HARBOR AND MARINE REVIEW 14 projected piers when the government proceeds with the project for a thirty foot entrance and interior channel at Jamaica Bay. This platform is built within the lines of the first of the fourteen piers and can be utilized as a part of the construction when the 1,000 foot pier is authorized and built. Revenues By a careful and systematic readjustment of rentals charged under leases and annual permits, revenues for dock and wharfage rents for 1920 were increased $1,364,056.98 over those for 1917. In 1917 the revenues were $5,683,782.08. In 1920 the revenues were $7,047,839.06, an increase of 24%. It is anticipated that when the improvements now underway are completed, these revenues will reach $10,000,000 per annum. New Work At Canal Street there will be constructed the first two steamshippers under the modernization plans of this administration for the improvement of the North River waterfront. One of the piers will be built over the vehicular tunnel from New York to New Jersey. It is proposed to remove piers 31, 32, 33, 34 and 35 to make way for the building of these two new piers. Two story sheds will be erected on the piers, on the roof of one of which will be provided recreational facilities and on the other hangars and aeroplane landings. The leases on Piers 27, 28 and 29 expire in 1924. Therefore, during the next few years, with the building of the vehicular tunnel, estimated to be completed in 1924, the acquisition of a small piece of property at Pier 32 and with the elimination of the Desbrosses Street Ferry, the work under the new modernization plan can further proceed with the construction of five new piers, each of a greater area than the West 46th Street pier, at present the largest pier in Manhattan, and the total area of the five piers will be about 20% greater than the entire Chelsea Improvement. Improvements to be contracted for as funds are available, and which are now being studied and planned: In addition to the above completed and projected improvements, the 168 piers, platforms and bulkheads open to public wharfage have been repaired and brought to a condition fit for use with ample water depth, and this reclaimed wharfage room with the completion of all projected improvements, is the answer of this city to the malicious propaganda which has been waged against this Port during the past ten years. Quite a few people in Mid-Western States, especially those bordering on the Great Lakes, think that New York's port pride will be vastly humbled by being reduced when the St. Lawrence River, running most of its length through Canadian territory, is deepened sufficiently to pass ocean ships to the Great Lakes, but it won't because, long before that happens New York will have provided against such a contingency. The foreign commerce of the Port of New York is equal to that of any other nation except the United States and Great Britain. New Catalogues Under the title of "Buckets," the Vulcan Iron Works, of Jersey City, N. J., has just brought out a handsome 24-page catalogue. "Buckets" also includes views of dredging and contracting equipment for dry docks, shipyards, and repair shops. The catalogue is filled with excellently made cuts, strikingly illustrating the specialties that are made by the Vulcan Iron Works. A very cutely executed map of a section of the Port of New York shows the location of the Vulcan Iron Works on the Hudson River waterfront of Jersey City, from which it is able to make shipments by rail or water; and, in addition to the map, there is a splendid view of the extensive plant of this company. The Vulcan Bucket during the sixty years it has been in increasing use has made a name for itself of which its manufacturers are justly proud, the improvements that have been made in it increasing its quickness of action and case of operation, while its general design, its simplicity and its sturdiness, as well as its wearing qualities have all been maintained. The Vulcan Iron Works also manufactures hydraulic, dipper and combination dredges, having built many of the most successful dredges now in operation in this country. It is the completeness of the Vulcan Iron Works' organization and equipment that enables it to take care of all of its manufacturing without outside assistance, and this, of course, refers to drydock and hull work as well as machinery. It is in marine engines, turbines, boilers, steel-plate construction, tanks and special machinery, however, in which this company specializes, that it is so well known to the marine trade, its location being so convenient for vessels. Merely to give an idea of the general use of the Vulcan Buckets and Dredging Equipment, one has but to recall that these have been prominently identified with such operations as the Panama Canal, New York Harbor, Governor's Island, McAdoo Tube, New York State Barge Canal, Cape Cod Canal, Toronto Harbor, Long Beach. and other improvements, also with railroads and the work of contractors in various lines, everywhere. Send for this high-class catalogue and examine it for yourselves. Store Door Delivery Plan The general principle of store door delivery has been approved at a conference between the Commissioners of the Port Authority and the members of the Shippers' Conference Committee. Chairman Eugenius H. Outerbridge of the Port Authority, Chairman W. J. L. Banham of the Shippers' Conference, and J. C. Lincoln, traffic manager of the Merchant's Association. Expenses of doing business within the