constructed at Almond, a new water tank and stand pipe at Wellsville, new interlocking plants put in at Almond and Carrollton, and extensive repairs made to the coal pockets at Salamanca; 17.2 miles of fencing have been entirely rebuilt and 19.07 miles extensively repaired.

Recommendations.

That the ditches in cuts needing it east of Dunkirk be cleaned; that the remainder of the bridges needing it be repainted that the fences be put in proper repair, and that cattle guards with suitable guard fences be maintained at each boundary of all the highways crossed at grade.

Bradford Division.

(Inspected October 5, 1905.)

The portion of the Bradford division in this State connects with the main line of the Allegheny division at Carrollton, and extends to the Pennsylvania State line, near Limestone, a distance of 7.98 miles, single track, and have approximately 5 miles of sidings and yard tracks.

The general alignment is good and the grades light. The maximum curve is 3 degrees, and the maximum grade, 15 feet per mile. The roadway is properly graded and well drained.

There is but one bridge in the roadway; it is a through truss over the Allegany river, near Riverside; it is in good condition, has proper masonry, standard ties and guard timbers, in good repair, but no inside guard rails. There are several timber trestles, either pile bents or framed bents with pile foundation; they are of standard construction throughout and in good repair. The open culverts and cattle passes are constructed entirely of timber; they are sufficient and properly maintained. There are no arch culverts. Box culverts and iron pipe drains are in good condition.

The cross-ties-mixed white oak, yellow pine and chestnut, in about equal proportions are 7x9 inches, 8 feet 6 inches in length, and laid at the rate of 2,816 to the mile of track; their general condition is good, they are fairly well spaced and full spiked.

The track is laid entirely with 80-pound steel rail, connected by angle plates 30 inches in length with six bolts. The rail is in very fair condition, all the connections full bolted and bolts tight. All switches are split point; rigid and automatic stands are both in use, and all have proper targets. Switch and semaphore lamps show red light for danger and white for safety. All frogs are spring rail. No derailing switches are apparently needed. The alignment and surfacing of track are good and the outer rail on curves correctly elevated. The track is ballasted with cinders and gravel in fair quantity.

One track of the Western New York and Pennsylvania railway is crossed at grade at Riverside; the crossing is protected by a tilting board signal and all trains are required to come to a full stop before crossing.

The right of way is entirely cleared and fairly clean. The fences are of wire and in poor repair. The highway crossings are properly graded, well planked and protected by signs of the diamond and "X" form. There are no cattle guards maintained.

Mile and whistle posts are properly located. There are no overhead obstructions.

No interlocking plants are maintained excepting at the junction with the Allegany division at Carrollton. The movements of trains are governed by the telegraphic train order system.

The only station building is located at Limestone; it is in fair condition and properly furnished.

Since the last inspection (October, 1903) approximately 30 per cent. of the cross-ties have been renewed; one mile of track has been reballasted with cinders; a new roof has been put on the station building at Limestone and the station repainted; .32 miles of fence has been entirely renewed and 1.84 miles repaired.

Recommendations.

That inside guard rails be maintained on the bridges and trestles; that the fences be put in proper repair, and that cattle guards with proper guard fences be maintained at each boundary of all the highways crossed.

Meadville Division.

(Inspected October 6, 1905.)

The portion of the Meadville division in this State extends from a connection with the Allegany division at Salamanca to the Pennsylvania State line, near Grant, a distance of 49.24 miles, and has 15.52 miles of second main track, the second main track extending from Salamanca westerly, a distance of 1.7 miles, to Bucktooth, and from Jamestown to Lakeville. The portion of the Buffalo and Southwestern branch of the Buffalo division between Waterboro and Jamestown, 10.60 miles, is operated under the management of this division as a westbound main track for both roads, and between the same two points the main track of this division is operated as an eastbound track for both lines. There are approximately 22.50 miles of sidings and yard tracks in this State.

