slipped. That the necessary repairs and renewals, as ointed out by your inspector to the officers in charge of these structures to the trestles, open culverts and cattle passes, be promptly made. That the viaduct at Stony Brook Glen be replaced, or strengthened and repainted. That inside guard rails be maintained on all bridges and trestles. That the remainder of guard rails, frogs and the heels of switches be protected by foot-guards. That targets be put on the stands of derailing switches, where now lacking. That the fences be put in proper repair. Dim crossing signs repainted and cattle guards with proper guard fences be maintained at each boundary of all the highways crossed.

Rochester, Hornellsville and Lackawanna Railroad.

The general alignment is good and the only sharp curve, one of 10 degrees, located at Hornellsville Junction. Grades are also light, the maximum being 24 feet per mile. The roadway is well graded and properly drained. The bridges of iron or steel are in good condition, well painted, have good masonry, standard ties and guard timbers in good repair. Inside guard rails are not maintained. The only timber structures remaining in the roadway are short spans of open culverts in good condition, and have standard ties and guard timbers. The box culverts and iron pipe drains are in proper condition. The cross-ties are the same kind and dimensions as those used in the main line track and are in the same generally good condition. The entire track is laid with 56-pound steel rail in fair condition. The rails are connected by angle plates 24 inches in length with 4 bolts, all connections are full boltd and bolts tight. The switches are split point, with automatic stands, and have well-painted targets. The frogs are rigid. Only part of the frogs and guard rails are protected by foot-guards. No derailing switches are apparently needed. The track is in very good line and surface and the outer rail on curves correctly elevated. The track is fairly allasted with gravel much of which has been put in since the last inspection. No railroads, steam or electric, cross at grade. The right of awy is clear and clean. Fences are of wire and board and somewhat out of repair. The highway crossings are well graded, properly planked and protected by signs of the diamond form. There are no cattle guards. There are no overhead obstructions. The whistle posts are properly located. There are no mile posts. The track sections are approximately the same length as on the main line and the same force employed on each section. The trains are operated by the telegraphic train order system. The stations are in very fair condition and properly furnished. The same equipment is used as upon the main line, and the same remarks apply. Since the last inspection approximately one-half the cross-ties have been renewed. Nine and two-tenth miles of track have been ballasted with gravel. One light iron bridge of 85 feet span has been replaced with a plate girder bridge, on new masonry. The station building at Burns has been repainted.

Recommendations.

That inside guard rails be maintained on the bridges. That frogs, guard rails and heels of switches be protected by foot-guards. That proper repairs be made to fence and that cattle guards, with proper guard fences, be maintained at each boundary of the highways crossed.

Shawmut Connecting Railroad.

This piece of railroad has been recently constructed and the work has been well done. The general alignment is good. The maximum curve 4 degrees. The maximum grade is 30 feet per mile. All bridges are of steel and are erected on proper masonry of concrete. They have standard floor systems, a new. Inside guard rails are not maintained. There are no wooden structures in the roadway. Open culverts and cattle passes are of concrete masonry, I-beam stringers and standard ties and guard timbers. The box culverts and iron pipe drains are good. The cross-ties, all yellow pine, are of the same dimensions and the same number laid to the mile

of track as upon the main line. They are all new. The track is laid with new 85-pound steel rail connected by Weber joints 30 inches in length, with 6 bolts. All connections are fully bolted, and bolts tight. The switches are split point and have automatic stands with well painted targets. The frogs are spring rail. No foot-guards are used. No derailing switches are apparently necessary. The alignment and surfacing of track are first class and the curves correctly elevated. The track is very well ballasted with gravel. The right of way is clear and clean and well fenced with wire. Highway crossings are in proper condition and protected by signs of the "X" form. Wooden slat cattle guards with suitable guard fences are in place at each boundary of all the highways crossed. There are no overhead obstructions. Mile posts are not maintained. Whistle posts are correctly located. This short line of track is maintained as a portion of a main line section. There are no station buildings and only telegraph stations maintained.

Recommendations.

That inside guard rails be placed upon the bridge, and that the frogs, guard rails and heels of switches be protected by foot-guards.