Port of New York will be reduced as the service to the industrial world improves, was the unanimous sentiment, and gratification was expressed at the co-operation which now prevails in the effort to attain that end. Congestion has to be stopped but "not by Mr. Embargo," as Chairman Banham expressed it. Store door delivery as a general proposition, without entering into special features of it, is held to be a relief solution which the general shipper would accept, although some are opposed to it. By Michael Cosgrove First Deputy Commissioner of Docks of the City of New York STAPLETON IMPROVEMENT HE work on the twelve piers and sheds is substantially T completed. The contracts for the mechanical equip ment for these piers will be let in the very near future, making these piers adequate to cope with the large amount of business which will be transacted in this locality. The filling in of the upland is nearly completed and will be by next spring. Appropriation for a temporary pavement in front of the pier has been granted, which will enable truck traffic to satisfactorily operate along this entire improvement. Pending the construction of the new tunnel under the Narrows between the Boroughs of Richmond and Brooklyn, a tentative layout has been proposed by the Commissioner to include a system of transfer bridges so as to take care of freight cars by railroad transfer bridge and car float until definite connections made available by above tunnel are completed. Of course, the planning for the warehouse system has been done under the present administration so far as tentative layout for same is concerned. The actual building of the permanent terminal freight yard and other such parts of the development will be taken care of within the next four years, but have been studied and planned for during the present administration. WEST FORTY-FOURTH STREET PIER On account of the Federal Government's having given peremptory crders to remove temporary extensions to piers along the Chelsea district, it has become vitally necessary to increase wharfage facilities in the neighborhood of West Forty-sixth Street, therefore, contract has been let for the pier at Forty-fourth Street, North River, which will be about 150 feet wide and 1,000 feet long on its northerly side, and 700 feet long on its southerly side, with a modern two-story shed and fitted with all mechanical freight handling appliances. A new pier at the foot of West Forty-eighth Street is also necessary to accommodate the longest steamships of the I. M. M. and the Cunard Lines, as berthing space will be insufficient as soon as the temporary extensions mentioned above have been removed. Plans for this pier are being prepared. The Commissioner's plan for the modernization of the North River will shortly be begun by erection of a pier near the foot of Canal Street to be known as Pier 32, North River, which will be about 1,025 feet in length and 200 feet in width. The improvement between Rector Street and the Battery has been begun. The first section just north of the Battery will soon be completed. Plans for a new pier to be known as Pier 2, North River, are being made, though contract for same has not actually been awarded. A new pier and reinforced concrete dumping board for the Street Cleaning Department is being erected at Roosevelt Street. The Department of Street Cleaning will use this locality instead of their present location at Pier 33, North River, which will be demolished by erection of Pier 32 as above. An improvement on the East River between Stanton and East Third Streets is proposed by constructing a platform outshore of a section of this waterfront, making a quay wharfage proposition. The new pier at East Thirty-fifth Street, East River, is be ing reconstructed, and reinforced concrete dumping board will be placed thereon for use of the Street Cleaning Department. A layout for a terminal railroad yard to be used with the railroad transfer bridge and car floats has been made in the vicinity of Nott Avenue, Queens. The plans for this work are now before the Board of Estimate and Apportionment. A basin for storing scows and building material, etc., is proposed to be placed just north of Spuyten Duyvil, along the Hudson River. This matter is of vital importance as these scows have been crowded out of their former location, the brick basin, near the foot of Fifty-third Street, on account of the piers in that neighborhood now being used for steamship purposes. At Jamaica Bay a bulkhead wall is being constructed to extend Flatbush Avenue to Barren Island, and Mill Basin will also be dredged. It is proposed to continue the Jamaica Bay Improvement along the lines laid out by the City authorities, but as this vast improvement will continue over a long number of years, it is not thought well to give out any definite lines any more than to state that the Commissioner cf Docks has prepared a comprehensive layout covering the first section of this improvement from Barren Island to Mill Basin with bulkhead wall and suitable pier structures. HYLAN TERMINAL The Commissioner has proposed a layout in this locality consisting of four new modern piers, warehouses, trucking roadways, etc., between Sixty-sixth and Sixty-ninth Streets, Bay Ridge, Brooklyn. Studies for same are under way, and it is possible that some of the actual construction work will be begun in 1922. FLUSHING BAY A layout of this improvement has been prepared, and appropriation for test piles and borings has been requested