OTIS ELEVATING RAILWAY.

This road continues to be operated safely, and with considerable satisfaction to the public. Many improvements were noted about the power house. The roadbed was found in good condition, and the ties, guard timbers and woodwork generally, noted strong and in good form. The stations appear in neat and orderly condition.

ROCHESTER AND LAKE ONTARIO RAILROAD.

This line, as previously reported, extends from North avenue, Rochester, to Lake Ontario, a distance of about six and one-half miles; is single track and narrow gauge. Among the improvements noted since the last inspection, were two new platforms, engines overhauled, and about twenty tons of fifty-six pound steel rail laid. The fences, while having been repaired to some extent, still need attention. The only light rail left on the track is along the street in Rochester, and should be replaced with at least fifty-six pound as soon as possible. There are no openings of moment in the roadbed. Some bolts were noted missing, though not many. The spiking generally is full, and the sleeper life out of the city proper was found good. Through the street in the city tie renewals should be made without delay. The comparatively new split-point switches give satisfaction. There is a manifest desire for propulsion by electricity or compressed air. Generally speaking this road is in good condition and carefully managed.

SEA VIEW RAILROAD.

Elevated.

This structure, by recent measurement, is 4,500 feet long. The usual repairs are being made to place it in condition for the summer. It is carefully watched, and parts renewed where needed. If it is to be continued in operation, now that the Kings County Elevated is to be connected with the Brooklyn and Brighton Beach Railroad, and also with it, the structure should be renewed with metal. As previously stated, it is only a makeshift, while in its present form and material. Not a little of the inflammable material along the line has been removed, but there still remains a number of old sheds and shanties liable at any moment to cause a disastrous fire. No delay should be allowed in removing all and every chance for fire. The east end has been cut off some 150 feet, and the Brighton Beach Racing Association have built a breakwater bulkhead some 370 feet long across the road's alignment. A new incline will be constructed this season, some 600 feet in length, and parallel with the Brooklyn and Coney Island Electric trolley line. Renewals were noted in stringers, blocking, piles, and bracing along the line. The placing of longitudinal bracing, suggested in previous report, has not as yet been accomplished. The wooden trusses over what was the original bicycle tracks, West Brighton, were noted "sagged." These should be overhauled and a proper "camber" placed. About 225 new piles were noted in the west end. The West Fifth street stringers are to be "trussed," as suggested. The change should not be delayed. It is suggested that in

another year, this structure, where now wood, be renewed with iron or steel. The metal portion over the Culver yard and the Boulevard, was found in good general condition.

STONY CLOVE AND CATSKILL MOUNTAIN RAILROAD.

Narrow Gauge.

As previously reported, this road is single track, forty-pound steel, and extends from Hunter, in the Catskill Mountains, to Phoenicia, where connection is made with the Ulster and Delaware Railroad. It is fourteen and one-half miles in length. The Ulster and Delaware Company still operate the road. Considerable improvement since the last inspection was noted, and the property, as a whole, averages well. Some 15,000 chestnut and oak ties have been placed this year upon the Stony Člove and Catskill Mountain and the Kaaterskill roads. Quite a few bolts were noted missing at rail joints, but your inspector was assured new ones would be placed immediately. The spiking was found, as a rule, very good. The sleeper life was found generally good, though some very much decayed ties were noted. These, it was said, would be replaced with new ones without delay. The ties are very close together, and of good section. The road, generally, is well ditched, and great care is taken to grade the ditches properly. This road would be greatly benefited by good ballast material. More attention is needed in widening on shoulders. This item should not be neglected. Targets need paint. The switches were found in good condition, and all locked when not in use. The fences appear well cared for. Grass and weeds were being removed upon day of inspection. It is suggested that all trees, stumps and underbrush be removed from right of way. This road was built in 1881, and a number of the original truss bridges are still in existence. They are Howe wooden trusses, and, while well painted and carefully watched, some of them show signs of weakness. Near Chichesters is one fifty-six-feet span that should be "bented" before the summer travel begins. It is suggested that they all be "bored" and minutely examined. An effort should be made to replace them with plate girders in another year. The minor structures were found in good condition generally-good floor ties, and fairly spaced. The guard timbers should be heavier, and approaches widened. Guard rails should be placed upon all. The two wooden Queen trusses, near Lanesville, should be deckplate girders, without delay. The stringers in the small openings were noted strong, of good section, and in good position. Near Hunter was noted a ridge-stream structure, which is to be overhauled, and the stream flumed to carry gravel and large stones away. This stream has caused some trouble in the past, and the present work will, no doubt, give the required result. The masonry upon this road was found in good condition, though constant watchfulness is suggested, particularly at the mountain-stream crossings. In the village of Phoenicia, one pier was noted washed some. Grout and concrete is needed. It is near the shore of the Esopus creek, and should be attended to at once. The stations were found in excellent condition, and much care is evidently taken to please the traveling public.

