INSPECTIONS.

The following reports are condensations made by the inspector from his field notes. The field notes themselves are filed in the office of the Board, and show in very much greater detail the conuition of the structures and roadbed.

ADDISON AND PENNSYLVANIA RAILWAY.

This road was "broad gauged " last fall. It extends from Addison, N. Y., where connection is made with the New York, Lake Erie and Western railroad, to Galeton, in Pennsylvania, a distance of forty-six miles, ten and one-half miles of which are in this State. The improvements necessitated by widening the gauge have been many. Nearly all of the structures have been renewed and made stronger. Sixtypound steel is largely laid, though some fifty-six pound was noted. At Addison was noted a new metal turntable sixty feet long, an addition to the passenger station, and some new siding. The inspection began at the State line. The sleeper life is generally strong, though short spaces were noted where the ties should be renewed immediately, many being not able to hold a spike. The highway gradecrossing signs were found in good condition. There is no ballast of moment upon this road, the track adjustment in consequence is only fair. Not enough attention is given to the joint fastenings or spiking upon the structures. There are a number of mountain streams crossed by trestle work. These streams in freshet time are particularly dangerous to the bents, which, in some instances, are not parallel with the flow of the water. It is suggested that girder or truss spans be_constructed at each of these points, so as to give ample waterway. Piers of stone at present support the bents, but the material in the bed of the streams is susceptible of easy displacement, and there is great danger of washout and accident during flood time. The above suggestion is necessitated the more because of the steep grades of the creek bed, the shifting nature of the sub-material, and the liability of heavy driftwood and logs being washed down the mountain sides. The smaller structures, which have stringers not directly under the rails, should be overhauled, and the approaches also widened and made secure. The Dignan trestle, twenty-nine bays, over ravine and creek, is on a curve and in a dangerous location in time of high water, as referred to above. The timber is large and ample in dimensions, and all bents rest on piers of small masonry. The Freeman trestle, seventeen bays long over highway and creek, is about two years old, and upon a curve. Attention should be given this structure as regards its location. The Bear Gully trestle is thirteen bays, about forty feet high and over an angry mountain stream. There should be a long span over

the creek, sufficient to amply pass all the water and driftwood possible. The stringers are two, eight by sixteen inches, and the floor ties, guard rail and tie guards are in good condition, as are the bents and piers. The sills of some of the smaller structures should be uncovered and examined. The structure over the Tuscarora creek should be overhauled at once, and bolts placed and tightened. The rails should be properly spiked and the north end put in safe condition. This creek is a swift, shifting, dangerous stream, and more stable work should be constructed at this point. Over the Canisteo creek or river are two spans of Howe through trusses, erected new since the last inspection in 1892. The timber in this structure is not of the best, and the track should be surfaced and relined upon it. Pile bridge approach was found strong and in good condition upon the south side. Not enough care is given to these structures as regards proper supports, spiking, alignment, joint fastenings and the approaches. The fences are well maintained, largely of boards and posts. The ditches need some attention, and ample subdrainage would assist greatly in keeping the track in a better state of adjustment. The only stub switch on the main line should be removed, It is at the glass-works, and should be replaced by one of modern make.

BATH AND HAMMONDSPORT RAILROAD.

This road is standard gauge, laid with steel rail, sixty pounds per lineal yard, and extends from Bath, where connection is had with the New York, Lake Erie and Western and the Delaware, Lackawanna and Western railroads to Hammondsport at the southerly end of Keuka lake, a distance of 9.33 miles. The ballast is gravel, and very well placed and cared for. The track adjustment is very good, particularly upon the curves. Some short sleepers are still retained, but should be replaced with the standard size without delay. This is promised by the general manager. Many of them are still in strong life, but do not give sufficient bearing. The switches are all of the point pattern and well maintained. The warning signs were found in general good form, location and condition, except paint. The road is very well ditched and drained. Some of the farm grade crossings were noted in need of good planking. The fences were found well maintained, consisting largely of wire and posts and boards. The sleeper life is as a rule very strong, only a few comparatively were noted much decayed. Two thousand have been placed this year, mostly oak. The motive power is not heavy. The cross ties average about fourteen per rail length. Grass and weeds have been cleared away along the entire line. At Hammondsport a new engine-house and machine shops have been erected. One new engine has been purchased since 1892. About 250 feet of new siding has also been laid since last inspection. The passenger stations were all found in good repair, neat and clean. The flag stations are to be removed because of the depredations committed by tramps and idlers along the line. The structures were carefully examined. The floor ties upon a few were noted too far apart for positive safety. A few of the small open cattle guards were found with the stringers not directly under the rails, and quite a number could be filled and cast-iron pipes inserted, particularly where they are used for drainage. Some of the openings were found

without tie guards. A derailed truck at these points might easily be the cause of much damage. The tie guards should be bolted to the floor ties, not spiked, as was noted in not a few instances. If the small openings are not watched carefully, and the timber and rails kept in proper place accidents will surely ensue. One opening about fifteen feet span over creek should be attended to immediately. One abutment overhangs and should be taken down, relaid and "wings extended far enough to protect the masonry from wash, on account of the angle upon which the creek is crossed. Another structure near by also needs attention, as the wall overhangs, and should be relaid. The stringers upon all the structures, as well as bents and floor ties, were noted in good life. The road is, as a rule, well maintained.

