Narrow Gauge Division.

(Inspected June 14, 1899.)

The Narrow Gauge Division of the Central New York and Western Railroad extends from Olean to Bolivar, a distance of 18 miles.

The road is single track, 3-foot gauge, and laid with steel rail 56 pounds to the yard, and iron rail 25, 30 and 35 pounds to the yard. The 56-pound rail is connected by angle plates 21 inches in length, with 4 bolts; the 25, 30 and 35 pound rail is connected by fish plates 14 and 15 inches in length, with 4 bolts. There are about 5 miles of the track laid with the 56-pound steel rail; it is laid principally on curves, and the lighter iron rail is laid upon tangents and in sidings and yards. The ties in main track are largely chestnut and cedar, a few oak and some hemlock; they are 6 x 8 inches and mostly 8 feet in length; a few are 6 feet in length. The ties in sidings and yards are hemlock, chestnut and cedar, and are of same dimensions as those used in main track. Fifteen ties are used to a 30-foot rail. The maximum curve is 28 degrees. The maximum grade, 110 feet per mile. The cuts are nearly all full width and slope; a few are narrow. The embankments are of fair width and slope. Some ditches are nearly filled, and ditching generally is deficient; no sub-drainage in use. The ties are in poor condition; about 25 per cent. should be renewed this season, and in many places new ties should be put in at once, in order to make the track reasonably safe. The ties are full spiked, but many ties are so rotten that the spikes do not hold. The switch ties are also bad, and many entirely new sets are needed. The 56-pound steel rail is in fair condition for the rate of speed maintained (about 20 miles per hour); the lighter iron rail is much worn and badly bent; this rail should be replaced, as it is too far gone to be fit for further use in track. Angle and fish plates are full bolted; some bolts have nuts loose. The joints, line and surfacing are poor. Curves are properly elevated for moderate speed. Gravel ballast in very limited quantity is used. The switches are stub. Frogs are rigid. Switch stands have targets and are well painted. The frogs and guard rails are not blocked.

The Western New York and Pennsylvania Railroad is crossed at grade at "White House." Movement of trains over crossing is controlled by cross-board on high pole located at the crossing. When the board is in a horizontal position, train on the Western New York and Pennsylvania Railroad has right to cross; when the board is in a diagonal position, train on the Central New York and Western Railroad has right to cross. All trains on Central New York and Western Railroad come to full stop before

going upon the crossing, and then proceed when the signal is in position giving them the right to cross. Trains on the Western New York and Pennsylvania are reported as not stopping.

The right of way is not all fenced. Where stock is pastured fences are fair, but opposite grain fields and meadow lands the fences are poor and, in some cases, entirely lacking. Trees, brush and weeds are cut and the right of way fairly clean. condition of yards is medium.

The

Bridges, trestles and open culverts require many repairs; they are principally constructed from hemlock timber, and some poor or decayed timber was found in many of them. New timbers are being put in in place of those needing most repairs, and arrangements are made for repairing others. The superintendent and his employees appear to thoroughly understand what is needed and are doing what they can, with their limited means, to keep all repaired. There are no cattle guards.

The stations are in fair condition, are clean and tidy. There is a sign on each giving name of same. All are small stations. Agents are not uniformed, but wear a badge. Station grounds are fairly clean. Station platforms are plank and are in fair condition. There are no mile or whistle posts. The equipment consists of two locomotives, weighing about 25 tons each, 4 coaches, 2 baggage and about 35 box and flat cars. The passenger cars are in good condition; they have automatic couplers, are heated by stoves and lighted by oil lamps. The freight cars have pin and link couplers and hand brakes. The length of each section is 9 miles, and a foreman and 5 men are regularly employed upon each. At the present time the force is increased 3 men to each section. Section men are provided with flags and lanterns. The highways are generally well planked. The crossing signs are boards, with 6-inch letters. An overhead bridge in Olean yard has but 18 feet clearance above the rail, and no warning signals are placed to notify trainmen of danger.

Recommendations: That extensive tie renewals be promptly made; that the worn and bent iron rail in main track be replaced by new rail; that all decayed timber in bridges and trestles be taken out and new put in its place; that crossing signs be made legal as to lettering, etc.; that warning signals be placed each side of the low overhead bridge at Olean.

A copy of this report was sent to the company, with a letter making the recommendations of the inspector the recommendations of this Board. The company informed the Board that the entire line of railroad was to be rebuilt.

CHATEAUGAY RAILROAD.

(Inspected July 10 and 11, 1899.)

