Figure 4 South Manhattan Shaft, February 27" 1909 (The Smithsonian Institution, National
Museum of American History, Archives Center - Catalog # 80.0032.0000 - Photo 0022.)
AMTRAK Fire and Life Safety SCADA
PROJECT fe ef FIGURE NO. 4

Replacement and Upgrading

SCALE

N/A

SOURCE

See Above

URS

PROJECT NO. PRJ29112351

ATTACHMENT 5



Stilgoe, John. 1983. Metropolitan Corridor: Railroads and the American Scene. New Haven:
Yale University Press.

United States Government Accountability Office. 2007. Critical Infrastructure Protection:
Multiple Efforts to Secure Control Systems Are Under Way, but Challenges Remain.
Washington, D.C.

[Doe] 1887. “Tunneling Under the Hudson River.” The Manufacturer and Builder (August).

[Doe] 1891. “The Hudson River Tunnel.” The Manufacturer and Builder (August).


Figure 8 North River Tunnels Construction of Shields (1905) (New York Tunnel Extension:
Description of the Work and Facilities Vol. |, No.1155, Plate XXXVIII, Fig 2.)
AMTRAK Fire and Life Safety SCADA
PROJECT | FIGURE NO. 8

Replacement and Upgrading

SCALE

NIA

SOURCE

See Above

URS

PROJECT NO. PRJ29112351

ATTACHMENT 5



Letter - New York State Office of Parks, Recreation, and Historic Preservation
March 7, 2011
Page 22

result in locating a copy of the documentation for this eligibility determination. In order to evaluate the
potential effects on the building, the following application of the NRHP criteria and areas of historic
integrity is provided below.

Criteria A and B— Events and People

For a property to be eligible for listing in the NRHP, it must be found significant under at least one of the
NRHP Criteria for Evaluation and retain its historic integrity. Amtrak has completed its analysis of the
Criteria for Evaluation for this resource as follows:

As a feature of the New York Improvement and Tunnel Extension of the Pennsylvania Railroad and as a
functional component of the Pennsylvania Station, the Pennsylvania Station Service Building is directly
associated with events that have made a significant contribution to the broad patters of history of
transportation and is eligible under Criterion A. The building does not appear to have direct association
with the productive periods of a historically significant person’s life, and is not eligible under Criterion B.

The Service Building functioned as the power plant for the Pennsylvania Station, including traction power
for the movement of trains under the station on the 27 parallel tracks. The station was the largest of its
kind when constructed and revolutionized rail transportation inthe New York area. The power needed for
the operation of the station, tunnels and yard was substantial. Along with the traction power, the plant had
to power all the heating and lighting, steam, compressed air and water supply for cars, signal system,
tunnel drainage pumping, sewage ejectors, fire protection, and refrigeration. The Service Building was an
integral part of the station, yard, and tunnels collective ability to provide transportation services and is the
only remaining above-ground structure associated with the 1910 New York Improvement and Tunnel
Extension of the Pennsylvania Railroad.

Criterion C: Architecture/ Engineering

Designed by McKim, Mead and White, the Service Building is architecturally significant as an example
of Neo-Classical style architecture and the design intent of the now-demolished Pennsylvania Station. The
building is also considered a significant example of engineering for its structural support system housing
several high-capacity power generating, ventilating, heating and cooling, and waste disposal systems.

Unlike the great train sheds of Europe, Pennsylvania Station did not evidence the standard urban train

terminal form, with large semicircular ends of glass supporting expansive roofs that covered numerous =
tracks and platforms. Because the station tracks were so far below the surface of the streets, the large

glazed shed form was not appropriate, although the sense of monumentality achieved by these structures

within these 19" century cityscapes was a desired outcome of for the new station’s design. Inspiration for

the design was found in the Roman Baths of Caracalla, of Titus, and of Diocletian, along with the Basilica


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Figure 5 North River Division - Arrangement of Structures Supporting Ninth Avenue
During Progress of Excavation (New York Tunnel! Extension - The Pennsylvania Railroad
Description of the Work and Facilities p. 53.)
AMTRAK Fire and Life Safety SCADA
PROJECT Replacement and Upgrading FIGURE NO. 5
SCALE NIA URS PROJECT NO. PRJ29112351
SOURCE See Above ATTACHMENT 5



Figure 11

Front Street, Long Island City, “A”, East of Shield Junction, Showing Ducts

Laid, Not Yet Plastered October, 14'" 1908 (The Smithsonian Institution, National
Museum of American History, Archives Center - Catalog # 80.0032,0000 - Photo 2409.)

