part of 1908, the plans for lining the shafts with concrete, including flues for conducting air to the tunnels, and stairways for ingress and egress, were completed, and the work was placed under contract; it will be described in detail by F. M. Green, Assoc. M. Am. Soc. C. E.

At the east end of the work under the Pearson contract, the rising grade of the tunnels brought them so near the surface of the ground that their extension eastward could be carried out more readily in open cut than by tunneling. The locations of the portals could be varied somewhat, and they were built on rock which was found in rather narrow ridges at convenient places. Tunnels B and D have a common portal; Tunnels A and C have separate ones, the portal for Tunnel C being located about 800 ft, west of the others as a result of its crossing over Tunnel B, as already explained. Eastward from the portals, the track system expands, in order to provide connections with the tracks of the Long Island Railroad to and from Long Island City, with the New York Connecting Railroad and New England lines, and with the storage and cleaning yard known as the Sunnyside Yard extending to the west side of Woodside Avenue, 2-3/4 miles east of the East River. (Plate XV.) The yard and approaches are designed to avoid grade crossings by opposing trains. The various general features of the yard and tunnel approaches, bridge crossings, and street closings, have been described in sufficient detail by General Raymond in the introductory paper.

PLATE XV.—Plan and Profile of Lines A and B, and Sunnyside Yards

For convenience in placing the work under contract, a line was drawn 10 ft. west of Thomson Avenue, dividing the work east of that embraced in the Pearson contract into two parts. The work west of the line was placed under the immediate direction of George C. Clarke, M. Am. Soc. C. E., as Resident Engineer, with Naughton Company and Arthur McMullen, Contractors; Mr. Louis H. Barker was Resident Engineer of the part east of the dividing line, with the Degnon Realty and Terminal Improvement Company as the principal contractors. The substructures of the several bridges in or across the yard were included in these contracts, but the superstructures were carried out by various bridge companies, and other minor features were executed by other contractors. More complete descriptions of the plans and of the execution of the work will be given by the Resident Engineers.