STEINWAY RAILROAD.

[Special Inspection.]

To the Honorable, the State Board of Railroad Commissioners, Albany, N. Y.:

GENTLEMEN.--In accordance with your written instructions of July 8th, a careful examination of the cars owned by the Steinway Railroad Company, Long Island City, has been made, and the following report is most respectfully submitted: This company has in operation at present fifteen and one-half miles of double track and two and one-half miles of single. The motive power is electricity. The rolling stock is as follows: Forty-eight motor box, or closed cars; twenty-one motor open cars, six box or closed trailers and forty-five open trailers. Of the forty-five cars just mentioned, eleven were built last year by the Stephenson Company, eighteen were built this year for motor-cars, but are used as trailers; four old cars were purchased in Boston in 1893, age of construction not known; five open trailers built by the Steinway Railroad Company in 1887, and seven old cars from the Long Island City and Newtown Railroad Company, purchased this spring. The twenty-one open motor-cars were formerly horse-cars. Six were built in 1886 by the Stephenson Company and one by Lewis & Fowler in 1889, two by the Steinway Company in 1884, eleven by the Steinway Company in 1891, and one Fiegel car in 1887. The six box trailers spoken of above were erected by the Steinway Company in 1887. Twenty of the forty-eight box motor-cars were built by the American Car Company of St. Louis in 1894; the remaining twenty-eight were horse-cars and built from 1890 to 1893. Besides the above, one horse-power car is run from Steinway avenue to St. Michael's Cemetery, about one-half mile, and one car by horse from Silver Spring to the Grand Pier on North Beach. These cars are ten feet long and hold about fourteen people. The North Beach line is about three-quarters of a mile in length.

The Boston cars are twenty-five feet long over all; Newtown, twentytwo; Steinway Co., twenty-two, and Stephenson and rest, twenty-five. The car bodies, generally, appear in strong condition. The old horsecars, now used with motors, were evidently overhauled and strengthened to meet the new conditions and extra strain. Not a few appear crude in form and general construction. The Steinway car house and shop upon Flushing avenue holds twenty-seven trailers and a number of motor-cars of recent date. Cars are also stored at the Puritan Clubhouse, Borden avenue, and at the Third street house. The accident in question, which occurred about 12:45 P. M., Sunday, July 7th, was due to the sudden breaking of a wheel under an old Newtown car used as a trailer. This car is numbered 123. It is an old-style car, open, and seating some forty passengers. It was standing upon the northerly track near the ferry on Ninety-second street. The motor-car had just been run on to the next track preparatory to connecting-by means of a cross-over. The people from the boat crowded the car, and while in this position, standing alone, the right forward wheel broke and let the end of the car down about fifteen inches, or half the diameter of the wheel. Three of the seven spokes broke close to the hub. A close examination of the broken parts did not show any imperfection in the metal. The other wheel, your inspector found, had much more metal, was of different form and of stronger build than the one broken. The officials of the company

informed

your inspector that this wheel was constructed to better take the switches. Your inspector is of the opinion that the immediate cause of failure in the wheel was due to lack of metal and strength of the wheel itself as compared with the other. The wheels of a car, it would seem, should all have equal strength and equal bearing. One wheel should not be stronger than its mate or be in unequal bearing. The body of the car in question appeared in ample strength and good form of construction, though being one of the old horse-cars purchased from the Long Island City and Newtown Company. Car wheels, generally speaking, do not last long; they become flat at points upon their circumference, particularly on street roads, and new wheels are placed frequently. These new wheels are known at times to fail when no apparent cause can be seen. Your inspector would suggest that every car wheel in use on this company's road be carefully looked over and tested, and that wheels be not allowed under cars of different make, unequal strength or different diameter. All of the older wheels should be replaced by those of modern form and strength.

Very respectfully,

F. K. BAXTER,

Inspector.

Dated ALBANY, July 11, 1895.

UNADILLA VALLEY RAILROAD.

