through the lands as may be hereafter required by the City, together with the right to enter upon the premises from time to time as may be necessary for the purpose of inspecting, repairing, constructing, or rebuilding the sub-surface structures.

The agreement required the Companies to construct at their expense, four viaducts or bridges over their tracks and terminal development, three with roadways 42 ft. wide, one with a roadway 60 ft. wide, and each to have two sidewalks 10 ft. wide, the work to include the paving of the roadways and sidewalks.

The Companies are further required to pay one-half the cost of the construction of the foundations, abutments, piers, superstructures, and approach of an additional viaduct or bridge over the Sunnyside Yard, to have a roadway not more than 60 ft. wide and two sidewalks each 10 ft. wide, and to grant the City of New York a perpetual easement for the continuance of the same in the location upon which it shall be constructed.

The agreement further provides that the Companies shall not injure the sewers or other substructures now existing or hereafter constructed under the streets and avenues, and, in case of injury, that they shall repair them or pay the cost thereof; that the viaducts shall be completed within the shortest time consistent with their safe and proper construction, and that during their construction temporary streets shall be provided for the accommodation of traffic.

The Companies are required to bear all the expense of changes of grade in the streets and avenues, except those made necessary by the construction of the viaduct or bridge to be paid for in part by the City; to indemnify the City against all liability for any and all damages which may accrue on account of any street which may be closed or the grades of which may be changed in pursuance of the agreement; to assume all liabilities by reason of the construction or operation of the railroads, or the construction of the viaducts, and to save the city harmless from any liability whatever, to either persons or property, by reason of the construction or operation of the railroads or the construction of the viaducts.

The Companies are also required to indemnify the City against and pay the cost of all alterations which may be required to the sewerage or drainage system or to any sub-surface structures and pipes laid in the streets or avenues on account of the construction and operation of the terminal, passenger yard, or freight yard of the Companies, or on account of the changes in grades or street system.

The Companies are authorized, if they deem it necessary to the construction or to the efficient operation of the terminal passenger yard or freight yard, to depress, at their expense, any pipes or other sub-surface structures now under the surface of any of the portions of the streets or avenues discontinued or closed, or to elevate and carry the same upon any of the viaducts or bridges, the plans of such depression or elevation to be approved by the Board of Estimate and Apportionment.

All works within, upon, or over the public streets and avenues are subject to the supervision and inspection of the proper municipal officer or officers, under such regulations as he or they may determine and be authorized by law to impose; and the plans for the construction of viaducts or bridges are to be approved by the Board of Estimate and Apportionment.

The Companies are required to cede to the City of New York perpetual easements for the right to continue and maintain the viaducts or bridges over the streets and avenues, sufficient for their control by the City for the purpose of police regulation and other control contemplated by the City ordinances for the case of streets or highways; reserving, however, the right to construct and maintain, at their own expense, such connections between the viaducts or bridges and their property as shall not interfere with the use of the viaducts or bridges for street purposes.

The Companies are also required to cede to the City, grade and curb, portions of five existing or proposed streets or avenues, and to pave portions of two other avenues.

Mr. A. J. Cassatt, President of the Pennsylvania Railroad Company, was President of the Companies constituting the New York Tunnel Extension until his death on December 28th, 1906, and Mr. James McCrea, President of the Pennsylvania Railroad Company, was elected his successor, and is now President of the Pennsylvania Tunnel and Terminal Railroad Company.

Mr. Samuel Rea, Second Vice-President of the Pennsylvania Railroad Company, has served as Vice-President since the incorporation of the enterprise.

Mr. A. J. County has been Assistant to the President since June 26th, 1907, and prior thereto and from the incorporation of the tunnel enterprise served as Secretary of the Pennsylvania, New Jersey and New York Railroad Company and as Assistant Secretary of the Pennsylvania, New York and Long Island Railroad Company, which, as heretofore stated, constitute the Pennsylvania Tunnel and Terminal Railroad Company.

Engineering Organization.

Mr. Rea, Vice-President, has general charge of all matters involved in the designing and execution of the project.

The Board of Engineers.—Before the beginning of the work, the Management appointed a Board of Engineers which was instructed to examine into the New York Tunnel Extension project; to pass upon the practicability of the undertaking; to determine upon the best plans for carrying it out; to make a careful estimate of its cost; and, if the work was undertaken, to exercise general supervision over its construction.

President Cassatt's letter appointing the Board contains the following further instructions:

"You are requested to procure all additional information that may be needed, sparing neither time nor any necessary expense in doing so, for I am sure it is not necessary for me to say that, in view of the magnitude and great cost of the proposed construction, and of the novel engineering questions involved, your studies should be thorough and exhaustive, and should be based upon absolute knowledge of the conditions."

The Board was organized on January 11th, 1902, when it held its first session, and continued in the performance of its duties until April 30th, 1909, when it was dissolved, its work having been completed.

The Board held regular and special sessions to receive progress reports from the Chief Engineers in direct charge of construction, and to consider questions relating to the plans and details of the work submitted by its members or referred to it by the Management. It then reported its conclusions to the Vice-President for approval before the work was undertaken.

The Management earnestly impressed upon the Board throughout the whole period of its labors, that the Tunnel Extension and facilities were to be designed and constructed without regarding cost as a governing factor, the main considerations being safety, durability, and proper accommodation of the traffic. No expenditure tending to insure these conditions was to be avoided.

The Board, when organized, was composed as follows: Col. Charles W. Raymond, Corps of Engineers, U. S. Army, Chairman; Messrs. Gustav Lindenthal, Charles M. Jacobs, Alfred Noble, and William H. Brown.

Mr. George Gibbs was appointed a member of the Board on April 9th, 1902. Mr. Lindenthal resigned on December 15th, 1903, and Mr. Brown resigned on March 1st, 1906. Mr. Rea and all the members of the Board are members of the American Society of Civil Engineers, and Mr. Noble is a Past-President of the Society.

Mr. William R. Mead, of the firm of McKim, Mead, and White, Architects for the Terminal Station, was associated with the Board for the consideration of architectural subjects.

Mr. Robert H. Groff, Secretary of the