Name of company. Lake Ontario and Riverside (Fulton and Oswego Falls portion) New York City and leased lines. Miles in New 1.00 32.253 1.40 2.505 53.937 1,999.589 53.937 Total (street surface and elevated) 2,053.526 Inspections. Following are reports made by the inspector for this Board of his regular inspections during the year of steam railroads in the State, about half the mileage of which is inspected each year, and statements as to prior inspections. The steam railroad inspections include the elevated railroads in New York and Brooklyn when those railroads are inspected. Following these reports are reports by the electrical expert for the Board of his regular inspections during the year of street railroads, and statements as to prior inspections. Copies of these reports are sent to the companies with letters, in most instances making the recommendations of the inspector or electrical expert the recommendations of this Board, and the companies are given an opportunity for hearing, if they desire a hearing. As will be seen by reference to note at the foot of each report, in most instances the companies have informed the Board that they would comply with the recommendations. Steam Railroads. (Inspections and reports made by the Inspector.) Fitchburg Division. (Inspected June 21 and 22, 1905.) On June 21 and 22, 1905, I inspected the portion of the Fitchburg division of the Boston and Maine railroad in this State, and respectfully submit the following report: The portion of the Fitchburg division of the Boston and Maine railroad in the State of New York consists of a main line, from the Vermont State line, west of North Pownal, to a connection with the West Shore railroad at Rotterdam Junction, and from Johnsonville to Troy; the Saratoga branch, from Mechanicville, on the main line, to Saratoga; the Schuylerville branch, from a connection with the Saratoga branch at Schuylerville Junction to Schuylerville; and the Bennington branch, from the Vermont State line to a connection with the main line at Hoosick Junction. The main line tracks are 88.84 miles in length, and that portion from the Vermont State line to Rotterdam Junction, with the exception of about a third of a mile across the Mohawk river and flats, has a second main track; between Crescent and Coons, however, the second track is owned by The Delaware and Hudson Company, and the two tracks between those places are operated jointly as a double track railroad. The main line from Johnsonville to Troy is single track. The trains of the Fitchburg division also operate through Mechanicville yard for a distance of about a mile on the tracks of The Delaware and Hudson Company. Each of the junctions with that company's tracks is protected by an interlocking plant. Trains of the Fitchburg division also operate over the tracks of the Troy Union railroad for a distance of 2.13 miles. The Saratoga and Schuylerville branches equal 25.82 miles, single track, and the portion of the Bennington branch in the State of New York 5.04 miles, also single track. The cuts and embankments are of full width and proper slopes. The main line, Schuylerville and Bennington branches have good ditches. Some clay cuts on the Saratoga branch have ditches considerably blocked with material washed in from the slopes, and require cleaning. No subdrains are used. All bridges in the roadway of the main line are steel or iron, in firstclass condition, properly painted, and have standard floor systems, well maintained. Inside guard rails are maintained on only a few of the longer, high structures and through bridges. The steel and iron bridges on the other lines are in similar condition. There is in the roadway of the Bennington branch a wooden Howe truss bridge consisting of three spans, one 50 feet in length, one 160 feet, and the other 120 feet. The 50-foot span is on bents. The bridge, while old, is in very good condition. The only umber trestle remaining in the main line consists of seven spans at Johnsonville; it is of standard construction and in first-class repair. There are no timber trestles on the Bennington branch. On the Saratoga and Schuylerville branches there yet remain a large number of pile and framed bent trestles, mainly pile trestles; they are of standard construction; many of them have recently been renewed, and necessary repairs made to others. All the open culverts and cattle passes on the main line and Bennington branch, and most of those on the Saratoga and Schuylerville branches, have I-beam stringers; the few wooden stringers are of suitable strength and in good sound condition. The ties and guard timbers on bridges, trestles, open culverts and cattle passess are of standard dimensions and in good, sound condition, necessary repairs and renewals having been made. The masonry to all the structures is in very good condition. The arch and box culverts and iron pipe drains are properly maintained. The cross-ties in the main line and Bennington branch tracks are about 50 per cent. chestnut, 25 per cent. yellow pine, and the remainder mixed cypress and oak; on the Saratoga and Schuylerville branches they are about 75 per cent. chestnut and the balance mixed oak and cedar. The standard dimensions are 6 by 8 inches, and they are laid at the rate of 2,992 to the mile of track. Extensive renewals have been made to cross-ties and they are