AMTRAK Fire and Life Safety SCADA

FIGURE NO. 11

PROJECT Replacement and Upgrading
SCALE NIA
SOURCE See Above

URS

PROJECT NO. PRJ29112351

ATTACHMENT 5



Figure 7 Manhattan Shaft - Front of “D” Heading Shield, August 28" 1909 (The
Smithsonian Institution, National Museum of American History, Archives Center -
Catalog # 80.0032.0000 - Photo 1140.)

AMTRAK Fire and Life Safety SCADA
PROJECT Replacement and Upgrading

SCALE NIA

FIGURE NO. 7

SOURCE See Above

URS

PROJECT NO. PRJ29112351

ATTACHMENT 5



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PROJECT AMTRAK Fire wo ile Solely SCADA Renlicomani and Upareding | FIGURE NO. 30
Figure 3a Shield for Subaqueous Tunneling (New York Tunnel Extension: Description of the Work
ard Faciitlos Vol. Ma.1155, Plate XXXL} cia Be URS PREUERT HO. PRIZE A51

SOURCE See Reference to Len ATTACHMENT 5



Sources Consulted

Alexander, Edwin P. 1947. The Pennsylvania Railroad: A Pictorial History. New York, New
York: WW Norton.

American Society of Civil Engineers. 1910. Zhe New York Tunnel Extension, The Pennsylvania
Railroad. Vol. I. New York, New York.

American Society of Civil Engineers. 1910. The New York Tunnel Extension, The Pennsylvania
Railroad. Vol. Il. New Y ork, New York.

American Society of Mechanical Engineers and Institute of Electrical and Electrons Engineering.
1982. Alternating-Current Electrification of the New York, New Haven & Harford
Railroad. New York, New York.

Amtrak (The National Railroad Passenger Corporation)

1992. “Sump Pump Replacement East River Tunnels Midriver Sumps.” Office of
Engineering, Engineering Design.

1994, “Mechanical & Electrical Rehabilitation for New York City Penn Station Part Plan
Yard “A” 10" Avenue Pump Room Penn Central.” Parsons Brinkerhoff/Quade Douglas,
Inc.

1994. “Mechanical & Electrical Rehabilitation for New York City Penn Station Part Plan
9" Avenue Pump Room and Post Office.” Parsons Brinkerhoff/Quade Douglas, Inc.

2004. “Part Plan Service Building Substation.” Parson, Brinkerhoff/Quade Douglas, Inc.

2008. “Rehabilitation of Amtrak New York Railroad Tunnels Permanent Fire Standpipe.”
Parsons Transportation Group, Jenny Engineering Group.

2008. “Long Island City Portals Standpipe Installation 21* Street to ERT Line 2.” Parsons
Transportation Group, Jenny Engineering Group.

2008. “Long Island City Portals Standpipe Installation ERT Line 2 to ERT Line 4.”
Parsons Transportation Group, Jenny Engineering Group.

2010, “Fire and Life Safety Project in New York Tunnels Near Milestones.” Amtrak Ink.
Philadelphia, Pennsylvania.

2010. “Location Key Plan.” Fire and Life Safety SCADA System Upgrade. PB Americas,
Inc. New York, New York.

2010. “PLC & I/O Device Upgrade Overview.” Fire and Life Safety SCADA System
Upgrade. PB Americas, Inc. New York, New York.



LINES 4 AND B

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Figure 14 Long Island Shaft - Lines A and B (New York Tunnel Extension - The Pennsylvania
Railroad - Description of the Work and Facilities p, 67, Plate XI.)

PROJECT AMTRAK Fire and Life Safety SCADA

Replacement and Upgrading FIGURE NO. 14

SCALE N/A URS PROJECT NO. PRJ29112351
SOURCE See Above ATTACHMENT 5



Letter- New York State Office of Parks, Recreation, and Historic Preservation
March 7, 2011
Page 24

Location is defined as the place where the historic property was constructed or the place where the
historic event took place. The subject property has not been moved; therefore, it retains its integrity of
location.

Design is defined as the composition of elements that constitute the form, plan, space, structure and style
of a property. The property retains integrity of form, plan, structure and style, and is successful in
communication of its original function and design intent. This aspect of integrity is present despite the
removal of mechanical features and systems within the building.

Setting is defined as the physical environment of a historic-period property that illustrates the character of
the place. Constructed as an ancillary building to the Pennsylvania Station, the Station Service Building is
no longer within its original setting. Even with the existence of an architecturally diverse urban
environment in 1909 upon its completion, the building’s intent to stand opposite the Pennsylvania Station
is integral to its design and construction. Since the demolition of the original Pennsylvania Station
building and the construction of Madison Square Garden and the greater context of Penn Plaza, this
building has been removed from its original intent and context and as a result no longer retains integrity
of setting.