from the Board of Estimate and Apportionment. Preliminary studies have been made for this improvement, first on the basis of a quay wharfage proposition, and secondly on the development from this quay wharfage proposition into a pier layout when commercial needs warrant same. The Commissioner's plan for the relocation of steamship wharfage has been pushed during his administration and is well on its way to completion. Within the Port of New York there are more than 8.000,000 people, perhaps the busiest people on earth. One-twelfth, or eight per cent, of the entire manufacturing of the whole United States is done within the boundaries of the Port of New York. Fully 200 lines of steamships are in operation at the Port of New York-a record not achieved by any other port in the world. INLAND MARINE INSURANCE W. L. Webster & Co., Inc. General Insurance Brokers and Adjusters 1 Liberty Street, New York City Telephones John 1787-8-9 TH Great Municipal Project by Which the City of New York Plans to Solve the HE legislature of the State of New York at its last session directed the City of New York to begin the construction of a passenger and freight tunnel under the Narrows, connecting Staten Island with Brooklyn, within two years from the passage of the act. The matter was at once taken up vigorously by the Mayor and the Board of Estimate and Apportionment of the City of New York, and a fund of $150,000 for preliminary investigations, plans and specifications was provided. REPORT OF CITY'S CHIEF ENGINEER Arthur S. Tuttle, Chief Engineer of the Board of Estimate and Apportionment, in a report dated October 15, 1921, addressed to the Engineering Committee representing the Trunk Line Railroads entering the Metropolitan District (whose boundaries are practically coterminous with those of the Port of New York), said: "At the conference held on August 16 between His Honor, the Mayor, and the executives of the trunk line railroad companies entering the Metropolitan District, with respect to the development of a plan for the joint use of the proposed Brocklyn-Richmond freight and passenger tunnel, adjournment was taken to October 25 with the understanding that in the meantime the project would be more fully developed by the Engineering Committee. During the lapsed interval the matter of tunnel route and grade has been made the subject of intensive study by this office and the planning of connections with all of the trunk line railroads has also received careful consideration. Valuable data to serve as the basis for the latter investigation have been furnished by members of your Committee, and have been availed of. BELT LINE CONNECTIONS "At the conference held between the members of this Committee on August 9 the original suggestions as to the possible inclusion of a portion of the Pennsylvania Railroad right-ofway in a proposed inner belt line to reach the northern tier of railroads, and of a connection between the New York Central and the New York, New Haven & Hartford Railroads by a line following the east side of the Harlem River were abandoned, the former on the ground of present congestion and the latter as impracticable for this and other reasons. A substitute route for the connection in New Jersey was then proposed, largely dependent upon a partial appropriation of the right-of-way of the Central Railroad of New Jersey and the construction of a short link between this road and the Erie, but later advices received from the Chief Engineer of the Jersey Central show that all of the existing facilities of this road will be required to meet its own needs. Studies have been made by the Chief Engineer of the New York Central Railroad of various methods of securing a connection with the proposed Belt Line Railroad, but without reaching a definite conclusion, and one is now proposed by this office which seems to have peculiar advantages both as to location and economy in construction. No constructive suggestions have been received with respect to alternative projects for a belt line to intercept all of the roads. on the New Jersey side, while, on the other hand, the information now available seems to establish the impracticability of building up such a belt through the use of lines now in existence in the highly developed section, all of which appear to be saturated, or nearly so, with the present traffic. "Under these conditions it would seem that an entirely new belt line is required, the location of which of necessity must be in territory less intensively developed with railroads than is that bordering on and at the head of Newark Bay. GENERAL ROUTE "The general route which has been selected as most advantageous for the belt line now suggested, in order to serve all of the railroads, this including the proposed Narrows Tunnel and the territory on the New Jersey side, as well as the connection between the New York Central and the New York, New Haven & Hartford Railroads and a connection with the new Stapleton piers, thereby introducing all rail service into every borough of the city, is shown on an accompanying map prepared for the Special Committee appointed by the Board of Estimate and Apportionment to consider the matter, which map also indicates the location of a proposed industrial railroad traversing the intensively developed Brooklyn waterfront along the Upper Bay, East River and Newtown Creek, the inclusion of which in the project would seem desirable. "It might be noted that the proposed route from Haworth, N. J., to the