_The Best Yardage._--The largest number of yards taken out in any one week from one working face was 1,087, equivalent to 56.6 lin. ft. of full section, or an average of 8.1 lin. ft. of full section per day. This was bench and enlargement only (Central Shaft headings) in the North Tunnel, Hackensack, for the week ending October 19th, 1907. The largest yardage for the whole work in any one week was 3,238 cu. yd. from four working faces--two at Weehawken in full section and two at the Hackensack bench and enlargement (Central Shaft headings). This was equivalent to 168.4 lin. ft. of full-section tunnel, or an average of 6 ft. per day from each working face. _The Best Month’s Work._--The best month’s work with each of the four methods of drilling the headings, as shown in Figs. 1, 2, 3, and 4, where the work was straight forward and the full section was being taken out, was as follows: Method No. 1 About 90 ft. in sandstone. ” No. 2 ” 100 ” in trap. ” No. 3 ” 137 ” in trap. ” No. 4 ” 145 ” in trap. In regard to these figures it should be noted, as stated previously, that the organization of the men and plant was not properly completed until near the time Method No. 4 was put in operation. In Fig. 9 is shown graphically the relation of the progress to the time elapsed in the North Tunnel, the diagram for the South Tunnel being almost exactly the same. PLANT. The plant installed by the John Shields Construction Company, and taken over by Mr. Bradley, was composed very largely of second-hand material, and eventually most of it had to be replaced. Insufficient and inefficient plant and delay in installation were largely responsible for the small progress made by the Shields Company, and Mr. Bradley’s endeavor to utilize this plant not only caused much delay during the first 8 or 10 months after he started work, but also involved large expense. _Power Plant._--At Weehawken the plant installed by the Shields Company consisted of three old locomotive boilers, each having a nominal capacity of about 125 h.p., and one Rand and one Ingersoll-Sergeant compressor, each of a rated capacity of about 1,250 cu. ft. of free air per min. compressed to 100 lb. To this Mr. Bradley added two more second-hand locomotive boilers, and another Rand compressor of the same type and capacity as the first. The theoretical steam capacity of each of the five old locomotive boilers was about 4,250 lb. per hour, or a total capacity of 21,250 lb. per hour. [Illustration: Fig. 9. PROGRESS PROFILE--NORTH TUNNEL] Theoretically, the demand on this steam was: Pounds per hour.