Materials are defined as the physical elements combined in a particular pattern or configuration of form of
the historic property during a period in the past. Despite the removal of much of the original machinery,
the material related to the building’s facade, side and rear elevations, as well as the structural system and
interior finishes remain intact.

Workmanship is defined as the physical evidence of the crafts of a particular culture or people during any
given period of history. The property retains physical evidence of the construction techniques such as the
stone work of the building’s facade, the brickwork of the side and rear elevation, the massive bolted and
riveted steel beams, the interior stairwells, the multi-pane industrial windows, and even the original
paneled wood doors all evidence the workmanship that went into its construction.

Feeling is defined as the quality that a historic-period property has involving the aesthetic or historic
sense of a past period of time. The existing building conveys its historic industrial function through its
extant physical characteristics. While some modern updates are obvious, these minor elements and
additions along with the removal of mechanical elements, does not detract from building’s ability to
convey its industrial and power generating function for the PRR.

Association is defined as the direct link between a property and the event or person for which the property
is significant. The property is associated with the 1910 New York Improvement and Tunnel Extension of
the Pennsylvania Railroad and is a direct physical link with that time period. The property is also
associated with the greater complex and above-ground components of the PRR.


Letter - New York State Office of Parks, Recreation, and Historic Preservation
March 7, 2011
Page 23

of Constantine. Simple materials were used and ornamentation was limited in order to maintain the
monumental mass and scale of the building in relation to the variety of building forms surrounding it.

The character and location of the station made it difficult to accommodate a power plant of the size
needed for operation. Fortunately, the company owned a nearby property that was directly accessible
under 31" Street to the station and yard. McKim Mead and White designed the Service Building to
harmonize with the station, wishing to maintain an aesthetic standard for the company’s buildings. The
Stony Creek, Connecticut pink granite used for the facade was similar to granite used for the station’s
exterior, Other unifying elements include the Doric pilasters and the superimposed attic.

During the late 19" and early 20" centuries, the proliferation of new power station machinery was
considerable. These new grates, hoists, turbines, cranes and conveyors were not often conceived with
standard architectural load limits or passageway openings in mind. Architectural principles based on
mass, proportion and relations of solid to void were not often integrated into the buildings functioning
interior -- the application of these principles was lefi to the street facade.

The engineering significance of the Service Building is evidenced by the interior exposed structural steel
frame, which was designed to withstand the heavy industrial loads imposed by the massive equipment. A
total of 2,500 tons of steel were used to create this structural system that could support the machinery on
various floors, the coal storage and the smoke stacks. The HABS documentation on the Service Building
states that at the time of construction, the building was unique in the world for its scope and complexity.

With McKim, Meade and White, this firm also designed the structural steel concourse roof for the station,
with its varying use of different sized arches, ribs, vaults and spring lines combined to create a dignified
expression of transition from the architectural lines of the waiting arcas to the utilitarian nature of the
yards. Although the structural framework for the Service Building was probably not designed with
aesthetics in mind, the engineering firm does provide another link back to the former station.

Criterion D — Information Potential

Research has not revealed that the resource has the potential to yield potentially important information.
Integrity Analysis

The NRHP recognizes a property’s historic integrity through seven aspects or qualities: location, design,

setting, materials, workmanship, felling, and association. The following summarizes the historic integrity
analysis for the Penn Station Service Building.



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i

Figure 3b Section View of Tunnels Under North River During Construction Showing
Shield, Air Locks, Platforms, Piping, Lighting etc. (New York Tunnel Extension:
Description of the Work and Faciiies Vol. 1, No.1155, Plate XL)

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PROJECT AMTRAK Fire and Life Safely SCADA Replacement and Upgrading | FIGURENO. 2

SCALE NIA

SOURCE See Reference to Left

URS

PROJECT NO. PRI29112351

ATTACHMENT 5



Letter - New York State Office of Parks, Recreation, and Historic Preservation
March 7, 2011
Page 26

While Amtrak understands that your office has thirty (30) calendar days under 36 CFR Part 800 in which
to respond to our determination, we would like to take this opportunity to ‘point out that all projects that
involve ARRA funding are on an extremely tight timeframe; literally every day counts in this effort to
help rebuild the American economy. With this in mind, I am requesting that you provide comments to us
within a two-week review window, or even sooner if at all possible. Your response should be addressed

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to meat.)

Amtrak Police Department — Corporate Security
900 2TM Street, NE, Suite 309
Washington, DC 20002

Should-you-haveany questions about this information, please contact me at speed|@amtrak.com (or at
202-906-3367), or speak with Amtrak Senior Associate General Counsel Michael Stern
(sternm@amtrak.com; 203-773-6138), or with our senior URS cultural resource specialist Mark Edwards
(Mark Edwards@urscorp.com; 301-258-5877.

