ast River tunnels, and the plans
for the work were based on its adoption. (See Plate XII for
cross-sections, etc.) Other methods, as stated by General Raymond in the
introductory paper, were advocated, particularly caisson constructions
and the freezing process, the latter being urged very strongly, and,
when proposals were invited, in October, 1903, bidders were informed
that alternative methods would be taken into consideration.

Bids were received and opened on December 15th, 1903. Only one bidder
proposed to carry out the work on the basis of unit prices, but the
prices were so low that the acceptance of the proposal was deemed
inadmissible; no bid based on caisson methods was received; several
offers were made to perform the work by the shield method, in accordance
with the plans, for a percentage of its cost, and one was submitted, on
a similar basis, covering the use of the freezing method. The firm of S.
Pearson and Son, Limited, of London, England, submitted a proposal for
building the tunnels by the shield method, on a modification of the
percentage basis, and as this firm had built the Blackwall tunnel within
the estimates of cost and was the only bidder having such an experience
and record in work in any way similar to the East River tunnels,
negotiations were continued between that firm and the railroad company.

The original plans and specifications contemplated that all tunnels
between the First Avenue shafts in Manhattan and East Avenue in Long
Island City would be shield-driven, and that work would proceed
simultaneously eastward from the First Avenue shafts and both eastward
and westward from the Long Island City shafts located west of Front
Street at the river, requiring twelve shields. When making their
proposal, S. Pearson and Son, Limited, suggested that shields might be
started from the east end of the work and arrive at the Front Street
shafts as soon as these shafts could be completed, and proposed sinking
a temporary shaft transversely across all four lines near the east end
of the work just west of East Avenue, from which, within a short time,
to drive toward Front Street by the use of shields. The railroad company
accepted the suggestion for the additional shaft, although the greater
part of the tunnels east of Front Street was built without shields.
After several months of negotiation, a contract was entered into on July
7th, 1904, with S. Pearson and Son, Incorporated, a corporation of the