also extending under New York on the line of Cortlandt Street, with
stations and passenger lifts at the main streets and elevated railroads.

The late A. J. Cassatt, then a Director of the Pennsylvania Railroad
Company, and previous thereto as General Manager and Vice-President (and
later as President) of that company, was deeply interested in obtaining
an entrance into New York City, but was not satisfied with the proposed
rapid transit passenger tunnels which required the termination of the
Pennsylvania Railroad trains at its Jersey City Station. Therefore, upon
his request, in September of the same year, another study and report was
made by Joseph T. Richards, M. Am. Soc. C. E., then Engineer of
Maintenance of Way of the Pennsylvania Railroad, on a route beginning in
New York City at 38th Street and Park Avenue on the high ground of
Murray Hill, thence crossing the East River on a bridge, and passing
around Brooklyn to Bay Ridge, thence under the Lower Bay or Narrows to
Staten Island and across to the mainland, reaching the New York Division
of the Pennsylvania Railroad at some point between Rahway and Metuchen.
Mr. Cassatt also had in mind at that time a connection with the New
England Railroad, then independent, but now part of the New York, New
Haven, and Hartford Railroad system, by means of the Long Island
Railroad, and a tunnel under the East River, which in later years, as
the result of further consideration of the situation, has been covered
by the proposed New York Connecting Railroad with a bridge across the
East River and over Ward's and Randall's Islands.

As a result of these investigations, the late George D. Roberts, who was
then President of the Pennsylvania Railroad Company, authorized an
expenditure of about $25,000 for soundings to determine the nature of
the strata for tunneling under water. These soundings were carefully
made by Mr. Richards with a diamond drill, bringing up the actual core