Chief Capital Programs Manager
mtrak Police Department — Corporate Security

JSR/MRE:me

enclosures

ec: Michael Stern, Amtrak
Catherine Kauffman, FRA
Mark Edwards, URS



Figure9 Caisson Work at South Manhattan Shaft, February 4'" 1905 (The Smithsonian
Institution, National Museum of American History, Archives Center - Catalog # 80.0032,0000 -

Photo 184.)

AMTRAK Fire and Life Safety SCADA
PROJECT  Restacament and Upgrading

SCALE NIA

FIGURE NO. 9

SOURCE See Above

URS

PROJECT NO. PRJ29112351

ATTACHMENT 5



Letter - New York State Office of Parks, Recreation, and Historic Preservation
March 7, 2011
Page 18

heart of the country’s largest city and largest port. The PRR New York System tunnels are significant for
their association with the history of transportation, specifically with the process and technology of
conveying passengers or materials,

Criterion C — Engineering

The subterranean and subaqueous railroad tracks and tunnels represent designs and construction
methodologies that range from standardized types to specific designs for the particular project needs. The
design of the tunnels included a system of iron support rings -- the installation of each ring required an
advance of two to three feet. The construction of this component of the tunnels took place with record
progress, as the average ring was installed in the course of one eight- hour day. The large shields used in
tunnel construction not only drove the excavation, but also served as structural elements as these of 193 ton
shields were pushed forward by hydraulic rams. Each shield was designed with nine doors that could be
opened for the removal of subterranean and subaqueous materials. At the time, this feature was seen as a
new precedent in engineering in terms of strength, safety, and permanence. In fact, the shields used in the
south tube of the Hudson River were on exhibition at the 1907 Jamestown Exposition.

The two tunnels under the North River and the four tunnels under the East River were built by shields driven
from each side of the respective rivers.. These tunnels were the first constructed for standard railroad trains
under these specific rivers. They were also the first tunnels completed in multiples to channel under the
North and East Rivers as part of one general transportation system.

Based on unique geological properties of the New York City area, three different excavation methods were
used. In subaqueous construction, different versions of the shield method were employed to excavate the
two different river bed types. A third method was employed to penetrate the subterranean land mass of
Manhattan. The New York Improvement and Tunnel Extension of the Pennsylvania Railroad is historically
significant for its association with engineering: the practical application of scientific principles to design,
construct, and operate equipment, machine and structures to serve human needs.

Criterion D — Information Potential

Research has not revealed that the resource has the potential to yield potentially important information.
Integrity Analysis

The NRHP recognizes a property’s integrity through seven aspects or qualities: location, design, setting,
materials, workmanship, feeling, and association. The following summarizes the historic integrity analysis

for the subterranean and subaqueous railroad tracks and tunnels. The system of tracks and tunnels is being
evaluated as one single property.


Pennsylvania Railroad Company.
1901. “May Build A Tunnel Under North River.” New York, New York (December 11)
Pennsylvania Railroad Company
1909. “Sump and Pump Chamber Lines.” New York, New York (December 11)

1908. “General Description of the New York Terminal with Reference in More Detail to
East River Tunnels (Pennsylvania Tunnel and Terminal Railroad Company)”. New York,
New York.

1910. The New York Improvement and Tunnel Extension of the Pennsylvania Railroad...
New York, New York.

1912. History of the Engineering Construction and Equipment of the Pennsylvania Railroad
Company’s New York Terminal and Approaches

1934. “KN-Interlocking.” New York Terminal.
1936, “General Plan.” Flood Protection Project. Philadelphia: Office of the Chief Engineer.

1940. “Location and Size of Permanent Shafts.” Proposed Location of Flood Gates.
Philadelphia: Office of Chief Engineer.

1940 (Revised). “New York Terminal.”

1942. “Intercepting Arch Near | 1" Avenue. N.Y.” Flood Gates. New York, New York:
Office of Engr. Bridges & Bldgs.

1942. “6"" Avenue & 32" St. Tunnel Portal.” Flood Gates. New York, New York: Office of
Engr. Bridges & Bldgs.

1942, “6"" Avenue & 33TM St. Tunnel Portal.” Flood Gates. New York, New York: Office of
Engr. Bridges & Bldgs.

1942, “Tunnel Portals—10" Avenue.” Flood Gates. New York, New York: Office of Engr.
Bridges & Bldgs.

1942. “Weehawken Shaft Portals.” Flood Gates. New York, New York: Office of Engr.
Bridges & Bldgs.

Correspondence Related to the Construction of Foundations, Guy Anchors, and Catenary
System, Millstone Junction, N.J. to Sunnyside Yards, N.Y. (1929-1934). Hagley Muscum
and Library, Wilmington, Delaware.



