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The tunnels were built in the first decade of the 20th century as part of the New York Tunnel Extension.The original plan for the extension which was published in June 1901, called for the construction of a bridge across the Hudson River between 45th and 50th Streets in Manhattan, as well as two closely spaced terminals for the LIRR and Pennsylvania Railroad (PRR).
The tunnels rise slightly towards their centre, which are about 16 m higher. The north portal is 253.73 m above sea level and the tunnels then initially ascend on a gradient of 0.1% for about 2,433.5 m and towards the centre, the gradient rises at 0.54% to the 3,280.8 m point. At this point, the tunnels reach their highest point of 269.43 m.
The association covers modelling British narrow-gauge railways in the following gauges: O16.5.O scale on 16.5mm track, representing 2 ft 4 1 ⁄ 4 in gauge. This scale is widely used to model railways of 2 ft (610 mm), 2 ft 3 in (686 mm) and 2 ft 6 in (762 mm) gauges. [1]
On December 12, 1872, workers opened the east portal tunnel to the Central Shaft-dug tunnel, which were aligned within 9 ⁄ 16 inch (1.4 cm): a tremendous engineering achievement at that time. On November 27, 1873, the remainder of the tunnel was opened to the west portal tunnel.
The tunnel was repaired thereafter and widened to make way for standard gauge trains, which would begin using the tunnel in 1909. The western portal was also replaced due to the earthquake and a brick ceiling was installed for the first three hundred feet of the tunnel to prevent collapse from the sandstone present there. The brick ceiling is ...
A magnitude 7.2 ripped through Kobe Japan in 1995, leaving no damage to the tunnels themselves. Entry portals sustained minor damages, however these damages were attributed to inadequate earthquake design that originated from the original construction date of 1965. In 2010 a magnitude 8.8, massive by any scale, afflicted Chile.
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