d Mr. Baldwin with the writer and Mr. Davies was held in the
Pennsylvania Railroad Company Office in New York, when Mr. Cassatt
outlined the scheme practically as it is now carried out, the only
difference being that he also proposed a station on property of the New
York and Harlem Railroad Company at 33d Street, which was soon abandoned
on account of the grade from the East River, and particularly because
of the superior location of the adopted site at Seventh Avenue and 33d
Street, this being central between the down-town commercial and
financial district and Central Park, which divides New York City. On Mr.
Cassatt's instructions, surveys and investigations were begun in
November, 1901, and estimates, drawings, etc., were made. Preliminary
estimates were presented to him on November 8th, 1901. Following this,
borings were continued, and a plan was presented to Mr. Cassatt for
assisting the support of the North River tunnels on piles, if necessary.
At the time of the appointment of the Board of Engineers and the general
organization of the work, the preliminary investigations and work had
been carried to an advanced state.

One result of the determination of the Pennsylvania Railroad Company to
extend its lines into New York City and thus move its principal station
from Jersey City, was that the down-town local and suburban as well as
through business was not provided for properly. Mr. William G. McAdoo,
appreciating this opportunity, revived the scheme of an electric subway
from Jersey City to New York, originally promoted by Mr. Corbin and
associates, but not including the extension _via_ Maiden Lane to
Brooklyn, and entered into negotiations with the Pennsylvania Railroad
Company to provide for this down-town business by extensions of the
tunnel lines of the New York and New Jersey Railroads to Exchange Place,
Jersey City, under the Pennsylvania Railroad Station, and thence across
the Hudson River to Cortlandt and Church Streets. As a result, the
Hudson and Manhattan Railroad Company was organized in 1902, and
contracts were made with the Pennsylvania Railroad Company for the
sub-surface use of its station in Jersey City, and for the interchange
of passenger business at that point between the trains of the
Pennsylvania Railroad Company and the tunnel of the Hudson and Manhattan
Railroad Company. Later, a further contract was made with the
Pennsylvania Railroad Company providing for the construction of the
tunnel of