passenger station, the Van Sweringens purchased more rights-of-way that gave them access to the area below the southwest corner of Cleveland's Public Square. Again, the Van Sweringens planned another city within a city to solve their rail dilemma; the result was the Union Terminal Complex, a mix of high-rise offices, shopping, and hotel aboveground, with a train depot and rapid station below grade. The centerpiece of this massive complex was named Terminal Tower, which was the second tallest skyscraper in the United States at the time of its completion. The Terminal Tower The Van Sweringens realized that if their plans for a Public Square station were to succeed, they would have to include all the electric railways – streetcars, rapid transit, and interurban lines – as well as local freight and warehousing facilities. Following the suggestion of an official of the Baltimore & Ohio Railroad, they added plans to include steam railways. On March 1, 1917, the engineers of the Erie Railroad, the Nickel Plate, and the Cleveland Terminal Company reported that a new freight-and-passenger terminal located on Public Square in downtown Cleveland would be economical. The plan provided twelve stub-end tracks for the steam passenger trains, with loops for local and interurban cars above. The space above the tracks was to be developed for stores and office buildings. In 1918, A.H. Smith, the Eastern Director of the United States Railroad Administration and the president of the New York Central Railroad, asked whether or not the proposed facility could be sufficiently enlarged to include the railroads using the lakefront station. Thus, it was Smith who initiated the idea for a "Union Station" on Public Square. In 1919, the Pennsylvania Railroad withdrew from the project. Smith, in his capacity as the president of the NYCRR, allied with the Van Sweringens, and fiercely opposed Pennsylvania Railroad. In 1923, the Van Sweringens announced their plans to build The Terminal Tower (a tall building to increase office space) over the Union Station to compare to the Woolworth Building in New York City. It was necessary to design the buildings to avoid vibrations from the trains below. Construction began in 1926 as 16 caissons each went down 200 to 250 feet (60 to 75 m) to support the weight of the building. Construction was completed in 1930. In 1973, Amtrak chose to move out of the station, instead serving a small station along the lake