canal. A new truss was placed on northbound track in 1890. Bridge No. 68 was covered since last reported inspection. Near milepost R. P. 111, 5,000 feet of trestle have been filled since 1890. Some thirty-eight small openings have been covered with rails or cast-iron pipes, placed and filled in this year, and since 1890, about seventy five have been treated in a like manner. Where the openings are covered with rail over six-foot span, two tiers are placed. Bridge No. 4 is a deck plate girder on good masonry, but needs paint. No. 8 was the Dresden trestle, and has been filled in the last two years. No. 9 was a trestle 800 feet long, and was filled last winter. No. 11 was 700 feet of trestle work, and filled last winter. This trestle was 100 feet high and gave great trouble to maintain. Near milepost 98 R. P., seventy feet of trestle was noted filled since 1892. No. 14, 50-foot trestle, was noted filled since 1892. The trestle work leading to and from the boat landing at Fort Ticonderoga is upon a sharp curve, and while overhauled this year quite extensively, and only used during the summer months, yet if its position is not bettered it should be filled as soon as possible. The oldest timber is said to be seven years. The old jack-knife draw-bridge over the outlet of Lake George is to be replaced by a center swing-bridge of modern design. It is on false work now and it is hoped will be completed very soon. The tunnels were noted in good condition. The overhead bridges all have telltales and were noted in general strong life. No. 23 is a 100-foot deck lattice girder, over water, and needs cleaning; otherwise it is in good form and condition. It was formerly a two-span bridge, one lattice and one plate girder. The half-through plate girder in Port Henry yard, about twenty-foot span, was found in good order. Near milepost 73 R. P, is a trestle of 480 feet on dock, all new, twelve feet center to center of caps and has corbels. The stringers are two, eight by fourteen inches and oak floor. It is on a curve and the only trestle upon the main line. The dockowner, it is said, will not sell or permit it to be filled. Sailors Portland cement is used in masonry work and it is pleasing to note the excellent material and workmanship. No. 34 is a through-riveted bridge of 150-foot span, built in 1874, and lately reinforced; has new floor system and is on very fair masonry. No. 37 is a deck-riveted truss, 160-foot span, built in 1874, now reinforced. The abutments are the old "T" style and quite narrow; should be cleaned on upper and lower chords. It is over a stream. New tie guards and paint are needed at bridge No. 38, which is a deck-riveted truss 140-foot span; also needs cleaning on chords. Much of the bridging is supported without cushion blocks upon bridge seats. No. 43 is a 100-foot deck-riveted truss bridge; new this spring. It has ample metal and is of good design; was an old truss, too light. No. 48 is a sixty-foot deck-plate girder bridge in place of an old deck-riveted truss, too light. Between Chazy junction and Rouses Point a number of the small openings need new floors and general attention; some could be closed up. The officials informed your inspector that next year would see many of these made permanent. With the exception of the draw span over the Champlain river, near Cooperville, which was erected in 1874 and recently strengthened, all the openings between Chazy junction and the State line are minor. The masonry is most excellent.

Albany to Binghamton, Main Line.

This line is 142 miles long. Is single track except sixty-five miles of double. The improvements upon this line over former years are many and expensive, including sixty small openings closed last fall. Large renewal of ties, consisting of yellow pine, white oak ant chestnut; thirty-five sets of split point switches since April this year. A large amount of eighty-pound steel rail, new masonry and ballast. The sleepers were noticed as a rule in very fair life and section, though next year your inspector was informed by the officials a larger section would be placed. Too many ties were noted decayed and worn. The chestnut ties do not stand well under the heavy freight traffic. ! he rail cuts into them and lessens their life greatly. The old light rail, while noted well worn, is still in fair condition considering the heavy wear upon them. The adjustment of track is fair but too many loose bolts and spikes were noted. More care is suggested in this item. The warning signs at highway grade crossings while well painted and in good location, a number were noted in need of paint, and some were found not in as conspicuous positions as would seem proper. The fences were found in good condition as a rule. Switches were noted locked in almost every instance, and the switch maintenance good. The guard rails opposite frogs were found generally well braced, though a few were found not as staunch as should be. The targets and signals were found well painted in the main though many were found needing attention. The ditches were noted in many instances needing attention and cleaning, though where given attention they were opened amply wide and deep. The embankments need widening in many places. This work it is said will be attended to next year. Attention is called to the item of crossing plank. Too many instances were noted needing renewals. From indications along the line it would seem there are too few employes upon the track, or that they are expected to give attention to too many items. This is true of many of the roads throughout the State. It would seem poor economy to cut down on the track force at least until a road is in extra condition. The cattle guards (slats) and cross fences were found fairly well maintained. Upon some of the sections, however, enough attention is not given to keeping them up in good condition. The passenger stations were found in good repair and the accommodations fairly good; a number of them need paint badly. The Cobleskill station building is stone and very old; it needs pointing very much, if it is to be kept up A new building is hoped for at this point. The platforms have been renewed recently and look well. Repairs upon chimneys and roofs were needed in a few instances. The Oneonta station building is of brick and erected new in 1892. It is of modern design, very neat and clean and has many conveniences. Considerable ballast is needed upon this line and your inspector was assured that next year would see great betterment in this very important item. There are sections upon this line that are neglected and the division roadmaster promised immediate attention. The minor openings upon this division have rail stringers in most every instance; sixty-two pound rail is used and the number is proportionate with the span. They are held at ends by a heavy iron casting for bridge seat bearings