2010. “Location Key Plan.” Fire and Life Safety SCADA System Upgrade. PB Americas,
Inc. New York, New York.

Avery Library, Columbia University, New York, New York.

Belson, Ken. 2008. “Tunnel Milestone, and More to Come.” The New York Times. New York,
New York (April 6).

Brace, James H. and Francis Mason, American Society of Civil Engineers. 1937.The New York
Tunnel Extension of the Pennsylvania Railroad. The Cross Town Tunnels. New York, New
York.

Condit, Carl. 1968. American Building. Chicago: The University of Chicago Press.

County, A.J. 1907. The Economic Necessity for the Pennsylvania Railroad Tunnel Extension
into New York City.” The Annals of American Academy of Political and Social Science,
Volume 29. Philadelphia, Pennsylvania (January-June).

Detroit Publishing Company. Between 1890 and 1912. Photographic Collection. American
Memory Project, Library of Congress, Washington, D.C.

Federal Railroad Administration. 1995. “Pennsylvania Station, New York Terminal Service
Plant, New York, New York (HABS No. NY-5471-A).”

Gilbert, Gilbert Haskell, Lucius Irving Wightman, & William Lawrence Saunders. 1912. The
Subways and Tunnels of New York: Methods and Costs. New York, New York: John
Wiley & Sons.

Henry, Bertram, Majendie Hewett, and Sigvald Johannesson. 1922. “Shield Tunneling.” Shield
and Compressed Air Tunneling. New Y ork: McGraw-Hill Book Company.

Jones, Jill. 2007. Conquering Gotham. New York, New York: Viking.

Keenan. 2008. “McKim, Mead and White’s ‘Post-Modern Historical Society.” The Municipal
Art Society of New York. <http://www.newpennstation.org/site/servicebuilding>

Ledger
1908. “The Pennsylvania’s New York Terminal.” Philadelphia, Pennsylvania.
New Jersey State Historic Preservation Office. Files, Maps and Records. Trenton, New Jersey
New York Public Library. Digital Gallery. <http://digitalgallery.nypl.org>
New York State Historic Preservation Office. Files Maps and Records. Trenton, New Jersey

New York Times Historical, ProQuest Historical Newspaper, 1851-2003.



PENN. R. R. TUNNELS: PLANT FOR EAST RIVER TUNNELS 65

NO. 2 CAIBSON WITH T-HEAD LOCK

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Figure 15 East River Tunnel - Two Caissons with T-Head Lock (New York Tunnel
Extension: Description of the Work and Facilities, Vol . Il, p. 65.)

PROJECT AMTRAK Fire and Life Safety SCADA

Replacement and Upgrading FIGURE NO, 15

SCALE NIA PROJECT NO. PRJ29112351
SOURCE See Above URS ATTACHMENT 5



Letier - New York State Office of Parks, Recreation, and Historic Preservation
March 7, 2011
Page 25

In summary, the Station Service Building retains integrity of design, materials, workmanship, location,
feeling and association and is eligible for listing in the NRHP under Criterion A for transportation and
Criterion C for architecture and engineering.

Determination of Effects on Archaeological Sites

There is no effect because elements of this project do not have the potential for ground disturbance within
the Service Building. ‘

Determination of Effects on Historic Properties

Historic Above-Ground Properties

The location of the LIC portal for the ERT is significantly lower in elevation than the streets,
neighborhoods and buildings surrounding it. Visibility of the portal is further minimized by the portal’s
embankments and contemporary retaining walls. Indirect visual effects of the undertaking on the portal
will be minimal. The majority of the installation work will take place within spaces that are underground
and not accessible to the public. Some of these spaces are considered historic, such as the pump rooms,
the ERT tunnels, and the Penn Station Service Building interior. The scale and nature of these
installations, however, indicate they will have minimal effect on the physical fabric of these structures
and historic spaces.

Numerous conduits, panels, cabinets and equipment already characterize these spaces and have been part
of the tunnels system’s functional effectiveness since their initial use. A historic postcard from the
nineteen-teens shows signal lines and hardware mounted to the sides of the tunnel interiors. The addition
ofa 2x 3 foot metal panel box next to existing panels and boxes, or a run of 1-2 inch diameter conduit
alongside existing and similarly sized conduit already lining the tunnels will not appreciably change the
character of the spaces. In addition, the size, scale and dispersed locations of the new installations will not
constitute a cumulative effect on the overall resource of the tunnel system stretching from North Bergen,
New Jersey, under Manhattan Island to LIC, New York.