Narrows Tunnel follows very closely one that was selected by Consulting Engineer Wilgus in 1911, and which through the northerly portion was independently located by Tunnel Engineer Snow in 1918. It has been made the subject of reconnaissance by the Consulting Engineers and the Tunnel Engineer in connection with the development of the present project and an aerial survey has been made of the line. BOROUGH CONNECTIONS "Routes for other industrial railroads are also shown on this map, designed to bring about the development of Jamaica Bay, the great area adjoining Arthur Kill on the Richmond side, Flushing Bay and Flushing River, the Hunt's Point Section of the Borough of The Bronx, and portions of the Harlem waterfront which can easily be reached; the need for still additional lines in all of the boroughs is pronounced but they are not shown on the plan for the reason that they are not at this time susceptible of as definite routing as in the cases of those now suggested. The timeliness of at least many of these latter projects is manifest to those familiar with what will be their advantages as soon as jointly operated all rail facilities can be provided, as is clearly evidenced in the case of the Arthur Kill territory by an inspection of the activity of similar waterfront property on the New Jersey side where rail service is rendered by the Jersey Central Railroad. The secondary industrial belt lines are featured on the plan as indicative of the magnitude which this project should assume in the matter of an expansion of industrial and port facilities, and it is believed that their construction can to at least a considerable extent be arranged for prior to the completion of the main belt. "A copy of a report upon the tunnel feature of the project prepared by Tunnel Engineer Jesse B. Snow is presented herewith, giving data which have been requested in previous discussions. Plans have been developed along fifteen separate and distinct routes based in each case on the utilization of either a one per cent maximum grade or a two per cent maximum grade. The latter gradient has been decided upon in the interest of economy, the construction costs being thereby decreased more than $15,000,000. ANALYSIS OF BELT LINE PROJECT "There is also presented an analysis of the belt line project. by Consulting Engineer William J. Wilgus and concurred in by Consulting Engineer John F. Sullivan, including also the suggested industrial line along the Brooklyn waterfront, but excluding the connection between the New York, New Haven & Hartford and the New York Central Railroads. From this review it would seem evident that the financial as well as other advantages to be gained by carrying out the project are great enough to serve as a strong incentive to its inauguration, and in the belief that a review of what has been done in the matter of constructing and operating belt line railroads for joint use in other parts of the country would be of value in pointing the way for putting into execution the project now under discussion, Consulting Engineer Wilgus has, at my request, compiled a review of a number of similar undertakings which have been made the subject of official reports. The traffic statistics on which Consulting Engineer Wilgus' analysis is based appear to be more than conservative. They do not include the 12,000,000 or more tons to be developed annually from the new piers at Stapleton, all of which are under lease, nor do they include a very substantial present movement across the harbor which is of a more or less intangible character owing to a lack of statistics and which would doubtless seek this belt line not only as a more direct but also as a more economical route, and particularly in the case of freight from the northern tier of New Jersey railroads. As an illustration of this traffic, there might be cited the great volume of milk and produce brought into the city daily which does not appear as 'interchange freight,' and which is now delivered by long Interstate and Interborough truck haul and at correspondingly great expense. and a portion of the service of the Brooklyn "It will be noted that the estimate presented by Tunnel Engineer Snow is based on the use of a shield tunnel leaving Staten Island near the Quarantine Station and designated on the plan as the South Route. This tunnel, he estimates, can be constructed at a lesser cost than if the same type of tunnel is constructed on what is designated as the North Route. Consulting Engineers Wilgus and Sullivan express the opinion that a trench tunnel could be built in the northerly location at a cost not more than that estimated by Tunnel Engineer Snow for a shield tunnel in the southerly location. The special advantages of each of these routes are set forth in their reports, but pending progress with studies for a trench construction project, and the making of necessary borings, it does not seem wise at this time to make a final decision as to the choice between these routes, but rather to leave the matter open for further investigation. In any event, it would seem clear that the project is entirely practicable and that the total cost of the proposed tunnel and its terminal connections may be estimated at about $51,000,000. "The connection suggested between the New York Central and the New York, New Haven & Hartford Railroads, designed to bring the former road into the belt line, has been made the subject of study and report by Consulting Engineer Sullivan, of which a copy is annexed