is over

and generally are very well maintained. While the floors as a close rule were found in strong life upon all the openings, yet poor tie guards were noted too often. Number 10 is a forty-foot deck lattice girder, now bented, waiting to be reinforced, it is upon good masonry, and safe at present should not be delayed. Between Albany and Cobleskill twenty-five openings have been closed since 1890. No. 18 is a twenty-foot over all, deck plate girder new three years ago, is low, and in good condition. Near milepost B. B. 122 is an open cattle guard with poor masonry. Not a few of the small openings should be piped and filled; much of this class of work is promised for next year. An effort should be made to buy out cattle pass rights, where property changes hands or farms are divided. Many of the roads of the Sta e report considerable success in eliminating this class of openings. Rails for renewal in case of accident were noted quite frequently along the line. The two spans of 130 feet each through riveted trusses over Schoharie creek, erected in 1883, were noted in good condition. This division was relined with instruments about twelve years ago. At milepost 98 B. were noted castiron pipe in large numbers, stored, and to be used in closing small opennings. It is to be hoped they will be placed soon. Bridge No. 30 is a seventy-foot deck lattice girder which was reinforced last winter. It a creek and rests upon extra strong and well-laid masonry. Near by is a deck plate girder span ere ted new last winter. No. 32 is a sixty-foot deck lattice truss now bented and to be reinforced this fall. Should not be delayed. There are eleven facing switches between Delanson and East Worcester. Commendation is due this company for the large number of openings eliminated since 1890. Near milepost 82 B. are nine bays of trestle fourteen-foot centers, with two eight by fourteen-inch stringers Bents six years old have been overhauled recently. Next are four spans of rail stringers nine feet each; was trestle; the new work was done in 1892. No. 42 are eleven bays of trestle work twelve-foot centers, four years old. The sills are covered; this is not good construction. Sills should be kept in position so as to be frequently inspected. The alternating dry and moist conditions do great harm to timber. Corbels are to be placed upon all trestles. An effort should be made to remove the trestles upon this line at an early day. Near milepost 59 B. a trestle has been filled since 1890, and stone box culvert placed. Near milepost 56 are two spans thorough riveted trusses 125-foot each. A new floor was being placed, rivets being tightened and trusses reinforced upon day of inspection. Bridge No 95 is a deck riveted span of fifty feet, erected in 1881. The officials say the structures west of Oneonta are to be reinforced soon. The Harpersville iron viaduct, about 400 feet long, consists of deck plate girders resting upon towers, with new piers recently constructed. The batter of the towers is two-inch per one-foot. It was erected in 1884. Next west is a trestle 100 feet long, filled in 1892. Near milepost 13 B. is a deck plate girder span of sixty feet, with new masonry abutments. The interlocking plant at the crossing of Delaware, Lackawanna and Western railroad tracks was erected last year and the expense halved, though the Delaware and Hudson Canal Company maintain it.

of

Nineveh to State Line of Pennsylvania.