The F&LS SCADA System Upgrade project will not change the historic fabric, spaces or the associative
qualities that make Pennsylvania Station Service Building eligible for listing in the NRHP under Criterion
A for transportation significance and Criterion C for architectural and enginecring significance. The
undertaking will not change the New York Improvement and Tunnel Extension of the Pennsylvania
Railroad potential eligibility for listing in the NRHP under Criterion A for transportation significance and
Criterion C for engineering significance. The undertaking will not diminish the existing 1910 structures’
integrity of design, materials, workmanship, setting, location, feeling or association. Pursuant to §
800.5(b), Amtrak has determined that the project will have no adverse effect on historic properties.



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SOUTH TUNNEL NORTH TUNNEL

Figure 6 North River Tunnels - Typical Cross-Section Showing Relative Positions
of Tunnels (The Subways and Tunnels of New York: Methods and Costs, p. 47.)

AMTRAK Fire and Life Safety SCADA
PROJECT Replacement and Upgrading FIGURE NO. 6

SCALE NIA

URS PROJECT NO. PRJ29112351
SOURCE See Above ATTACHMENT 5



Figure 12a Hackensack Portals of Bergen Hill Tunnel (The New York Improvement and
Tunnel Extension of the Pennsylvania Railroad p. 26.)

Figure 12b Interior Showing Signal Apparatus (The New York Improvement and
Tunnel Extension of the Pennsylvania Rallroad p. 26.)

PROJECT AMTRAK Fire and Life Safety SCADA
Replacement and Upgrading

SCALE N/A

FIGURE NO, 12a and 12b

SOURCE See Above

URS

PROJECT NO. PRJ29112351

ATTACHMENT 5



Letter - New York State Office of Parks, Recreation, and Historic Preservation
March 7, 2011
Page 21

When completed, machinery in the Service Building included ten, 525 horse power water-tube boilers,
with an 11 foot diameter brick smoke stack that extends 50 feet above the roof and is carried on steel
framing from the basement. At first only five boilers and one smoke stack were installed, but five
additional boilers and another smoke stack were added over the next few years. Coal that fed the boilers
was delivered by railcar to a track in front of the plant and dropped into a hopper, elevated by belt system
to feeding hoppers and then into a bunker with a capacity of 1,000 tons, which was one week’s supply.
Ash from the boilers was dumped into concrete-lined hoppers that discharged into hopper cars that moved
on tracks to the 80-ton capacity ash bunker under 31* Street.

Water was obtained from one public and one private main, A backup supply came from the plant’s five
storage tanks having a combined capacity of 75,000 gallons. There was also a 5,000 gallon water tank on
the roof which was feed with water from the refrigerating plant and compressors. Distribution of water
was handled by three motor-driven centrifugal pumps having a capacity of 300 gallons per minute. Two
Nordberg-Corliss valve type air compressors, each with a capacity of 2,000 cubic feet per minute,
provided the compressed air for operating switches, signals, brake-testing in the yard, pumping in the
tunnels and for sewage ejectors and air cleaning machines.

Refrigeration needs for the station and yard were estimated to be equivalent:to the melting of 56 tons of
ice per day during the summer. This need was met by installing a complete plant in the service building,
consisting of two units each of 40 ton capacity, one unit being generally available as a spare. A water
filtration plant having a 400 gallon per hour capacity and a cooling and storage tank with a 700 gallon
capacity operated in connection with the refrigerator plant. The estimated five tons of wet kitchen garbage
and five tons of dry garbage that were generated per day were disposed of by the furnaces in the Service
Building’s incinerator plant.

Electrical power needed to be generated for station and tunnel lighting, heating, ventilating motors,
pumping motors, tunnel ventilation motors and power for the signal system. Two 1,000 kilowatt turbo-
generators provided the electricity through step-up transformers, three-phase alternative current, at | 1,000
volts and 60 cycles, to the building’s service power switchboard. The Westinghouse electrical turbines
housed in the building were at the time of construction the largest in the world.

Maintenance on this building and its equipment began to suffer with decreasing PRR revenues beginning
in the late 1940s. During the 1950s and 1960s, few repairs or updates were completed, In 1994, the
existing conditions of the building were thoroughly documented and are recorded as HABS number NY-~
5471-A, Much of the original mechanical equipment has been removed, with only isolated pockets
remaining.

