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

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 Yard was made, under contract dated July 21st, 1906, with Henry Steers, Incorporated, of New York City, of cellar earth from New York City, and with