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New York Tunnel Extension
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===Revised plans=== The PRR, working with the LIRR, developed several new proposals for improved regional rail access in 1892.<ref>{{Cite web|title=The Project Gutenberg eBook of The New York Tunnel Extension of the Pennsylvania Railroad, The North River Division, By Charles M. Jacobs.|url=https://www.gutenberg.org/files/18548/18548-h/18548-h.htm|access-date=2020-10-11|website=www.gutenberg.org}}</ref> They included construction of new tunnels between [[Jersey City, New Jersey|Jersey City]] and Manhattan, and possibly a tunnel via [[Brooklyn]] and the [[East River]]; new terminals in midtown Manhattan for both the PRR and LIRR; completion of the Hudson Tubes; and a bridge proposal.<ref name="Couper" /> These ideas were discussed extensively for several years but did not come to fruition until the turn of the century. In 1901 the PRR took great interest in a new railroad approach just completed in [[Paris]]. In the Parisian railroad scheme, [[electric locomotive]]s were substituted for steam locomotives prior to the final approach into the city. PRR President [[Alexander Johnston Cassatt]], upon his return from Paris, adapted the method for the New York City area in the form of the New York Tunnel Extension project, which he created and led the overall planning effort for.<ref name="Cudahy"/>{{rp|29}} The PRR, who had been working with the LIRR on the Tunnel Extension plans, made plans to acquire majority control of the LIRR so that one new terminal, rather than two, could be built in Manhattan.<ref name="Couper" /> The PRR acquired the LIRR in 1900.<ref>{{cite web | title=PENNSYLVANIA'S NEW PLANS OUTLINED; Big Improvements to be Made in Long Island's Acquisition. NO THOUGHT OF MONTAUK POINT Ferry Connection from Jersey City to Bay Ridge and Tunnels to Follow, an Official Says. | website=The New York Times | date=May 8, 1900 | url=https://www.nytimes.com/1900/05/08/archives/pennsylvanias-new-plans-outlined-big-improvements-to-be-made-in.html | access-date=May 23, 2018}}</ref><ref name="Cudahy"/>{{rp|30}} A board was created to study each of the proposals to bring the PRR directly into New York. The team ultimately found that a direct approach was better than any of the alternatives.<ref name="Cudahy"/>{{rp|29}} The original proposal for the PRR and LIRR terminal in Midtown, which was published in June 1901, called for the construction of a bridge across Hudson River between 45th and 50th Streets in Manhattan, as well as two closely spaced terminals for the LIRR and PRR. This would allow passengers to travel between Long Island and New Jersey without having to switch trains.<ref>{{Cite news|url=https://www.nytimes.com/1901/06/26/archives/north-river-bridge-plan-pennsylvania-road-negotiating-with-banking.html|title=NORTH RIVER BRIDGE PLAN; Pennsylvania Road Negotiating with Banking Houses.|date=1901-06-26|work=The New York Times|access-date=2018-05-22|language=en-US|issn=0362-4331}}</ref> In December 1901, the plans were modified so that the PRR would construct the North River Tunnels under the Hudson River, instead of a bridge over it.<ref>{{Cite news|url=https://www.nytimes.com/1901/12/12/archives/pennsylvanias-tunnel-under-north-river-property-already-acquired.html|title=PENNSYLVANIA'S TUNNEL UNDER NORTH RIVER; Property Already Acquired for the Great New York Terminal. TO PUSH THE CONSTRUCTION City Neighborhoods' to be Improved -- Depth of the Tunnel So Great Subways Will Not Be Obstructed.|date=1901-12-12|work=The New York Times|access-date=2018-05-22|language=en-US|issn=0362-4331}}</ref> The PRR cited costs and land value as a reason for constructing a tunnel rather than a bridge, since the cost of a tunnel would be one-third that of a bridge. The North River Tunnels themselves would consist of between two and four steel tubes with the diameter of {{Convert|18.5|to|19.5|ft|m}}.<ref>{{Cite news|url=https://www.nytimes.com/1901/12/13/archives/pennsylvanias-tunnel-a-submerged-bridge-new-york-terminal-to-be-a.html|title=PENNSYLVANIA'S TUNNEL A SUBMERGED BRIDGE; New York Terminal to be a Magnificent Structure. DETAILED PLANS DISCLOSED Vice President Rea Credited with the Idea Which Will, Experts Believe, Advance the City's Interests to an Unparalleled Degree.|date=1901-12-13|work=The New York Times|access-date=2018-05-22|language=en-US|issn=0362-4331}}</ref> The New York Tunnel Extension quickly gained opposition from the New York City Board of Rapid Transit Commissioners, who objected that they would not have jurisdiction over the new tunnels, as well as from the [[Interborough Rapid Transit Company]], which saw the New York Tunnel Extension as a potential competitor to its as-yet-incomplete rapid transit service.<ref>{{Cite news|url=https://www.nytimes.com/1902/03/21/archives/more-opposition-to-pennsylvanias-bill-rapid-transit-commissioners.html|title=MORE OPPOSITION TO PENNSYLVANIA'S BILL; Rapid Transit Commissioners Will Appear Against It. THEIR RIGHTS INFRINGED E.M. Shepard and A.B. Boardman, Counsel for Board, Say that It Af- fects That Body's Usefulness -- Mr. Cassatt's Views.|date=1902-03-21|work=The New York Times|access-date=2018-05-22|language=en-US|issn=0362-4331}}</ref> The project was approved by the [[New York City Board of Aldermen]] in December 1902, on a 41-36 vote. The North and East River Tunnels were to be built under the riverbed of their respective rivers. The PRR and LIRR lines would converge at [[Pennsylvania Station (1910β1963)|New York Penn Station]], an expansive [[Beaux-Arts architecture|Beaux-Arts]] edifice between 31st and 33rd Streets in Manhattan. The entire project was expected to cost over $100 million.<ref>{{Cite news|url=https://www.nytimes.com/1902/12/17/archives/pennsylvania-tunnel-franchise-passed-aldermen-approve-the-grant-by.html|title=PENNSYLVANIA TUNNEL FRANCHISE PASSED; Aldermen Approve the Grant by a Vote of 41 to 36 Borough President Cantor Speaks and Votes Against the Measure -- Excited Debate Before the Final Action. PENNSYLVANIA TUNNEL FRANCHISE PASSED|date=1902-12-17|work=The New York Times|access-date=2018-05-22|language=en-US|issn=0362-4331}}</ref> The PRR created subsidiaries to manage the project. The '''Pennsylvania, New Jersey and New York Railroad''' and the '''Pennsylvania, New York and Long Island Rail Road''', were the [[New Jersey]] and [[New York (state)|New York]] parts, respectively. The PNJ&NY was incorporated February 13, 1902, and the PNY&LI was incorporated April 21, 1902. They were consolidated into the '''Pennsylvania Tunnel and Terminal Railroad''' (PT&T) on June 26, 1907.<ref name="Couper" />
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