machinery, above foundations, $218,000. The accompanying illustration gives an excellent idea of the appearance and character of that part of the structure south of the Harlem river. Abolition of Grade Crossings in Buffalo. Plans have finally been perfected and agreements signed for the abolition of grade crossings in the city of Buffalo. In 1888, a grade crossing commission was created by act of the Legislature for the city of Buffalo. The commission was empowered to prepare a general plan for the abolition of grade crossings in that city and to enter into agreements with the several railroad companies whose tracks run through the city to carry the plan into effect. The commission encountered many obstacles, and at the outset considerable opposition, and the act of 1888 was several times amended before it became possible to reach a satisfactory agreement. On July 23, 1895, a plan was finally adopted, however, and the agreement as to distribution of expense and all details of construction signed by all the parties in interest. The total cost of the improvement is estimated at $4,956,165, of which the city of Buffalo will pay $873,670. The total cost to the railroads will, therefore, be $4,082,495, distributed as follows: New York Central and Hudson River and West Shore Railroads.... New York, Lake Erie and Western Railroad.. Lake Shore and Michigan Southern Railroad. Western New York and Pennsylvanla Railroad.. Buffalo Creek Railroad.... New York, Chicago and St. Louis Railroad.. Union Terminal Railroad.. Delaware, Lackawanna and Western Railroad.. Total.. $2,016,927 917,594 339,412 423,253 145,062 123,960 57,216 59,071 $4,082,495 When completed, the entire improvement will consist of eighteen viaducts carrying streets over railroad tracks, and nineteen subways carrying streets under railroad tracks. In addition there will be a beam tunnel carrying the tracks of the New York Central and Hudson River Railroad Company through a cut in the Terrace under Main street, the principal thoroughfare of the city. The general scheme of dividing the cost of the work is that the railroad companies pay the cost of all work which is done over their tracks or right of way, if the work be a viaduct, and of all work under their right of way if the work be a subway. The cost of the approaches in either case is divided between the city and the railroad companies, the city paying one-third and the companies two-thirds. It is expected to take three or four years for the completion of the improvement, work upon which has already begun. Railroad Map. The railroad map issued by the Board last year has been pronounced the most accurate map of the railroads of this State ever presented. The map accompanying this year's report is from the same plate as that of 1894, with corrections bringing it down to date in the matter of changes and additions. The Empire State Still Supreme. New York still holds the record for fast long distance running. Efforts were made by English roads during the year to excel in this respect, and a special train from London to Aberdeen, weighing 50,080 pounds, ran 539.75 miles at an average rate of speed of 63.24 miles per hour elapsed time, and 63.93 miles per hour, time in motion. Following that effort, a special train on the New York Central, weighing 361,000 pounds, ran from New York to Buffalo, a distance of 436.32 miles, at an average of 63.54 miles per hour elapsed time, and 64.22 miles per hour, time in motion. The weight of the Central train, it will be seen, was more than double that of the London train. Since these experiments, the regular running time of the Empire State Express between New York and Buffalo has been reduced to eight hours and fifteen minutes, the former time having been eight hours and forty minutes. The weight of the regular Empire State train is 360,000 pounds, and no difficulty is experienced in making the time. This is the world's record for a regular long distance passenger train. |