This road is standard gauge, single track, and twenty miles long. It extends from Bridgewater, on the Delaware, Lackawanna and Western Railroad, to New Berlin, the terminus of the New Berlin Branch of the New York, Ontario and Western Railroad. The Unadilla Valley is traversed, and there are no grades of moment. The general alignment is good, being free from sharp curves. The property in the open is about two rods wide, though in places the right of way widens to four rods. The above-named valley is fertile and productive, and hopes are entertained by this company that railroad facilities will greatly assist in further development. The first section constructed, i. e., from Bridgewater to Leonardsville, has been in use for some five years. The next section, from Leonardsville to South Edmeston, was opened October 15th, 1894. Upon day of inspection occurred the opening through to New Berlin. The company is to be congratulated upon the large quantity and excellent quality of ballast gravel along the line. The roadbed, while not as yet wholly in compact form, will soon be; it is hoped by the coming winter. The sleepers consist of chestnut and oak, of good section and laid fairly close together. The rail from South Edmeston to New Berlin is steel, and seventy pounds per lineal yard. The rest is of fiftysix pounds. The general manager informed your inspector that seventypound steel will soon take the place of the lighter rail, which in turn will be utilized for spur and siding track. The track adjustment, considering the freshness of the embankment material, was found very good. Joint bolts were noted "full" and the spiking ample. The switches are all split points and well put together. The switch stands and targets are of good design. The property is fenced in, as a general rule. The intervals yet unfenced are to be attended to shortly. Some board and post fence was noted. Twisted wire, however, largely prevails; four strands and posts about twelve feet centres. The highway warning signs were noted in good position, can be seen easily, and con

structed of stable material. The brush, weeds, grass and stumps will be attended to very shortly. Considerable ditching has been accomplished. The crossing plank were found well placed and of sound material, all new. Cattle guards will soon be placed. This item should not be delayed. Tile piping was noted under embankments. This is not good construction and will be regretted probably, after the first severe winter. Frost makes sad havoc with this material, cracking and breaking it badly at ends. Cast iron piping would have been much more economical for permanency and solidity. The company have at present two locomotives of the Rhode Island Company's make. They are of good design. The Mogul weighs some fifty-five tons, ready for the road. The other is somewhat lighter. There are two passenger coaches, five flat cars and three box cars. The passenger stations are small, but appear ample for the business. They are neat, nicely painted and of good design. A new telegraph line is in course of construction. Some openings in the roadbed have been closed recently. There are sixteen openings between Bridgwater and Leonardsville, five miles. Mostly one span, which have wooden stringers resting upon masonry. They are composed of small stone laid in cement. There are thirteen trestles, from two to six bays in extent, between South Edmeston and New Berlin. Three single openings were also noted between the above stations. Ten single openings exist between Leonardsville and South Edmeston and nine trestles. The general manager informed your inspector that he would reduce this great number of openings greatly in the next year. An effort should be made to do this. There are too many structures for the mileage. A great many can be covered up or closed. The construction from Leonardsville consists of pile bents, cedar and oak, with yellow pine stringers and oak floor ties. The piles were noted large in section and well imbedded. Guard rail is to be placed upon the trestles over two bays, and water for protection against fire will be kept at each in oil barrels. Guard timbers should also be placed. They will tend to hold the floor ties in place, and greatly assist in keeping derailed trucks upon the deck. Dixy's trestle is about 100 feet long on a curve, and the only structure of moment. A number of three-bay trestles could be narrowed up or closed. Some hemlock was noted upon the old end in structures. This short-lived material should not be allowed in the roadbed, where better timber can possibly be obtained.

WELLSVILLE, COUDERSPORT AND PINE CREEK RAILROAD.

This road has been sold to the Buffalo and Susquehanna Railroad, a corporation recently organized and now constructing a standard gauge railroad from some point in Pennsylvania to Buffalo. The Wellsville, Coudersport and Pine Creek Railroad is utilized as part of the line, and at present is being reconstructed. All openings of 100 feet and under will be spanned by plate girders, and over 100 feet by trusses. Eightypound steel rail is being laid or will be in a month or so. The line will be ballasted. The superintendent of the road informed your inspector that the new structures will be placed as soon as possible; in the mean time they are on blocking. A large modern brick station is being erected at Wellsville. The construction is being pushed in Pennsylvania by a very large force. The line in this State will pass through Belmont and follow the old State line road.