BOSTON AND ALBANY RAILROAD.

Main Line.

Considerable improvement was noted on this road since the last reported inspection in 1890, including a new passenger station at East Chatham which, though not large, is perhaps ample for many years. It is of modern design (stone) and fitted with many conveniences. Ninety-five pound steel rail, five and one-half inches base, five inches. high and three inches ball, has been laid between East Chatham, upon the east bank or No. 2 track, and the State line some eight miles since May first last. Two kinds of tie plates are being tried. The "Churchward" tie plate has a shoulder immediately between the spike and rail base, which acts as a brace upon curves and is thought well of by the officials. The "Servis" plate is also used to considerable extent. The officials informed your inspector that the plates were giving good satisfaction. All of the rail upon the westbound track is now ninetyfive pound, except between Chatham and East Chatham'in the State, and all this weight of rail has tie plates. Considerable cast-iron pipe has been placed at small openings. Thirty thousand sleepers have been placed this year and the tracks are certainly in extra condition as regards ties. At Chatham some 450 feet of siding has been laid, also new water tank erected. The fences, largely of posts and boards, are well maintained. The warning signs at highway grade crossings are very well maintained. Two were noted at each crossing. The grass and weeds are cut and the right-of-way upon day of inspection presented a neat and orderly appearance. The switches are all " split point," in good condition and "tailing" upon each track. The adjustment of track is extra. The curvature is large and great care is constantly given to keep the outer rails in proper position. The passenger stations were all found in good condition as were the grounds adjacent. The structural bridging was found in excellent condition. Aside from clearing out the bridge seats and narrow flanges little can be said in criticism. The substructures are all of heavy large stone well and permanently laid. No movement or cracks were noticed. Bridge 193 is a deck plate girder forty-five feet span, erected last year. The floors upon all bridges are of Georgia pine well spaced and in strong life, as are the tie guards. The smaller openings are spanned by I-beams and maintained strongly. Each tie on bridge floors were noted spiked.

Many of the railroad companies in the State do not consider this necessary, but it would seem positively necessary for safe condition and proper maintenance.

Hudson and Chatham Branch.

Standard gauge, seventeen miles long and single track. The switches are all of the stub pattern except at the junction with the Kinderhook and Hudson railroad. An effort is to be soon made to renew all the switches with those of safety pattern. The fences were noted " up" and in good condition, except where maintained by the adjacent property-owners. There has been no ballast placed since 1892. The rail is all steel and sixty-two or five pounds per lineal yard. One and three-fourths mile of seventy-two pound steel was laid last month. The ballast consists of small sand and gravel, some cinders were also noted. The track adjustment, considering the ballast material, was found good. The road is well ditched and grass and weeds removed. The warning signs were found up and in good condition. The pit cattle guards should be filled in and slats substituted. Braces were noted upon the curves. The sleepers are mostly chestnut, closely spaced and in general strong life. Near milepost 15 are two span of through lattice with false work yet in place, 125 feet each. It was formerly an old Howe truss bridge. Near milepost No. 7 is a new deck plate girder, sixty-foot span, erected within two months; it is over water and all in extra condition. Some of the minor openings have wooden stringers yet. I-beams should be placed in their stead without delay. A small outlay of money would place this road in extra condition. Tie guards should be placed upon all bridge floors. Near Pulvers Station was noted a small opening with poor ties and stringers. Should be removed without delay and officials said it would be. There are some eighteen openings in the roadbed besides open cattle guards. Nine minor openings still have wooden stringers. T-rail could be utilized at the shortest of these with little expense. The passenger stations were all noted in good condition except the matter of paint.

BROOKIN, BATH AND WEST END RAILROAD.

The change anticipated in the report of 1893, viz.: Electric-trolley system, has been accomplished, and November eleventh last the trolley cars began running. At the Coney Island end an extensive "loop has been constructed by which ample accommodations for handling large crowds are assured. Repairs were being made upon day of inspection to crossing plank, platforms and the like. The roadbed is in very good condition. The cars have two thirty-horse-power motors each. Trailers will be run. The officials informed your inspector that traffic, as compared with that over the steam road, had increased some fourfold, and that the public generally was very much pleased with the change.

The suggestions made in the last report are being carried out, and by the opening day of summer business the roadbed will, the officials say, be in extra condition. The return current is made by "bonding" the rail joints and utilizing the rail. This method gives good satisfaction, and is liked much better than the continuous ground wire