street-surface cars to be properly heated would secure full compliance in this important matter. The Board, in addition, renews generally its recommendations of 1893 and 1894, and urges the Legislature to consider the propriety of embodying, at least, a part of them in some enactment. Labor Disturbances. The only conflict between capital and labor during the year was on the lines of the street surface railroads of Brooklyn. It occurred in the early part of 1895, and was the result of the refusal of the companies to accede to certain requests of their employes in the making of the contracts regulating the terms of employment for the ensuing year. The strike that followed was disastrous alike to the companies and to their men. It entailed temporary suspension of operation, loss in income and in wages, destruction of property and a large expense to the municipality in suppressing disorder. Nothing was gained by either side in the controversy, and in addition to the direct loss to the companies, traffic was permanently diverted to other routes of travel. Street Railroad Accounting. The system of street railroad accounting was revised by the Board during the year, after consultation with the accountants of the principal street railroads of the State, and a full explanation of the revised system appears elsewhere in this volume. The new system was not issued in time to compel compliance with its provisions this year, although nearly all of the companies have voluntarily made the necessary changes. For 1896, however, the Board will insist upon strict adherence to the new method, and will also take steps to insure a more prompt return of the annual reports. The compilation of the statistical tables of the report has been delayed this year by carelessness and inaccuracy in the preparation of annual reports by street surface railroads and by unnecessary delay in their filing. The law empowers the Board to certify delinquents to the Attorney-General for the collection of a penalty of $250 for failure to file annual re to ports within the time prescribed unless the time is extended for cause. Heretofore too much leniency has been exercised in this respect, and another year delinquents will be given an opportunity pay the penalty. The law also requires the filing of quarterly reports, but prescribes no penalty for failure to do so within the reasonable time permitted by the Board. It is recommended that the Legislature prescribe a penalty of $75 for failure to file a quarterly report, to be collected as is now provided for the collection of the penalty in the case of failure to file the annual reports. Park Avenue Improvement, New York City. Among the requirements of the act of Congress making appropriation for the conversion of the Harlem river, between the North and East rivers, into a waterway for the passage of large vessels, was the elevation of the railroad bridge crossing the Harlem river, between 129th and 138th streets, to secure a twenty-six feet clearance above the high-water line of spring tides. To accomplish this necessitated a change in the grade of the Harlem railroad, upon the tracks of which all roads having a terminus at the 42d street station enter the city of New York, and in 1892 the Legislature of this State, by chapter 339, provided, in detail, how this change should be made. The old grade was established in 1872, at which time the tracks of the Harlem railroad were depressed, and the tunnel south of 106th street constructed at the joint expense of the railroad company and the city of New York. The change in grade, by the act of 1892, begins at 106th street, from which point to 116th street there is an ascending grade at the rate of forty feet to the mile. Thence northwardly the grade descends twenty-four and seven-tenths feet to the mile to 129th street, and thence, still descending, at the rate of twenty-nine and six-tenths feet to the mile, to a point eighty feet south of the bulkhead line of the Harlem river. The grade crossing the river is at the elevation prescribed by Congress, and gradually descending, the level of the tracks of the Harlem railroad is reached at 149th street. Chapter 339 further provided that the city of New York should pay not to exceed $750,000 of the cost of this improvement and the railroad company the balance. of the most important results obtained for the city of New by this improvement is the opening of all streets from 110th to the Harlem river, running east and west at the present grade, with a clearance of fourteen feet from the pavement t structure upon which the tracks are carried. This includes streets which are now not carried over or across the railroad t and are, therefore, practically closed so far as direct commu tion east and west of the tracks is concerned. It will also elim the only dangerous grade crossing on the line of this rail within the city limits, namely, at 138th street. Work on the improvement was begun in April, 1893. It certainly be completed by April, 1896. The cost, including new bridge, will approximate $3,000,000. The viaduct is of hearth steel, accommodating four tracks, the spans of through 1 girders averaging sixty-five feet centres between columns. flooring of the viaduct is solid, made by plates and angles fi with ballast and thorough drainage provided. The viaduct upheld by steel columns resting upon piers of brick and cone set in the old masonry. About a mile, between 115th and 1 streets, where the old tracks are depressed below the surface, wil filled, when these tracks are abandoned, to the level of the str The space to be filled averages eighteen feet in depth and fifty: in width. The total length of steel viaduct is 6,412 feet. bridge across the Harlem consists of two steel spans, one 185 1 long and the other 131 feet on the north side of the river. 【 draw span when open gives two clear spaces at right angles to river of 100 feet each. The draw will move in a circle upo central pivot and track and will be operated by steam. Two fil horse-power boilers will be placed on the structure, either of wh will be sufficient to operate the draw. The subwork and mason is solid and massive, the best stone obtainable for the purpose h ing been used, and the greatest care taken to make a permanent & stable structure. The drawbridge will weigh, when complet 2,500 tons on foundations. It will cost, including operati |