of New York and New Jersey. Alternatives Prior to the study conducted by the USCG and the NYSDOT, options to ameliorate the issue included a new rail tunnel under the Hudson River, the rehabilitation of the Poughkeepsie Bridge, the use of the North River Tunnels, a cross-harbor rail ferry, the use of low-profile piggyback equipment and the use of the Harlem, New Haven, and Hudson Divisions through the removal of clearance restrictions. All of the options, with the exception of the options to remove clearance restrictions were quickly rejected. The Harlem Line option was dismissed since it would have required the lifting of 53 bridges, with many of the bridges to be lifted located every other block in a -long stretch in the Central Bronx, requiring the lifting of adjacent streets and properties. The New Haven Line option was dismissed due to a conflict with passenger service as the line's catenary would have to be raised, requiring a great expenditure and disrupting service on the Northeast Corridor. Multiple alternatives were considered to achieve the project's goals during the project's engineering studies, all using the Hudson Division between Selkirk and Highbridge Yards. The alternatives decided upon took into account expected expansion of commuter and intercity passenger service through Mott Haven Junction during most of the day, which would have hindered service via the Port Morris Branch. Three options were considered, but were dismissed at the beginning of the planning process. The Zig Zag Route would have made improvements to the existing Port Morris Branch, including the installation of crossovers, the raising of bridges in some locations, and the depression of the track in others. This option was deemed unacceptable due to conflicts with passenger traffic along the route, and Conrail and the MTA informed NYSDOT that they would refuse to consider clearance improvements along this route due to the conflicts. Projects for passenger traffic in 2000 would have limited freight movement along this route to a few hours at night. The 138th Street Connector would have connected Harlem River Yard with the Hudson Division at East 138th Street, avoiding Melrose Junction, and like the Zig Zag route, it would have required the installation of crossovers, the raising of bridges in some locations, and the depression of the track in others. This route would have also resulted in conflicts with passenger service, albeit somewhat less than the Zig Zag Route. This route