The general alignment is first-class; the maximum curve is 3 degrees and 40 minutes, located between Ashville and Watt's Flats; the maximum grade is 63.36 feet per mile, between Ashville and Watt's Flats. A new line has been surveyed and work on it is about to be commenced to reduce this grade. The roadway is well graded and the drainage system good; subdrains have been extensively laid in the ditches of wet cuts.

The steel and iron bridges are in good condition and well painted. Nos. 12.2, 17.68, 22.57, 23.38 and 25.03 are light for the class of motive power the company desires to use and arrangements are made for replacing them with stronger structures. The masonry is in good condition, the ties and guard timbers standard and in proper repair. Inside guard rails are maintained. There are no timber structures remaining in the roadway except on the portion of the Buffalo and Southwestern branch of the Buffalo division which is operated by this division; remarks concerning those structures will be found in the report on the Buffalo and Southwestern branch of the Buffalo division. The open culverts and cattle passes have good masonry; I-beam stringers are maintained on most, and the timber stringers are in proper condition. The ties are properly maintained. A few guard timbers were noted as lacking. The arch and box culverts and iron pipe drains are in good condition.

The cross-ties-approximately all white oak-are 7x9 inches, 8% feet in length, and laid at the rate of 2,816 to the mile of track; some spots of poor ties were observed and about 5 per cent. of those now in the track should be renewed this season.

Sixty and twenty-five-one hundredths miles of track are laid with 90-pound, and 3.43 miles with 80-pound steel rail. About one-third of the 90-pound rails is connected by angle plates 24 inches in length with four bolts, and the remainder by angle plates 32 inches in length with six bolts; the 80-pound rails are connected by angle plates 32 inches in length with six bolts. The 90-pound rail is in good condition; the 80-pound rail is considerably worn and should be replaced. The angle plates are full bolted and no loose bolts were observed except in the 80-pound rail. The main track switches are split point and where not connected with interlocking have stands automatic for main track. Switch and semaphore lamps show red light for danger and white for safety. The main track frogs are spring rail. Derailing switches are in all sidings where their use appears necessary. Nearly all are connected with the main track switch stand by interlocking, and where not, have stands provided with targets. The track is ballasted with gravel, generally in good quantity.

One track of the Dunkirk, Allegheny Valley and Pittsburg railroad is crossed at grade at Falconer Junction; the crossing is protected by an interlocking plant. One track of the Jamestown, Chautauqua and Lake Erie rail

way is crossed at Jamestown; the crossing is protected by an interlocking plant. One track of the Jamestown Street railway (electric) crosses at grade on Main street, Jamestown; the conductors of the electric railway are required to pilot their cars across the track of the steam railroad.

The right of way is entirely cleared and free from brush and rubbish. The fences are of wire, in good repair. The highway crossings are in proper condition and protected by signs of the diamond and "X" form. Wooden slat cattle guards with suitable guard fences are maintained at each boundary of all the highways crossed. Three highway crossings are protected by flagmen, seven by flagmen and gates, and four by electric bells.

Mile posts of stone are maintained; also stone markers for the half and quarter miles. Whistle posts are at the prescribed distance from the highway crossings. all overhead obstructions are protected by warning signals.

The average length of the track sections is six miles, and the force employed upon each consists of a foreman and five laborers. Each gang is furnished with flags, lanterns and torpedoes, and all portions of the track are patrolled daily by some member of the section force.

Interlocking plants are maintained at the end of the double track at Bucktooth, at Red House, governing the cross-over switches and passing tracks, at Waterboro, governing the east end of the double track and the crossing of the Buffalo and Southwestern branch of the Buffalo division, at Falconer Junction, governing the crossing of the Dunkirk, Allegheny Valley and Pittsburg railroad, and at Jamestown, governing the crossing of the Jamestown, Chautauqua and Lake Erie railway. The movements of trains are governed by the Mozier three-way block system.

The station buildings are generally in good condition. The one at Falconer Junction is not owned by the company and is an old building not well located. Plans are prepared for a new station at this place at a different location, but as yet no work has been done toward the construction of the station. The stations are clean and neat, and furnished similarly to those on the main line of the New York division, and the same remarks apply.