now in good condition; they are evenly spaced and full spiked. Seventy-four miles of the main line track between the Vermont State line and Rotterdam Junction are laid with 85-pound, and_the_remaining portion with 76-pound steel rail; 22 miles of the 85-pound rail are connected by continuous rail joints, and 52 miles by Weber joints with four bolts to the joint; 6 miles of the 76-pound rail are connected by Fisher joints, 9 miles by continuous rail joints, 2 miles by Weber joints, and the remainder-approximately 10 miles-by 24-inch angle plates with four bolts to the joint. The 85-pound rail is comparatively new and in first-class condition; some of the 76-pound rail is considerably worn, especially that portion connected by Fisher joints, and arrangements are made for renewal. The portion of the main line between Johnsonville and Troy is laid entirely with 76-pound rail; 11 miles of this rail are connected by Fisher joints and the remaining portion by Weber joints. The rail in places is considerably worn, and approximately two miles of it is to be renewed in the near future. The Bennington branch is laid with 76-pound rail, 4 miles of it connected by continuous rail joints and the remaining portion-about one mile by Weber joints. The rail is in very good condition. The Saratoga and Schuylersville branches are laid with 56-pound steel rail, connected by angle and fish plates 20 inches in length with four bolts. This rail is considerably worn and some renewals are needed. All the connections are full bolted and practically no loose bolts were discovered. All main track switches are split point and, with a few exceptions on the Saratoga and Schuylerville branches, have automatic stands. All are in good condition and have well painted targets. Switch and semaphore lamps show red light for danger and white for safety. Both rigid and spring rail frogs are in use and most are protected by foot-guards. The main line is generally fairly ballasted with gravel, the Bennington branch well ballasted with gravel, the Saratoga and Schuylerville branches lightly ballasted with gravel and cinders. The alignment and surfacing of track of the main line and Bennington branen are first-class, of the Saratoga and Schuylerville branches generally fair, and the curves are properly elevated for the rate of speed at which the trains are scheduled. The following named railroads are crossed at grade: One track of the Chatham and Lebanon Valley railroad (operated by the Rutland Railroad Company at Petersburg Junction; the crossing is protected by an interlocking plant. One track of the Greenwich and Johnsonville railway is crossed by the eastbound track at Johnsonville; the crossing is protected by a semaphore signal on the Greenwich and Johnsonville Railway, and a target signal on the Fitchburg railroad; all trains are required to come to a full stop. Three tracks of The Delaware and Hudson Company's railroad are crossed at Mechanicville; the crossing is protected by an interlocking plant; at the west end of Mechanicville yard, where a connection is made with The Delaware and Hudson Company's tracks, there is also an interlocking plant, protecting the junction. One track of The Delaware and Hudson Company s railroad crosses a bridge also used by the Fitchburg railroad as an eastbound track, at Eagle Bridge; the tracks are gauntleted for a distance of about of a mile, and the gauntleted track is protected by banjo signals operated by electricity; all trains are required to come to a full stop before entering upon the gauntleted track. One track of the Bennington and Hoosick Valley railway (electric) crosses the main track and three sidings of the Fitchburg railroad at Hoosick Falls; the conductors of the electric railroad are required to pilot their cars across the track of the steam railroad. The only interlocking plants maintained are at the junctions with The Delaware and Hudson Company's tracks at Mechanicville and with the Bennington branch at Hoosick Junction, and the crossing of the Chatham and Lebanon Valley railroad at Petersburg Junction. An interlocking plant is now being erected at the junction with The Delaware and Hudson Company's tracks at Crescent. The operations of trains are governed by the telegraphic train order system, semaphores being located at stations. The right of way is free from trees, brush and rubbish, and generally fenced with wire. The main line fences are in very fair condition; on the Bennington branch and the Saratoga and Schuylerville branches some repairs to fences are needed. The highway crossings are properly graded, well planked, and protected by signs of the fingerboard design; many of these signs have become dim and need repainting. Wooden slat cattle guards are used; some are missing and many are out of repair. Ten highway crossings are protested by flagmen, six by flagmen and gates, and three by electric bells. Mile posts are maintained and the whistle posts are properly located. All overhead obstructions are protected by warning signals. The track sections are about three miles in length of the double track and six miles of the single track, and the force employed upon each section consists of a forman and four laborers. No regular track walkers are employed, but all portions of the road are patrolled daily by some member of the section force. Each section