hereto. This plan seems to be free from the objections heretofore raised and not only avoids the congested trackage along the Harlem River but will here afford new industrial facilities and connect directly into the west side north and south line at an advantageous point. Cost of belt line railroad complete from Cost complete of trunk line freight and "Lack of time has prevented field work beyond the reconnaissance stage or the preparation of plans in anything like detail, but it is believed that the studies as now offered are based on sufficient data to enable those interested to reach a sound conclusion as to the advantages of the project. ESTIMATED TONNAGE AND COST OF PROJECT Cost complete of elevated industrial railroad along the Brooklyn waterfront from Bay Ridge to Newtown Creek, say.. Cost complete of a link between the New York Central and the New York, New Haven & Hartford Railroads, with all connections, say Total cost of project 22,500,000 tons $42,000,000 00 51,000,000 00 25,000,000 00 23,000,000 00 $141,000,000 00 Estimated cost in 1918 for moving freight on trunk line railroads to and from points between the New Haven Yard and Haworth, N. J., including fixed and operating charges $19,000,000 00 Estimated cost of moving the same volume of freight to and from points between the same terminals, including fixed and operating charges, under the plan now proposed.... Average estimated cost, on the basis of 1918 prices, per car moved to and from points between the New Haven Yard and Haworth, N. J., including fixed and operating charges Average estimated cost, on same basis, per car moved to and from points between the New Haven Yard and Haworth, N. J., under proposed plan, including fixed and operating charges. Average estimated cost, on the basis of 1918 prices, per ton of freight moved to and from points between the New Haven Yard and Haworth, N. J., including fixed and operating charges Average estimated cost, on same basis, per ton of freight moved to and from points between the New Haven Yard and Haworth, N. J., under proposed plan, including fixed and operating charges 14,000,000 00 10 55 7 77 0 85 0 63 "These estimates are based on the movement of every character of freight, including merchandise, food supplies, coal, building materials, etc., and on the use of the belt line railroad for only a fractional part of the total freight brought into and through the city. It is also evident that the project lends itself to a much more extensive use, and that with the increased tonnage to be expected there would be a consequent reduction in the fixed charges, with the result of further decreasing the estimated costs under the proposed plan. "While only general reference is made in the analysis to the possible use of the proposed Belt Line Railroad for passenger service, its adaptability to such use for trunk line traffic entering or passing into the Metropolitan District is evident. "To meet the local traffic needs of Staten Island, it is “A summary of the data developed shows the following: expected that the city will at once proceed with the construc Estimated minimum tonnage per year to be carried by the belt line railroad as represent ing present sources of freight interchange tion of a tunnel to connect into the Fourth Avenue Subway, in the Borough of Brooklyn, with a position immediately adjoining the proposed Trunk Line Freight and Passenger HARBOR AND MARINE REVIEW Tunnel. At the Staten Island terminal, connections with the Staten Island Rapid Transit Railway and the Staten Island Railway are proposed, thereby providing long-deferred rapid transit facilities for the entire borough. "If the Trunk Line Railroads can reach a decision in favor of the construction of a connecting belt at a sufficiently early date to permit of the entire project being carried out at one time, an undoubted saving in cost could be effected as compared with the conduct of the work as two separate enterprises, and in this case it would, of course, be understood that the final location and design of the tunnel would be made the subject of discussion between the city and the operators." POINTS OF THE WILGUS REPORT We regret that we have not space available at this time to present in full the report of Consulting Engineer William J. Wilgus. In his letter transmitting his report to Chief Engineer Tuttle, Mr. Wilgus in part says: "From this preliminary study it is apparent that a project of this kind may be made self-supporting and, at the same time, bring to the nation, the local communities and the carriers, great advantages, from the lack of which the port is now suffering." His preliminary study quotes extracts from reports bearing on this question for Chicago, Philadelphia, Baltimore, St. Louis, New Orleans, San Francisco and Montreal, all of which, he says, "unite in forcefully endorsing the belt line feature." ESTIMATED SOURCES OF TONNAGE Mr. Wilgus states that the tonnages handled between the New Jersey railroads and Long Island in 1914 were: "Lightered to and from Long Island waterfront, 8,493,000 tons; floated to and from Long Island waterfront, 12,347,000, a total of 20,840,000 tons." To these he adds interchanges in New Jersey aggregating 5,844,000 tons for all of the lines, "or one-half that, or 2,922,000 tons, when applied to one means of inter-connection." He predicts an increase of about 25 per cent by 1926, when he believes the tunnel can be put into use, and adds: "It may also be assumed that only one-half of the