Since the last inspection (October, 1903) about 12 per cent. of the crossties have been renewed; 21.6 miles of new 90-pound steel rail have been laid, replacing worn, lighter rail; 18.50 miles of track have been reballasted with gravel; bridge No. 14, 141 feet in length, has been replaced with plate girder spans on newly constructed or repaired masonry; three open culverts and cattle passes have been rebuilt; one stone culvert has been replaced with iron pipe; the masonry to four bridges has been rebuilt; one station building has been extensively repaired, light repairs made to others, and one has been repainted; four iron bridges have also been repainted.

Recommendations.

That the missing guard timbers on open culverts and cattle passes be replaced; that necessary renewal of cross-ties be made; that the worn 80pound rail be replaced, and all loose track bolts made tight.

A copy of this report was sent to the company with a letter making the recommendations in the report the recommendations of this Board. The company has not had sufficient time up to the closing of this report to send an answer. (No. 44-1905.)

FONDA, JOHNSTOWN AND GLOVERSVILLE RAILROAD.

(Inspected June 8, 1905.)

On June 8, 1905, I inspected the portion of the Fonda, Johnstown and Gloversville railroad operated by steam power, and respectfully submit the following report:

The portion of the Fonda, Johnstown and Gloversville railroad operated by steam power consists of a main line, from a connection with the New York Central and Hudson River railroad at Fonda to Northville, and the Broad

albin branch, which connects with the main line at Broadalbin Junction, near Gloversville, and extends to Broadalbin. The length of the main line is 25.5 miles, and of the Broadalbin branch six miles. Both are single track roads, and there are on the two lines approximately 4.82 miles of sidings and yard tracks.

The main line has approximately one mile of track laid with 80-pound steel rail, connected by 4-bolt Weber joints, 6 miles laid with 75-pound steel rail, connected by angle plates 36 inches in length with 6 bolts, and the remainder with 70-pound steel rail, connected by angle plates 24 inches in length with 4 bolts. The Broadalbin branch is laid with 56-pound steel rail, connected by angle plates 24 inches in length with bolts.

The cross-ties are principally cedar; the standard dimensions are 6x8 inches, 8 feet in length, and they are laid at the rate of 2,640 to the mile of track. The roadway of both lines is generally well graded; a few cuts were noted with rather steep slopes and material washing down, clogging to some extent the ditches. At a few places the cuts should be widened and the ditches cleaned.

The steel and iron bridges are in good condition and generally well painted. The last of the truss rail bridges has been removed. The bridge floors are standard and in proper condition. The masonry to bridges, open culverts and cattle passes and arch and box culverts is in fair condition, and repairs or renewals made as necessary. There are no wooden bridges or timber trestles remaining in the roadway, and practically all the open culverts and cattle passes which formerly existed have been covered with solid flooring of rails and the track ballasted over them, eliminating openings to grade.

The cross-ties are in fair condition. Approximately 10 per cent. of renewals will be needed this season.

The main line rail is in good condition, angle plates full bolted and practically all bolts tight. The rail on the Broadalbin branch is considerably worn and many loose rivets were observed. The traffic of this branch is light and the speed of trains slow. All main track switches are split point, in fair condition. Rigid and automatic stands are both in use, and have well painted targets. Switch lamps show red light for danger and white for safety. Rigid and spring rail frogs are both in use on the main line; on the Broadalbin branch all frogs are rigid. They are in good condition, and the frogs, guard rails and the heels of switches are protected by foot guards. Derailing switches are in all sidings where their use is necessary. The main tracks are lightly ballasted with gravel, sand and cinders. The alignment and surfacing of the main line track are good, and of the Boardalbin branch fair for the slow speed at which trains operate on that branch. The curves are about correctly elevated for the speed at which trains are run. The maximum curve is 12 degrees, located at Fonda, and the maximum grade 2 per cent., for about 2.6 miles between Fonda and Johnstown.

