The scheme of Mr. Corbin for a subway connection, between Flatbush Avenue and the Jersey City Station of the Pennsylvania Railroad, for local transit, took form in 1892, and, jointly with the Pennsylvania interests, railroad companies were incorporated in the respective States to build a tunnel from under the Jersey City Station, under the Hudson River to Cortlandt Street, New York City, thence under Maiden Lane, the East River, and Pineapple and Fulton Streets, Brooklyn, to a location at or near Flatbush and Atlantic Avenues. On May 9th, 1893, these companies were merged into the Brooklyn, New York and Jersey City Terminal Railroad Company, and estimates and reports on the construction were made ready by the writer in association with Mr. Rea, pending application for the franchises. The panic of 1893, occurring about that time, checked further progress on this scheme, and, before it could be revived again, other important projects for reaching New York City were given consideration. That part of Mr. Corbin's plan contemplating a subway under Atlantic Avenue in Brooklyn to the present Flatbush Avenue Terminal was not a new idea, as a tunnel had been built in 1845 and operated under a portion of Atlantic Avenue, but later it was filled up. Plate IV, reproduced from a crayon sketch which was the property of the late William H. Baldwin, Jr., is a view of this tunnel. In conjunction with schemes for river tunnels, complete plans for rapid transit subways for New York City, very much on the line of the present rapid transit subways, were also prepared for Mr. Corbin by the writer. These plans provided a system of deep tunnels in rock, entirely below the plane of quicksand, and at the Battery the lines were to connect directly into the tunnels to Long Island and New Jersey, respectively, and the stations throughout, where the rock was at a deep level, were to be fitted with elevators, grouped as suggested in Plate V, using private property on each side of the street at station locations--one side for north-bound and the other side for south-bound traffic. These plans were submitted to the first Rapid Transit Commission, and, after long consideration, were rejected by that Commission because they provided for the construction of the tunnels by a private company, notwithstanding Mr. Corbin gave the Commission assurances of ample financial means to carry the work to completion.