lightered freight would be handled by rail. On these bases the anticipated rail tonnages for 1926 have been taken as follows: Between New Jersey and Long Island, 20,000,000 tons, of which 11,000,000 would be to and from the Long Island Railroad, and 9,000,000 to and from Brooklyn and Queens waterfront; to which add interchanges in New Jersey (no increase assumed) 2,500,000 and he has a grand total of 22,500,000 tons. "Nothing is here," he says, "included for the recently completed Stapleton piers." PROPOSED LOCATION "It is proposed," says Mr. Wilgus, "to encircle the Metropolitan District west of the Hudson River, from the West Shore Railroad at Haworth on the north, via Paterson, the Passaic River, Short Hills-Summit, Scotch Plains and Metuchen to Perth Amboy on the south." Continuing, he says: "Crossing Arthur Kill on a high level viaduct with a clearance sufficient for masted vessels, the line bisects Staten Island from south to north for its entire length and connects with the proposed tunnel at Clove Street. From this point the line descends on a one per cent and two per cent grade to the pierhead line at Arrietta Street, Tompkinsville, connecting en route with the existing Staten Island Rapid Transit Railway for access to the Stapleton piers and for passenger purposes; thence it passes beneath Upper Bay to Bay Ridge, Brooklyn, and thence rises on a two per cent grade to connections (a) with the Long Island Railroad, over which access would be had to the Jamaica Bay development, to points in Brooklyn, Queens and elsewhere in Long Island and to the Bronx and New England, and (b) with the proposed Brooklyn Waterfront Railroad on either First or Second Avenue. "In this manner all railroads in New Jersey are brought directly in contact with each other outside of the existing congested and high-priced areas; likewise they are brought in direct rail contact with the railroads that serve Long Island and New England and with the Brooklyn waterfront. Moreover, opportunities are offered future industrial development in the sparsely settled areas touched by the new line in New Jersey and along the east bank of Arthur Kill on Staten Island, and for serving the new City piers at Stapleton and the projected great port development at Jamaica Bay. "It is proposed to bring the trains of connecting lines into a new yard in Richmond, and with this in mind gradients on the proposed belt have been made so light that this course may be followed without the need for breaking up trains at the junction points or using pushers. "It has been said that the placing of a belt line outside of the existing 'break-up' yards will necessitate new yards at the junctions, but this would not appear to be the case if suitable classifications are made at divisional yards to the west where solid trains for Long Island would be dispatched on the same principle now employed on the Lehigh Valley Railroad in connection with a splitting of traffic at South Plainfield, the New York Central at Spuyten Duyvil, and the Erie Railroad at North Paterson." A two per cent gradient would be possible, he says, east of the Richmond yard through the use of electric traction. Crossings of both highways and railroads will be either over or under, thus avoiding all grade crossings. An annual net saving of $5,000,000 can be made after having provided for increased fixed charges. Many advantages are pointed out as accruing from the proposed belt line. PROPOSED MANHATTAN-BRONX TUNNEL John F. Sullivan, Consulting Engineer, makes a tentative report in favor of a tunnel that would connect the New York Central with the New York, New Haven & Hartford Railroads and the New York Connecting Railroad in Manhattan via a tunnel, which he would locate as follows: "In general there would be a double-track tunnel about 3.7 miles in length from connections with the New York Park; thence easterly under West 168th Street, in ManhatCentral Line on the Hudson River south of Fort Washington tan, under the Harlem River; thence easterly along the line East 168th Street, East 169 Street, Southern Boulevard and under the present passenger tracks of the New Haven Railroad to about Longwood Avenue, in the Bronx, when the tracks would be so connected as to permit of head-on connection to the Connecting Railroad over the Hell Gate Bridge, or to the New Haven yards at Oak Point. "A connection in the east side of the Harlem River will provide direct rail service to the proposed Municipal Terminal Market and permit of the development of a marginal belt line railroad in the Bronx, upon which jointly operated stations could be located at points that would be convenient to existing city bridges, thereby giving both Manhattan and the Bronx the advantage of such facilities." Mr. Sullivan estimates that the cost of this proposed tunnel would be $22,724,000, of which he allows $2,000,000 for right of way, $16,760,000 for double track tunnel and approaches, $1,000,000 for track electrification, signals, etc., and $2,964,000 for legal and contingent expenses. He summarizes the advantages of the proposed tunnels as follows: 1. The five boroughs of the Greater City would be linked with the trunk lines of the Port-thereby presenting the opportunity for all of the industries and marine facilities of this territory to be in direct rail communication with the commerce of the nation. 2. Improvements in time of delivery, car movements, flexibility and ultimate cost of handling shipments. 3. Opportunity to better the methods of |