the logos of PRR and H&M to show their partnership. Until 1922 the PRR also operated a shuttle service from Manhattan Transfer to New York Penn, using six converted MP-54 cars. A spate of serious accidents involving H&M trains took place at Manhattan Transfer in the 1920s. A collision between two PRR trains occurred at Manhattan Transfer on October 27, 1921, injuring 36 people. The cause was heavy fog covering a train signal. Less than a year later, on August 31, 1922, heavy fog caused another collision. This time, the collision was between two H&M trains; fifty people were injured, including eight who were seriously injured. Another collision between two H&M trains near the station on July 22, 1923, killed one person and injured 15 others. A crash between two PRR trains occurred at the station on February 24, 1925, killing 3 and injuring 32 more. Decline Manhattan Transfer was built mainly because PRR trains needed to switch to electric locomotives. In 1913 the PRR's board voted to electrify its main line in the Philadelphia area using an 11 kV overhead catenary system. This had to do with the PRR's cumbersome operations at Broad Street Station in Philadelphia, where trains had to enter and leave the terminal from the same side, and congestion frequently arose because of the length of time needed for steam locomotives to switch directions. Tracks at Manhattan Transfer were originally electrified with 650 V third rail, which was used by PRR electric trains to Penn Station and Exchange Place, and by H&M trains between Park Place and Hudson Terminal. In 1928 the PRR and the Newark government agreed to build a new Newark Penn Station to replace three stations: Manhattan Transfer, Park Place, and the PRR's Market Street station in Newark. Newark Penn was to be a quarter-mile south of Park Place. The H&M would be extended to Newark Penn via new approach tracks over the Passaic River, and H&M and PRR passengers would be able to connect at Newark Penn instead of Manhattan Transfer. Contracts to electrify the PRR tracks south of Manhattan Transfer with 11 kV overhead wires were awarded in 1929. Two years later, in light of low interest rates and high unemployment, the PRR's president announced plans to speed up the electrification project, with plans to complete it in two and a half years instead of four. In addition, new approach tracks