gang are furnished with flags, lanterns, torpedoes and fuses. The station buildings are well maintained and properly furnished. Water for drinking is provided, and timetables are posted in the waiting rooms. The station platforms are of plank or gravel. The station grounds and yards are well kept. Fire protection is furnished at all excepting the smaller stations. All the station employees are uniformed and wear a badge. The passenger equipment is in good condition; all the cars are equipped with automatic couplers and air brakes, are heated by steam and lighted with Pintsch gas or oil lamps. Water for drinking is provided and emergency tools are located in a box beneath the car seat. All passenger trainmen are uniformed. All the freight cars observed were in good repair, all equipped with automatic couplers and air brakes. The principal items of repairs and improvements noted as made since the last inspection (June, 1903) are as follows: Approximately 20 per cent. of the cross-ties have been renewed; 13 miles of new 85-pound steel rail have been laid, replacing 76-pound rail; four miles of main track have been reballasted with cinders and one mile with gravel; three open culverts have been rebuilt and three covered with rails and the track ballasted over them eliminating the openings to grade; one concrete arch culvert has been rebuilt; necessary repairs have been made to station buildings and seven have been repainted; necessary repairs and renewals have been made to bridge, trestle and culvert floors; about three miles of board fence and twelve miles of wire fence have been rebuilt. Recommendations. That the ditches on the Saratoga branch now filled with clay be properly cleaned; that the necessary renewal of rail be made; that the remainder of the frogs, guard rails and the heels of switches be protected by foot-guards; that the fences be put in proper repair, the dim crossing signs repainted, and that cattle guards with proper guard fences be maintained at each boundary of all the highways crossed. A copy of this report was sent to the company with a letter making the above recommendations the recommendations of this Board. The company replied that all the work recommended has either been completed or will be before cold weather." (No. 8-1905.) BROOKLYN AND ROCKWAY BEACH RAILROAD. (Inspected August 25, 1905.) On August 25, 1905, I made an inspection of the Brooklyn and Rockaway Beach railroad and respectfully submit the following report: The Brooklyn and Rockaway Beach railroad extends from Canarsie pier, on Jamaica bay, to East New York, a distance of 3.20 miles, and has 2.14 miles of second main track. The second main track has not been used for several years, and is in condition rendering it unfit for use. The road is operated only for a period of about two months during the summer season, and then only for a portion of the day, and almost entirely for pleasure seekers. The general alignment of the road is good and the few curves are light. The grades are also light, and for most of its length level. All The roadway is fairly well graded and the drainage good. There are no bridges or other openings to grade. Wooden box drains are used to convey water through the embankments, and only very smail streams are crossed. The cross-ties are in bad condition and at least half of them need renewing; comparatively fw have been renewed this season and the condition of the ties is worse than at time of any previous inspection. The track in use is laid with a fair quality of steel rail weighing about 60 pounds per yard, connected by angle and fish plates 24 inches in length with 4 bolts; connections full bolted and most bolts tight. The switches are split point; stands rigid and some without targets. No switch lamps are used. frogs are rigid. The alignment and surfacing of the track is poor. A little sand ballast has been used, but most of the road is practically without ballast and the track is overgrown with grass and weeds. A double track "Y" connecting the Manhattan Beach and Atlantic Avenue lines of the Long Island railroad is crossed at grade, in two places, at East New York; the crossings are protected by fragmen. Double track lines of the Brooklyn Rapid Transit Company (electric) cross at grade on Rockaway avenue one-fourth mile from Canarsie pier; again, about one mile from Canarsie pier, and on Liberty avenue, East New York; at each crossing the conductors of the electric railroad are required to pilot their cars across the track of the steam railroad. There are no trees or brush along the railroad. The right of way is not fenced. The highway crossings are well graded, planking in fair condition, and are protected by signs of the banner form. The track repair force consists of but three men and they are employed during a portion of the summer only. A small station building is maintained at Canarsie pier, but the waiting room formerly furnished at East New York has been discontinued. The railroad is generally in poor condition, only fit for slow speed and careful operation; the present schedule restricts the speed of trains to about ten miles per hour, and if that rate is not exceeded there is little danger of accident. After September 4, no more trains are to be run this season. Only small locomotives and light cars are used and they are in fair condition. (No. 37-1905.) |