The building has been determined eligible for listing in the NRHP by the New York State Historic
Preservation Office. Unfortunately, a visit to the New York SHPO and further communication did not



Bergen Hill Tunnels
(Constructed 1903 - 1908)

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(Constructed 1905 - 1910)

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Pennsylvania Railroad New York Improvement and Tunnel Extension Sections

AMTRAK Fire and Life Safety SCADA
PROJECT Replacement and Upgrading

sae 1S Tie URS PROJECT No. PRJ29112351
SOURCE — Google Earth Professional 2010 ATTACHMENT 2

Pennsylvania Railroad New York Improvement and Tunnel Extension



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Figure 2 General Track Plan of Pennsylvania Station (History of the Engineering,
Construction and Equipment of the Pennsylvania Rallroad Company's New York Terminal
and Approaches, p. 123.)
AMTRAK Fire and Life Safety SCADA
PROJECT Replacement and Upgrading FIGURE NO. 2
SCALE’ NA URS PROJECT NO. PRJ29112351
SOURCE See Above : ATTACHMENT 5



Letter - New York State Office of Parks, Recreation, and Historic Preservation
March 7, 2011
Page 20

that are significant to this resource. The resource maintains integrity of materials, workmanship and
design. This property retains sufficient historic integrity for listing in the NRHP.

NRHP Evaluation for the Pennsylvania Station Service Building

At242 West 31" Street between 7th and 8th Avenues, the Pennsylvania Station Service Building exists as
the only above-ground extant component of McKim, Mead and White’s Pennsylvania Station. Historic
American Buildings Survey (HABS) documentation number NY-547-A identifies this building as the
Pennsylvania Station, New York Terminal Service Plant, but also refers to the building as the Penn
Station Service Building throughout the October 1995 document.

The Pennsylvania Station Service Building is a steel frame structure clad in red brick and coursed,
dressed pink granite ashlar on the north fagade. The Neo-Classical styled building contains Doric
pilasters, heavy cornices and a superimposed attic story. The building is four stories tall above grade and
extends 49 feet below grade. The 16,000 square foot plan has a width of 160 feet and depth of 100 feet
(Attachments, Figures 19 and 20).

The Service Building was constructed as the primary power plant that served Pennsylvania Station. It
provided electricity, heat, light, and elevator hydraulics and compressed air and refrigeration. The
building’s interior fire wall separates its two main components: a boiler room and engine room. While
much of the original machinery and equipment is no longer used, the building still serves the Amtrak line
that runs in and out of Penn Station.

The Service Building was constructed as part of the Pennsylvania Station — the nucleus of the large New
York Improvement and Tunnel Extension of the Pennsylvania Railroad, completed in 1910. Architects
McKim, Mead and White designed the station and service building beginning in 1903 and the project was
completed in 1909. The service building powered the 1910 Pennsylvania Station, which was the largest
building in the world erected during a single continuous period of time. The post WWII decline in
railroad ridership and revenues resulted in the 1963 demolition of the station. The only remaining above-
ground feature of the Pennsylvania Station is this Service Building.

The massive scale of the Pennsylvania Station and associated infrastructure required a separate building
to provide power. Although the design is attributed to McKim, Mead & White, PRR engineers designed
the interior structural system, while the mechanical system was undertaken by Westinghouse, Church,
Kerr & Company. The lower levels of the plant contained the steam engines and turbines that generated
power for the station’s lights, track signaling, and traction power, along with cable in-lets, bus-bar
structures, cabling and switching equipment. The street level housed boiler rooms, coal bunkers, rotary
converters, transformers and the sub-station switch board. The upper levels contained the engine room
with generators, air compressors, hydraulic pumps, refrigeration compressors, and heating and circulation
pumps for the station (Attachment F,, Figure 21).


PENNSYLVANIA, NEW JERSEY &
NEW YORK RAILROAD COMPANY,
PENNSYLVANIA, NEW YORK &
LONG ISLAND RAILRUAD COMPANY,

NORTH RIVER DIVISION,
CROSS-SECTION OF TUNNEL
SHOWING

TRACK SYSTEM AND SCREW-PILE

Figure 10 North River Division - Cross Section of Tunnel Showing Track System and

Screw-Pile (New York Tunnel Extension - The Pennsylvania Railroad - Description of the
Work and Facilities p. 53.)

AMTRAK Fire and Life Safety SCADA
PROJECT calacenientand Upprading FIGURE NO. 10

SCALE N/A URS IPROJECT NO, PRJ29112351
SOURCE See Above ATTACHMENT 5



Letter - New York State Office of Parks, Recreation, and Historie Preservation
March 7, 2011
Page 19

Location is defined as the place where the historic property was constructed or the place where the
historic event took place. The subject property has not been moved; it retains its integrity of location,

Design is defined as the composition of elements that constitute the form, plan, space, structure, and style
of a property. Despite the addition of numerous lines of conduit and electrical lines installed over the
years, the property retains integrity of form, plan, space and structure, and is successful in communicating
its original function and design intent.

Setting is defined as the physical environment of a historic-period property that illustrates the character of
the place. The consecutive grouping of various components of the original tunnel extension retains its
original relationship to the railroad tracks and terminals that comprise the line. Thus, the property retains
integrity of setting.