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 would be complied with. (No. 42-1905.)

RUTLAND RAILROAD.

Inspected July 25, 26 and August 17, 1905.)

On July 25 and 26 and August 17, 1905, I inspected the portions of the Rutland railroad in this State, and respectfully submit the following report:

Chatham Division.

The Chatham division of the Rutland railroad, a single track line, connects with the Boston and Albany railroad at Chatham, and extends to Bennington, Vermont, 57.3 miles, of which 51.56 miles are in the State of New York. There are also in this State approximately 6 miles of sidings and yard tracks.

The general alignment of the road is good and most curves light; the maximum, aside from one of 9 degrees at Chatham station, is 5 degrees. The grades are fairly regular and generally light; the maximum grade northbound is 69 feet per mile, for about 11⁄2 miles, near Old Chatham,-southbound, 65.6 feet per mile for about 3.1 miles, near Center Berlin. The roadway is generally well graded and fairly drained; a few rock cuts near the southerly end of the road are somewhat narrow to admit of ditches of standard width and depth. No subdrains are used.

The steel and iron bridges are in good condition excepting that most of them should be repainted to prevent injury from rust; they are erected on fair to good masonry and have standard floor systems, in proper repair. Inside guard rails are not maintained. The light iron bridges mentioned in the report of last inspection (which was made in July, 1903), with the exception of one at Chatham, have been replaced with modern bridges of standard design and suitable strength; the one at Chatham, while of light construction, is sufficient for the class of motive power and rolling stock used on that division. There are no wooden bridges in the roadway. Overhead highway and farm crossing bridges of wood are in fair to good condition. The trestles, of which there are several and some used for crossing running streams, are of standard construction, generally in fair repair, and arrangements are made for making necessary repairs to the remaining ones. Nearly all open culverts and cattle passes are constructed entirely of wood; a few have masonry of a poorer class, to which some repairs and renewals are needed. Nearly all stringers are of timber; a few are composed of rails. The ties and guard timbers are standard and repairs are being made as

necessary. The arch and box culverts and iron pipe drains are in from fair to good condition.

The cross-ties-mixed cedar, Southern pine, chestnut and oak-are of standard dimensions and laid at the rate of 2,992 to the mile of track; they are fairly well spaced and full spiked. There are many decayed ones and about 15 per cent. should be renewed this season.

The track is laid with 60-pound steel rail, connected generally by angle plates there are some fish plates still in use; their length is 24 inches and they ave 4 bolts. The rail is very much worn and bent; practically all of it should be renewed. The angle plates are full bolted but a considerable portion of the bolts are loose and, owing to the worn condition of the rail and fastenings, cannot well be kept tight. All main track switches are split point, and most switch stands are automatic. The switch stands are in fair condition. No switch lamps are used and night trains are not operated. The frogs are rigid, and all frogs and guard rails are protected by footguards. Derailing switches are in all siaings where their use is necessary; some of the stands, however, are devoid of targets. The alignment and surfacing of track are poor and the curves irregular. The track is lightly allasted with a poor quality of gravel, and much of it practically without ballast. A gravel pit has been recently opened, a steam shovel working in it, and trains distributing new ballast. About one mile of the new ballast has been already put under the track. This ballast is of an inferior quality and will not assist materially; if possible a better quality should be secured. Two tracks of the Fitchburg division of the Boston and Maine railroad are crossed at grade at Petersburgh Junction; the crossing is protected by an interlocking plant with derailing switches in all tracks approaching, and with home and distant signals; the distant signals on the Rutland railroad, however, are not connected up,-therefore all trains on that road are required to come to a full stop before crossing.

The right of way is free from trees, but there is much small brush remaining, and grass and weeds have not been cut this season. The fences are generally of wire much of them in poor repair, and in places lacking. A considerable amount of new fence of wire has been constructed since the last inspection, and repairs made in many places. The highway crossings are properly graded, well planked and protected by signs of the diamond form. All the crossing signs are new. A few wooden slat cattle gurads are in use, but at most crossings there are none. No highway crossings are protected by flagmen, gates or electric bells. Mile and whistle posts are not maintained. All overhead obstructions are protected by warning signals.