This line is seventeen miles long in this State, standard gauge and single track except a short distance near Nineveh. The rails consist of eighty and sixtv-seven pound steel. About one-third is laid with the heavy rail. Coal comes over this line from the fields in Pennsylvania in large quantities, and the ballast material is almost entirely cinders and coal refuse. It is deep and makes drainage easy. The sleepers were noted strong in life, of good cross section and made up very largely of oak and chestnut. They are closely spaced and the rail is spiked with great care. The adjustment of track was found excellent. The joints are two tie and the heavy rail is fastened by angle bars thirty inches long and six bolts. The bolts and bars were noted carefully maintained. The targets and signals were found well painted. The ditches have been given constant attention, and upon day of inspection little could be seen to criticise. The highway grade crossing signs were observed in good position and well painte 1. The background is black and the letters white, making quite a contrast. The cattle guards and cross fences are well maintained and of good design. The fences along the right of way were found strongly constructed and in good life generally. The switch guards, stand timbers and adjacent ties were all noted very well cared for and safe. All switches were noted locked. Clearance posts were in position, as were whistle and section posts. The grass, weeds and brush were generally well cleared up, and the right of way orderly and clean. Crossing plank at highways were in strong life and good position. The passenger station buildings were noticed well maintained, neat and clean. There are now wooden stringers at openings upon this line. All of the minor spans are of rail stringers and I-beams. There are eighteen of these small openings, and all have good floor systems strong in life and closely spaced. The masonry upon this line is very good. Some twelve open pit cattle guards have been filled in and iron slats placed since 1890. A number of new deck plate girders have been erected in place of old structures since 1890. Attention is called to the necessity of keeping lower flanges, chords and bridge seats clean. This item, while attended to generally well, is one that is apt to be neglected. Upon this road, however, extra care is given as a rule. Three new through plate girder bridges of thirty-foot span, with solid "buckle plate" flooring, were noted. One opening was noted needing new floor.

Cherry Valley Branch.

no

This line is singe track, standard gauge and extends from a junction with the main line about one mile west of Cobleskill station to Cherry Valley station; is twenty-two miles long and laid with sixty-twopound per lineal yard steel rail taken from the main line and somewhat worn. The sleeper life is not what it should be. Six thousand are said to have been placed this year, yet too many were noted decayed and not holding spikes well. Some were noted almost gone. Neglect was apparent in the item of spiking. Too many loose spikes were found; also bolts missing at joints. The rail is laid staggered, and the adjustment was found very fair considering age of rails.

Meager ballast in places and decayed ties. A good many instances. were found where the ditches have been opened, but not a few places were also seen needing considerable attention. Some attention evidently has been paid to the removal of grass, weeds and brush, though considerable was noted of long standing. The traffic upon this line is not great. Two trains each way daily attend to the business. Notwithstanding this fact this line should be maintained properly. Crossing plank, while generally very fairly maintained, were found in a number of instances needing renewal at once. Warning signs at grade crossings were noted in conspicuous locations and fairly maintained, though a number were in need of paint. A few extra trackmen should be employed to place this line in proper condition for the winter. Considerable renewal is necessary upon the wooden structures, of which there are quite a number. An effort should be made to fill where possible and place iron and masonry at many of the openings. Some of the bents in trestles have reached the limit of age and strength and should be renewed without delay. The stringers are nearly if not quite all yellow pine and in fair life still. Near milepost 16 Č. is a fifty-foot deck plate girder with T-abutments; has good floor system and tie guards. Not a little of the masonry at small openings need relaying with larger stone; some of it is very poor and crumbling. Not a few of the minor openings could with little expense be made permanent by filling and placing iron pipe or solid rail floors. It is suggested that if this branch is to continue in operation it should be brought up to the condition of the other spur lines. The passenger stations were found. neat and clean. Sharon station needs better baggage accommodations. The high, narrow and unroofed platform opposite the station building is not adequate.

Chazy Junction to Province Line.

This line is single track, standard gauge and fifteen miles long. One train each way daily answers the business. The rail is old and well worn. Stub switches were mostly noted, and effort is to be made to replace with those of the point pattern, if new rail is laid. Four men and foreman attend to sections of seven miles in extent. The sleeper life on much of the line was found fair, though too many ties were in condition needing renewal at once. While it is not expected that this line is to be maintained equal to the main line, yet sufficient attention should be given it to positively insure safety and comfort in passing over it. An effort should be made to place the substructures in roadbed in good condition. Considerable of the masonry needs attention. The openings in roadbed are not many. The floors were found in strong life. The open cattle guards have T-rail stringers. Near Chazy junction was noted a twelve-foot opening having stringers of yellow pine I-beams were on the ground to go in. Considerable brush should be removed, and attention given to keep the right of way tidy. The adjustment of track is as good as could be expected, considering the lack of good ballast in places, and general attention given the roadbed. Bridge No. 66 is about a twelve-foot half through plate girder, good floor, masonry open and poor. No 67 is a deck plate girder, short spans, also having poor masonry. Near Moore's junction are two seventy-five-foot spans of through plate girder over stream; all