Materials are defined as the physical elements combined in a particular pattern or configuration to form
the historic property during a period in the past. Even with the changes in electrification as well as the
physical changes and additions mandated for compliance with safety codes, these additional systems
and/or conduit related physical features are minor when examined in context of this huge railroad track
and tunnel system. As is evident in the photographs, there have been no substantial physical changes
made to the property, resulting in only minor loss of material. Therefore, the property retains integrity of
materials.

Workmanship is defined as the physical evidence of the crafts of a particular culture or people during any
given period of history. Despite more modern electrical and safety equipment installed over the years, the
property retains physical evidence of the construction techniques such as the trough-like design of the
tunnels and the concrete finish of its interior, associated with train-related structures of the early 20th

century.

Feeling is defined as the quality that a historic-period property has in evoking the aesthetic or historic
sense of a past period of time. The existing tunnels convey a sense of utility associated with early 20"
century transportation related structures. While some modern updates are obvious, these minor elements
and additions do not detract from the integrity of feeling.

Association is defined as the direct link between a property and the event or person for which the property
is significant. The property is directly associated with the New York Improvement and Tunnel Extension
of the Pennsylvania Railroad during the early 20" century.

In summary, the subterranean and subaqueous railroad tracks and tunnels associated with the New York
Improvement and Tunnel Extension of the Pennsylvania Railroad are significant under NRHP Criterion A
for transportation and Criterion C for engineering, and possess integrity of location, setting, association,
and feeling. The updates and modifications have not altered the structural and/or design characteristics


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Vol. |, p. 183.)

Figure 13 North River Tunnel - Details of Method of Drilling and Blasting and Plan
for Bench Heading (New York Tunnel Extension: Description of the Work and Facilities,

AMTRAK Fire and Life Safety SCADA
PROJECT Replacement and Upgrading FIGURE NO. 13
SCALE N/A
SOURCE See Above URS

PROJECT NO. PRJ29112351

ATTACHMENT 5



Correspondence Related to the Construction of Multiple Duct Underground Conduit System,
between Kearny Jet., N.J. to Woodside Avenue, Sunnyside Yard, Long Island, N.Y. (1930-
1932). Hagley Museum and Library, Wilmington, Delaware.

Correspondence Related to the Electrification, Millstone Junction, N.J. to Sunnyside Yards,
N.Y. (1929-1934). Hagley Museum and Library, Wilmington, Delaware.

Correspondence Related to Flood Protection (1942). Hagley Museum and Library,
Wilmington, Delaware.

Correspondence Related to the Installation of 12000 Volt Paper-Insulated, Two-=Conductor
Concentric, Lead-Covered Cables in the New York Tunnels. (1931-1934). Hagley Museum
and Library, Wilmington, Delaware.

Correspondence Related to the New York Improvement and Tunnel Extension of the
Pennsylvania Railroad (1902-1910). Hagley Museum and Library, Wilmington, Delaware.

Leahy, James W. 1910. Railroad Track Construction. Hagley Museum and Library,
Wilmington, Delaware.

Leahy, James W. 1910. Safe Track, Hagley Museum and Library, Wilmington, Delaware.

Minutes of the Board, Volume 3 (April 18, 1941-April 12, 1951). Hagley Museum and
Library, Wilmington, Delaware.

Scrapbook Pages. Hagley Museum and Library, Wilmington, Delaware.

Tunnels: Comparisons with Hudson and Manhattan RR Tunnels (Correspondence and
Drawings). Hagley Museum and Library, Wilmington, Delaware.

Pennsylvania Railroad Company Papers. Hagley Museum and Library, Wilmington, Delaware

Pennsylvania Railroad construction photographs, 1903-1910 collection, Archives Center,
National Museum of American History, Smithsonian Institution.

Press Publishing Company Pulitzer Building New York. 1909. The World 1910 Almanac and
Encyclopedia. New York, New York: The Press Publishing Co.

Railroad Museum of Pennsylvania, Pennsylvania Historical and Museum Commission,
Lancaster County, Pennsylvania.

Ringwalt, John Luther. 1888. “Construction of Railway Tunnels.” Development of
Transportation Systems in the United States. Philadelphia, Pennsylvania.

Stern, Robert with Gregory Gilmartin and John Massengale, 1987. New York 1900, New York:
Rizzoli International Publications, Inc.


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Figure 1 Diagram of Pennsylvania Tunnel System Between New Jersey and Long
Island - Arrow Shows Where Connection Will be Made in North River
(Penny's North River Tunnel a Marvel of Skill - New York Times, Sept. 9 1906.)
AMTRAK Fire and Life Safety SCADA
PROJECT ‘ps oiacement-and Upgrading FIGURE NO. 1
SCALE NIA

SOURCE

See Above

PROJECT NO. PRJ29112351

ATTACHMENT 5