The Chateaugay Railroad extends from Plattsburgh to Lake Placid, a distance of 82.75 miles. The road is single track, and three-foot gauge, excepting that portion from Saranac Lake to Lake Placid, where a third rail standard gauge is laid, to accommodate the cars of the Mohawk and Malone Railway, which are run upon the tracks of the Chateaugay Railroad between those points. A third rail standard gauge is now being laid from Plattsburgh to Cadyville, a distance of about twelve miles, and into mills between those points. The rail is steel, weighing 46, 56, 62 and 65 pounds to the yard. The 46-pound rail is connected by McKenzie joints or by angle plates 20 inches in length with 4 bolts; the 56-pound rail by fish plates 22 inches in length, with 4 bolts, and the 62 and 65 pound rail by angle plates 19 x 24 inches in length, with 4 bolts. The ties in narrow gauge are 6 x 6 inches and 6 feet in length. Where third rail is laid the ties are 6 x 6 inches and 8 feet in length. They are nearly all spruce; a few hemlock are used. Sixteen ties are laid to a 30-foot rail. The cuts are taken out to proper width and slopes. The embankments are generally full width; a few are narrow and should be reinforced. The roadway is well ditched. The ties are in very good condition and very few will require renewing this season, excepting between Saranac and Lake Placid, where about ten per cent. should be replaced. There are no tie plates in use. The 46 and 56 pound rails are considerably worn, especially at the joints; the 62 and 65 pound rails are in fair condition. Angle and fish plates are generally full bolted, but too many bolts have loose nuts, which should be screwed up and kept tight. Many joints of the worn rail are low; the joints of the heavier rail are in fairly good surface, and the general surface of track is very fair, as is also the alignment. The road winds among the mountains, and abounds in sharp curves and heavy grades. The maximum curve is 16 degrees at Cadyville, and the maximum grade 170 feet to the mile near same place. All curves are well lined and have about right elevation for speed of trains maintained. The switches are mainly stub, only a few point being used; they are in very good condition. Switch stands are nearly all rigid; a few lack targets and have no attachment for holding lamp. The frogs are rigid. Frogs and guard rails are not blocked. The track is ballasted with sand and gravel in fair quantity. Many shims remain which should be removed.

A branch track of the Delaware and Hudson Company's railroad crosses the main track of the Chateaugay Railroad at grade near Plattsburgh, and is protected by ball signal. Chateaugay trains do not stop where signal is in their favor.

A portion of the right of way is fenced, but the fences are in very poor condition. A large part of the county through which the road runs is wilderness, and there no fences are maintained. The right of way is well cleared from Plattsburgh to Lyon Mountain; beyond that point the clearing is narrow and much brush and small trees remain. The yards and sidings are in fair condition, with very little old timber or rubbish lying about. The highway crossings are in fair condition; a few need new planking. The long board and diamond-shaped crossing signs are used; a few crossings have no signs, and quite a number need painting; the letters are of the proper size. Warning signals are placed where overhead obstructions are less than 20 feet above the rail. There are no cattle guards in use. Whistle posts are located at proper places; many of them are dim and should be painted. There are no mile posts.

There are but three spans of iron bridges on the road; they are in good condition excepting lack of paint. There are 12 timber trestles, from 75 to 1,000 feet in length and 10 to 40 feet in height; the timber is spruce and much of it is partially decayed. Considerable repairs have been made and more are contemplated. The structures are not unsafe at the present time, but will require careful watching and frequent repairs; in fact, the time has arrived when it is not economical to repair further, and they should be rebuilt or filled. The culverts, cattle passes, etc., are generally in good condition; many of them have been recently renewed and all are being properly cared for. The sections are 5 miles, and a foreman and four men are employed upon each. Flags and torpedoes are furnished each gang. Regular track walkers are not employed. The stations are neat and clean and in good sanitary condition. There is a sign upon each giving its name. The larger stations are furnished with drinking water; small ones are not. Time tables are posted, The agent can furnish checks to all points to which he sells tickets. The station platforms are plank and in good condition, excepting the one at Russia, which is to be renewed soon. The station grounds are in fair condition. Station employees wear uniforms.

The coaches are in good condition, with drinking water in each. They are furnished with tools, which are properly located in centers of the cars. The cars are equipped with automatic couplers and air brakes, are heated by stoves and hot water and lighted with oil lamps. Freight cars are in fair condition. About three-fourths are equipped with automatic couplers and the balance are to be fitted out soon; all have hand brakes. Grab irons are on the sides and ladders on the ends of box cars. Four-wheel ore cars are used between the mines at Lyon Mountain and

Plattsburgh. Car repairers, when at work, are protected by a blue flag.

Recommendations: That the much worn and battered light rails be replaced; that missing track bolts be supplied, and all loose nuts be screwed up tight and kept so; that all switch stands have targets with proper attachments for lamp; that the iron bridges be cleaned and thoroughly painted, and that the trestles be carefully watched and thoroughly repaired, renewed or filled promptly.

A copy of this report was sent to the company, with a letter making the recommendations of the inspector the recommendations of this Board. The company replied that the recommendations would be complied with without delay.

COOPERSTOWN AND CHARLOTTE VALLEY RAILROAD.

(Inspected July 27, 1899.)

The Cooperstown and Charlotte Valley Railroad extends from Cooperstown to Davenport Center, a distance of 23.99 miles. The road is single track, standard gauge, and laid with 56-pound steel rail. The rail on about eighteen miles of the road is connected by angle plates 22 inches in length, with 4 bolts; and on the remaining portion of the road about six miles by fish plates 22 inches in length, with 4 bolts. The ties, about 70 per cent. chestnut and 30 per cent. oak, are 6 x 9 inches and 8 feet in length, and 16 are laid to a 30-foot rail. The cuts are taken out to proper width and slopes. The embankments are full width, with proper slopes, excepting on that portion of the road from Davenport Center to Cooperstown Junction, where a portion of them are somewhat narrow and slopes steep. These embankments are being reinforced with materials taken from ditches and side of cuts. The ditches are in very fair condition. No subdrainage is used. The ties are in very fair condition; about 11,500 were renewed last season and 9,300 have been renewed this season. More new ties are on hand and will be put in as rapidly as possible. No tie plates are used. The rail is very good, excepting about three miles at the Davenport Center end of the road, where it is very much worn, especially at the joints. The angle and fish plates are full bolted, but many of the nuts should be tightened. The line and surface of the track are fair, curves are well lined and have regular and fair elevation. The general alignment is good. The maximum curves are about four degrees. The maximum grades are about 80 feet to the mile. Main track switches are all split point; yard switches are stub.