,
and by the use of a loop track no turntable is required. The main engine
storage yard is located south of the running tracks adjoining the
bulkhead along the Passaic River, where provision is made for the
storage of 20 engines. There are two 50,000-gal. water tanks, an ash-pit,
inspection-pit, work-pit, sand-hopper, and the necessary buildings.
Water is brought from the city water main in the Meadows Yard, on the

New York Division, about 8,200 ft. eastward from the center of this
yard.
It was at first planned to locate a power-house and car and engine repair
shops in the yard, but as the ultimate extent of the electrification of the
New York Division cannot now be determined, the facilities in the
large power-house in Long Island City, and in the shop and
round-house in the Meadows Yard of the New York Division, were
increased to provide for the power and repairs necessary for the next
few years. In order to reach the Meadows shops and round-house
without interfering with the present passenger and freight tracks, it was
necessary to build track connections with the Meadows Yard. Twelve
stalls of the existing round-house were extended to accommodate the
motive power; a large transfer table and pit were increased in size, and
an additional ash-pit and engine storage tracks were constructed.
Any extensive repairs to the electric engines will be made for the
present in the Jamaica Shops, Long Island; and the large shops at
Trenton, on the New York Division, as well as the Meadows Shops,
will be available for repairs to the steam locomotives. There is ample
room at Harrison, and plans have been prepared providing for storage
and light repair of cars, locomotives, electric motors, and rapid transit
trains, if the future demands require such construction at this place.
The rapid transit line will extend from Park Place, Newark, to Harrison,
and thence over the present line of the Pennsylvania Railroad, which
will be electrified, to a junction with the Hudson and Manhattan
Railroad Company's tunnel tracks at Prior Street, Jersey City. It will be
constructed and owned by the Pennsylvania Railroad Company. A joint
and frequent through service will be conducted by both companies
between Park Place, Newark, and the terminal of the Hudson and
Manhattan Railroad, in New York City, by the use of multiple-unit
trains similar to those now being operated in the Hudson and
Manhattan tunnels. These trains will pick up and discharge
Pennsylvania Railroad passengers at the Harrison Transfer Station, so
that all passengers bound for lower New York City, who desire to use
the tunnel service, will make the change at Harrison instead of at Jersey

City as at present. Provision is made for two additional platforms, each
1,100 ft. long, to accommodate the rapid transit trains when the present
platforms prove inadequate. The existing passenger tracks between the
Harrison Transfer Yard and Summit Avenue, Jersey City, where a new
local passenger station will be constructed, will be used jointly by
steam and electric trains.
The embankment for the Harrison