th avenue facade, which faces the reader in the acillustration, is intended for the main entrance. As the Doric colonnade of which it is composed is doubled ge entrances, at the corners and at the main entrance ans at the center. Each of the columns is 35 feet high Leter of four feet six inches.

ral entrance on Seventh avenue leads to the main waitrough an arcade 225 feet long by 45 feet wide, flanked les by shops. At the west end of the arcade are the , lunch room and cafe, and beyond are the general om and concourse, the latter on the first level below In front of the entrance to the station on Thirty-third lway in the block, a wide private street has been cut o give direct communication with Thirty-fourth street, >ne of the important crosstown thoroughfares of the city. f the many noteworthy features of this station is the waitwhich extends from Thirty-first to Thirty-third streets, parallel to Seventh and Eighth avenues for over 314 feet. feet wide and gets a height of 150 feet by reason of its ing above the main body of the building. As seen in the ve view illustration, each side of these walls contains mi-circular windows with a diameter at the base of 66 feet 3. The end walls have similar windows.

allel to and connecting with the main waiting room by a noroughfare is the concourse, a covered assembling place 00 feet wide, extending the entire width of the station and Thirty-first and Thirty-second streets. It is directly over acks on which the trains arrive and depart and forms the ule to them from which stairs descend to each of the train rms. All of its area is open to the tracks, forming a court340 feet by 210 roofed by a dome of iron and glass. elow the main concourse and eighteen feet above the train orms is the exit concourse to be used for egress purposes only. connected with each train platform by one elevator and two ways, and a moving stairway leads from it to the north ence of the station.

By means of this exit concourse provision has been made for complete separation of incoming and outgoing traffic above train platform level. It is designed that traffic may enter or ve the building on any of the four adjoining streets and avees, thereby avoiding congestion.

The Seventh avenue facade, which faces the reader in the accompanying illustration, is intended for the main entrance. As will be seen, the Doric colonnade of which it is composed is doubled at the carriage entrances, at the corners and at the main entrance for pedestrians at the center. Each of the columns is 35 feet high with a diameter of four feet six inches.

The central entrance on Seventh avenue leads to the main waiting room through an arcade 225 feet long by 45 feet wide, flanked on both sides by shops. At the west end of the arcade are the restaurants, lunch room and cafe, and beyond are the general waiting room and concourse, the latter on the first level below the street. In front of the entrance to the station on Thirty-third street, midway in the block, a wide private street has been cut through to give direct communication with Thirty-fourth street, which is one of the important crosstown thoroughfares of the city.

One of the many noteworthy features of this station is the waiting room, which extends from Thirty-first to Thirty-third streets. its wall parallel to Seventh and Eighth avenues for over 314 feet. It is 109 feet wide and gets a height of 150 feet by reason of its walls rising above the main body of the building. As seen in the bird's-eye view illustration, each side of these walls contains three semi-circular windows with a diameter at the base of 66 feet 8 inches. The end walls have similar windows.

Parallel to and connecting with the main waiting room by a wide thoroughfare is the concourse, a covered assembling place over 200 feet wide, extending the entire width of the station and under Thirty-first and Thirty-second streets. It is directly over the tracks on which the trains arrive and depart and forms the vestibule to them from which stairs descend to each of the train platforms. All of its area is open to the tracks, forming a courtyard 340 feet by 210 roofed by a dome of iron and glass.

Below the main concourse and eighteen feet above the train platforms is the exit concourse to be used for egress purposes only. It is connected with each train platform by one elevator and two stairways, and a moving stairway leads from it to the north entrance of the station.

By means of this exit concourse provision has been made for the complete separation of incoming and outgoing traffic above the train platform level. It is designed that traffic may enter or leave the building on any of the four adjoining streets and avenues, thereby avoiding congestion.

The main baggage room, with 450 feet of frontage, is located on the same level as the general waiting room under the space occupied by the arcade and restaurants on the plane above. Baggage is delivered to and taken from trains through a special subway. From the baggage room trunks are delivered to the tracks below by motor trucks and elevators. Motor cabs also will be stationed on this level.

The eleven passenger platforms are on the third level, some 36 feet below the surface of the street. Here the English practice of a platform raised to the floor of the cars has been adopted.

The northern side of the station, extending along Thirty-third street, has been assigned to the Long Island Railroad with separate entrances, exits, ticket offices, etc., so that its large suburban traffic can be handled independently.

The maximum capacity of all the tunnels running into this station has been placed at 144 trains per hour and the initial daily service consists of about 600 Long Island and 400 Pennsylvania trains daily.

When the new station of the New York Central is completed, New York will be able to boast the two railway stations whose cost, magnitude and modern conveniences surpass those of any other city. In architectural beauty and impressiveness the Pennsylvania station is without a peer in industrial buildings and takes high rank with the classic structures devoted to art, religion and government.

According to the last annual report of the Pennsylvania Railroad Company "The total cost of this extension to December 31, 1910, including real estate not permanently required for its use and conservatively estimated to be worth between seven and eight million dollars, and not yet disposed of, is $112,965,415.52, of which $47,400,000 has been charged against net income and profit and loss, and as explained in previous reports, $10,000,000 has been borne by the Pennsylvania Company and charged against its profit and loss account.

[NOTE: As this issue of The Railway Library goes to press another colossal passenger station in Chicago, occupying three city blocks, has been completed for the Chicago & Northwestern Railway Company to meet the public demand for costly but unremunerative modern requirements and conveniences. A description of their latest tribute to the insatiable "Spirit of Progress" will appear in the Library for 1911.]