The average length of the track sections is 51⁄2 miles and the force employed upon each consists of a foreman and three to four laborers. Regular track walkers are employed through the winter season, and in the summer time the track is patrolled daily by some member of the section force.

No interlocking plants are maintained excepting the one at the crossing of the Fitchburg division of the Boston and Maine railroad at Petersburgh Junction. The movements of train are governed by the telegraphic train order system.

The station buildings are small, some of them old, and generally in fair repair, they are clean; water for drinking is provided, and timetables are posted in the waiting rooms. The station platforms are of plank and gravel. Station employees wear uniforms.

are

The lighter locomotives and standard rolling stock of the Rutland railroad are used on this division. The locomotives and all passenger cars equipped with automatic couplers; the freight cars observed were in good repair and about 70 per cent. of them equipped with automatic couplers. All passenger cars have air brakes; the cars are heated by steam and lighted with gas or oil lamps; water for drinking is furnished and emergency tools are carried in each.

Since the last inspection some cross-ties have been renewed; about 64 miles of iron rail replaced with steel; one mile of track has been reballasted with cinders, and four miles with gravel; bridges Nos. 7, 8, 15 and 38, light iron bridges, have been replaced with new bridges of steel; girder bridge No. 180 has had new cover plates put on; trestle No. 4, about 684 feet in

length, has had new longitudinal bracing and repairs made to bents; repairs have also been made to other trestle structures, open culverts and cattle passes, and the floor of several has been renewed; additional stringers have also been put in on most of them, and additional rails where rails are used for stringers; a new overhead bridge has been built at South Berlin, replacing an old one; the masonry to bridges Nos. 7, 8, 15 and 18 has been extensively repaired; a new station has been built at Petersburgh and a new waiting shed at Wyomanock; bridges Nos. 7, 8, 15 and 38 have been repainted; about 15 miles of new wire fence have been erected, and about 5 miles of fence repaired.

Recommendations.

That inside guard rails be maintained on all bridges and trestles; that approximately 15 per cent. of cross-ties be renewed this season; that practically all the rail and fastenings be renewed; that targets be put on the stands of all derailing switches; that the track be ballasted and put in proper alignment and surface; that the distant signals of the interlocking plant at the crossing of the Boston and Maine railroad at Petersburgh Junction be connected up and put in working order-(this interlocking plant is cared for by the Boston and Maine railroad); that brush, grass and weeds on the right of way be cut and removed; that the fences be put in proper repair; that cattle guards with proper guard fences be maintained at each boundary of all the highways crossed; and that whistle posts be erected 80 rods each side of all highway crossings.

Ogdensburg Division (Ogdensburg and Lake Champlain Railway.)

The portion of the Ogdensburg division (Ogdensburg and Lake Champlain railway) in this State extends from the Vermont State line at Rouses Point to Ogdensburg, a distance of 118.53 miles, single track, and has approximately 39 miles of sidings and yard tracks.

The general alignment is good, the maximum curve 2 degrees and 30 minutes, located at Malone. The grades are also light, the maximum westbound being 38 feet per mile, and eastbound, 30 feet per mile. The roadway is very well graded and properly drained. No sub-drains have been put in. The steel and iron bridges are in good condition and generally well painted; they are of standard construction and sufficient strength and have standard floor systems, in good repair. Inside guard rails are not generally maintained. Nearly all bridges are erected on fair to good masonry; a few have abutments of timber, which are in proper condition. There is but one wooden bridge remaining in the roadway;-that is a Howe truss deck span 66 feet in length, between Norwood and Madrid; it has been erected but a few years and is covered; the timber is sound and it is erected on good masonry. The overhead bridges of wood and iron are in fair to good condition. The only trestle structure remaining in the roadway is one of 2,100 feet in length, in the St. Johns river at Rouses Point; it is constructed partially on pile and partially on crib foundations and is in good repair. The Central Vermont railway also operates over this trestle on a gauntleted track. The gauntleted track is protected by signals controlled by an operator located in a tower near the center of the trestle, which crosses the river to the Vermont shore. Nearly all open culverts and cattle passes have masonry abutments, much of which is poor, and some of which needs prompt attention,-which was promised by the officials of the railroad who accompanied your inspector, and whose attention was directed to the different structures requiring atten tion; a few have abutments constructed of timber, all of which are in fair condition. The openings of the longer spans have I-beam stringers and of the shorter ones timber stringers; all are sufficient. The ties and guard timbers are standard and an good repair. The arch and box culverts and iron pipe drains are in from fair to good condition and necessary repairs are now in progress.

