(e.g.: Kingston Tunnel). When use of double-stack container trains became prevalent, only the center portion of the tunnel roof or 'ceiling' directly over the track was raised to permit tall double stack intermodal / container trains to use that tunnel. The part of the ceiling where the roof meets the sidewall was not raised. If double tracking is reinstated, the existing track down the center would need to be realigned to one side of the tunnel (to its original double track alignment) to permit the other track to be re-installed. This would now require either the entire width of the tunnel roof to be raised, or the full width of the roadbed lowered to permit double stack intermodal / container trains to use these tunnels. New Jersey Transit commuter rail proposal While the Northern Branch Corridor Project has proceeded to the EIS Stage, the West Shore Route is still proposed. The route holds great promise since it travels through the heart of New Jersey Transit Bus Operations Midtown "commutershed", with four bus routes (165,167, 168 & 177) running well beyond capacity. The right-of-way has space for four tracks from Croxton Yard northwards to Dumont. Issues in starting commuter rail service are: CSX owns the trackage and uses them heavily to link the NYC area to their national network at Selkirk yard in upstate New York. CSX offered to allow NJ Transit use of the ROW if the agency constructed sound barriers along the entire length of track for commuter operations. A City Terminal is not connected to this line, since the Weehawken and Pavonia Terminals were demolished decades ago. A loop connecting this line with the North River Tunnels into New York Penn Station where the West Shore Tracks pass under the Northeast Corridor just south of NJ Route 3 and Tonnelle Ave would directly connect this line into New York Penn Station. This configuration would provide a 25-minute travel time to New York Penn Station, but would bypass Secaucus Junction, leaving the West Shore with no transfer connection to the rest of New Jersey other than a possible transfer station on Tonnelle Ave with the Hudson Bergen Light Rail. With these considerable construction issues, as well as no available space in New York Penn Station for West Shore Line trains, this proposal was put on hold until capacity into New York is increased (with the completion of the proposed