directly into the tunnels to Long Island and New Jersey, respectively,
and the stations throughout, where the rock was at a deep level, were to
be fitted with elevators, grouped as suggested in Plate V, using private
property on each side of the street at station locations--one side for
north-bound and the other side for south-bound traffic. These plans were
submitted to the first Rapid Transit Commission, and, after long
consideration, were rejected by that Commission because they provided
for the construction of the tunnels by a private company,
notwithstanding Mr. Corbin gave the Commission assurances of ample
financial means to carry the work to completion.

During the years 1892-93 Mr. Corbin was convinced that it was necessary
to get better facilities for handling the baggage and express matter of
the Long Island Railroad and the Long Island Express Company across the
East River between Long Island City and New York City, and he
instructed the writer to investigate and report on the feasibility of
building a tunnel, along the lines of the East River Gas Tunnels, then
nearly completed, between the foot of East 34th Street, New York City,
and the Long Island City Station of the Long Island Railroad. In 1893 an
investigation was made for such a tunnel, to be of similar size to the
East River Gas Tunnel (8 by 10 ft.), solely for the purpose of handling
baggage and express matter. Investigation was made and estimates
prepared, but the cost was considered to be prohibitive in view of the
possible earnings solely from the handling of baggage and express, and
the matter was not considered further.

[Illustration: PLATE IV.--TUNNEL UNDER PART OF ATLANTIC AVENUE,
BROOKLYN.

(From a Crayon Sketch.)]