The cross-ties are of mixed yellow pine, cedar, tamarack, Princess pine, and a few hemlock; their dimensions are 6x8 inches, 8 feet in length, and they are laid at the rate of 2,992 to the mile of rtack. They are generally

in good condition; necessary renewals have been or are being made, and are evenly spaced and full spiked.

Approximately 90 miles of the main track are laid with 80-pound, 10 miles with 75-pound, and the remainder with 72-pound steel rail. The 80-pound rails are connected by angle plates 30 and 36 inches in length with 6 bolts, the 75-pound by angle plates 22 and 24 inches in length with 4 bolts, and 30 inches in length with six bolts, and the 72-pound rails by angle plates 20 inches in length with 4 bolts. The rail is in very good condition, all the connections full bolted and bolts tight. The main track switches are split point; switch stands automatic, and have well-painted targets. Switch lamps show red light for danger and white for safety. Main track frogs are spring rail, and all frogs and guard rails are protected by foot-guards. Derailing switches are in sidings where their use is necessary, and have proper targets. The alignment and surfacing of the track are good and the outer rail on curves properly elevated for the speed at which trains are scheduled. The track is ballasted with gravel and cinders; on the easterly end of the road the ballast is in good quantity and quality, on the westerly portion the ballast is lighter and not of so good quality and some additional ballasting would improve the road.

The following named railroads are crossed at grade: One track of The Delaware and Hudson Company's railroad at Rouses Point and one track at Mooers Junction. One track of the Mohawk and Malone railway at Malone Junction. One track of the New York and Ottawa railroad at Moira. One track of the Rome, Watertown and Ogdensburg division of the N. Y. C. & h. R. R. R. at Norwood. A tilting-board signal is used to protect the erossing at Norwood, and at all the other crossings a ball signal. All trains are required to come to a full stop at each of the crossings.

The right of way is free from trees, brush and rubbish, and grass and weeds are being cut. The fences are of wire, board and rail, and some repairs are needed. The highway crossings are in proper condition and protected by signs of the finger-board and diamond form. Wooden slat cattle guards with proper guard fences are maintained at each boundary of all the highways crossed. Three crossings are protected by flagmen and 111 highway crossings by crossing signs only. Mile posts are maintained and the whistle posts are properly located.

The track sections are 54 miles in length, and the force employed upon each consists of a foreman and from three to four laborers. Each gang is furnished with proper appliances for protecting its work. Regular track walkers are employed through the winter season and in the summer time the track is regularly patrolled. All overhead obstructions are protected by warning signals. No interlocking plants are maintained. Trains are operated by the telegraphic train order system and are spaced at stations. The station buildings are generally in good condition clean and neat and properly furnished. Station employees wear uniforms.

The standard freight and passenger equipment of the Rutland railroad is used on this line, for remarks concerning which see report on the Chatham division.

Since the last inspection (July, 1903) about 20 per cent. of the cross-ties have been renewed; about 61⁄2 miles of 80-pound, and 4 miles of 72-pound steel rail have been put in, replacing worn 56-pound rail; 4 miles of track have been reballasted with cinders and gravel; necessary repairs and renewals. have been made to bridge, trestle, open culvert and cattle pass floors; a new pier has been built under bridge No. 68 and considerable repairs done to other masonry; the station buildings at Ogdensburg and Chateaugay have been quite extensively repaired, also freight houses at Ogdensburg and engine house at Norwood extended; about 6 miles of new wire fence have been erected, and 3 miles of fence repaired.

Recommendations.

That necessary repairs and renewals be made to the open culvert and cattle pass masonry; that inside guard rails be maintained on all the bridges and trestles, and that necessary repairs be made to fences.