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 rock and earth excavated from the Pennsylvania Station and cross-town tunnels. It was necessary to construct 1,000 ft. of stone and crib bulkhead along the bank of the Passaic River. The plan of the yard was prepared by a committee of operating, electrical, and engineering officers, consisting of Mr. F. L. Sheppard, General Superintendent, New Jersey Division, Pennsylvania Railroad Company; George Gibbs, M. Am. Soc. C. E., Chief Engineer, Electric Traction and Terminal Station Construction, Pennsylvania Tunnel and Terminal Railroad Company; Mr. J. A. McCrea, General Superintendent, Long Island Railroad Company; Mr. C. S. Krick, Superintendent, Pennsylvania Tunnel and Terminal Railroad Company; Mr. A. M. Parker, then Principal Assistant Engineer, New Jersey Division, Pennsylvania Railroad Company, now Superintendent, Hudson Division; and approved by Mr. A. C. Shand, Chief Engineer, Pennsylvania Railroad Company, and Chief Engineer, Meadows Division, Pennsylvania Tunnel and Terminal Railroad Company.

PLATE XVII.—Plan of Harrison Yard

Meadows Division, Pennsylvania Tunnel and Terminal Railroad.—The two main tracks ascending