The tunnel engines left the cars on a track just outside the portal, from which they were made up into trains of from 6 to 8 cars and taken to the dump or crusher by the large “dinky.” The muck from the Central Shaft headings was loaded by hand into cars similar to that shown by Fig. 5, but smaller and having no door at the forward end. A double elevator took the cars to a platform about 20 ft. above the surface, where they were dumped by revolving platforms, similar to those at Weehawken, into storage bins or directly into wagons. The muck was all hauled away in wagons; part of it was used to fill some vacant lots, and part was hauled to the crusher at the Western Portal. The method under which the best results were obtained was that in which a full round was blasted every 36 hours, securing an advance of practically 9 ft. of full section. During the first shift of the three, as soon as the blasting had been completed and lights strung, the shovel was moved forward, and cleaned up the floor to the main pile of muck, the material from the blast being scattered from 150 to 300 ft. back from the face; during this shift, also, the drillers mucked the heading and set up their drills, the muckers helping to carry in the columns and drills. During the second shift the main pile of muck was disposed of, leaving not more than 2 or 3 hours’ work for the shovel on the third shift. This left nearly the whole of the third shift for drilling the lift holes. _Ventilation._--At Weehawken considerable difficulty was caused by fog and smoke accumulating in the tunnels after blasting. This was generally worse on days when the barometric pressure was low outside, and worse in the North than in the South Tunnel. A 6-ft. fan, driven by an electric motor, was installed in the cross-passage at Station 274, 900 ft. from the shaft, the headings at that time being about 300 ft. in advance of this point, to force the air from the South into the North Tunnel, drawing it in at the mouth of the South Tunnel and discharging it at the mouth of the North Tunnel, thus insuring a circulation in both tunnels, as shown in plan by Fig. 8. [Illustration: Fig. 8.]