One track of this company's electric railroad crosses at grade at Johnstown, and also at three different places in Gloversville. At each of the crossings the conductors of the electric road are required to pilot their cars across the track of the steam railroad.

The right of way is free from trees, brush and rubbish, and is fenced generally with wire. The fences are in places out of repair and need attention. The highway crossings are properly graded, well planked, and protected by signs of the diamond or triangular form. Metallic slat cattle guards are used. Some are missing and many out of repair. Two highway crossings are protected by flagmen, and 15 by crossing signs only. All overhead obstructions are protected by warning signals.

The track sections average 5.3 miles in length, and the regular force employed upon each section consists of a foreman and six laborers. Each sertion gang is furnished with flags, lanterns and torpedoes. Regular track walkers are not employed, but all sections of the road are patrolled daily by some member of the section force.

The station buildings are in good condition and properly furnished. At Gloversville and Johnstown there are commodious brick stations.

The passenger equipment is in good condition. The coaches have automatic couplers and air brakes, are heated by steam and lighted with oil lamps.

Water for drinking is provided and emergency tools are properly located in the center of the cars. The employees at stations and on passenger trains are uniformed. The freight equipment is properly maintained and all equipped with automatic couplers and air brakes.

Since the last inspection (July, 1903) about 10 per cent, of the cross-ties have been renewed; about four miles of main track have been reballasted with gravel; one steel plate girder bridge has been put in, replacing a truss bridge constructed of rails; three open culverts have been eliminated by putting on solid flooring of rails and ballasting the track over them; necessary repairs have been made to bridge and culvert floors, also to station and other buildings.

Recommendations.

That necessary widening of cuts and cleaning of ditches be done; that 10 per cent. of cross-ties be renewed; that loose track bolts on the Boardalbin branch be tightened; that the fences be put in proper repair; that missing cattle guards be supplied and those now in place and out of repair be put in proper condition promptly.

A copy of this report was sent to the company with a letter making the recommendations in the report the recommendations of this Board. The company informed the Board that the recommendations "will have our prompt attention." (No. 6—1905.)

GENESEE AND WYOMING RAILROAD

(Inspected July 13, 1905.)

On July 13, 1905, I inspected the Genesee and Wyoming railroad, and respectfully submit the following report:

The Genesee and Wyoming railroad, a single track, standard gauge line, connects with the Delaware, Lackawanna and Western railroad at Greigsville, the main line extending from that place to a connection with the Buffalo, Rochester and Pittsburgh railway and the Lehigh Valley railroad at Pittsburg and Lehigh Junction, a distance of 12.12 miles; a branch line connects with the main line at Retsof and extends to a connection with the Western New York and Pennsylvania railway at Retsof Junction, near Piffard, a distance of 2.27 miles. This latter named branch is used only for transportation of freight, and the main line is used principally as a freight line; passengers are, however, carried.

The general alignment of the road is good; all curves light. The grades are also light and regular. The roadway is well graded and thoroughly drained.

All the bridges are steel or iron, of proper construction and suitable strength; the paint on them is getting poor. The bridge floors are of standard construction and in good repair; inside guard rails are maintained on all. There are no timber trestles. There yet remain a few cattle passes constructed entirely of wood; arrangements are made for replacing them with concrete and I-beams or eliminating them. A few open culverts have masonry abutments and timber stringers, all suitably maintained. The box culverts and iron pipe drains are in good condition.

The cross-ties are in first-class condition, evenly spaced and full spiked; the standard dimensions are 6x8 inches, 8 feet in length, and they are laid at the rate of 2,816 to the mile of track. About 11⁄2 miles of the main track are laid with 61-pound and the balance with 70-pound steel rail. The 61pound rail is connected by angle plates 24 inches in length with four bolts, and the 70-pound by angle plates 30 inches in length with six bolts. The 61-pound rail is somewhat worn, but in fair condition for the light traffic on the part of the road where it is used; the 70-pound rail is in good condition. All angle plates are full bolted and the bolts tight. The main track switches are split point and have automatic stands with well painted targets. Night trains are not operated, and the only switch lamps used are in Retsof