When the piling was finished, a pontoon 35 feet wide, 106 feet long, and 12 feet deep was built between the wharves, and upon a separate platform or deck on it the upper half of the cast-iron shells were assembled, their ends closed by steel-plate diaphragms and the whole covered with concrete. The pontoon was then submerged several feet, parted at its center, and each half drawn out endwise from beneath the floating top of the tunnel. The latter was then loaded and carefully sunk into place, the connection with the shore section being made by a diver, who entered the roof through a special opening. When it was finally in place, men entered through the shore section and cut away the wood bottom, thus completing the caisson so that work could proceed below it as before. Three of these caissons were required to complete the east end of the crossing. [Illustration: LOOKING UP BROADWAY FROM TRINITY CHURCH--SHOWING WORKING PLATFORM AND GAS MAINS TEMPORARILY SUPPORTED OVERHEAD] The construction of the approaches to the tunnel was carried out between heavy sheet piling. The excavation was over 40 feet deep in places and very wet, and the success of the work was largely due to the care taken in driving the 12-inch sheet piling. [Sidenote: _Methods of Construction Brooklyn Extension_] A number of interesting features should be noted in the methods of construction adopted on the Brooklyn Extension. The types of construction on the Brooklyn Extension have already been spoken of. They are (1) typical flat-roof steel beam subway from the Post-office, Manhattan, to Bowling Green; (2) reinforced concrete typical subway in Battery Park, Manhattan, and from Clinton Street to the terminus, in Brooklyn; (3) two single track cast-iron-lined tubular tunnels from Battery Park, under the East River, and under Joralemon Street to Clinton Street, Brooklyn.