INSPECTIONS. The following reports are condensations made by the inspector from hi field notes. The field notes themselves are filed in the office of the Board, and show in very much greater detail the condition of the structures and road-bed. [R. R. Comr's.] ADIRONDACK RAILWAY. A careful examination was made of this property and its physical condition was found in many respects considerably improved, while in others there has been little betterment, and in some items of maintenance there was an apparent depreciation. The betterments most prominent are a new four-stall brick engine-house and a brick shop at Saratoga; also new sidings and grading of road-bed and yard at same point. With these improvements and the beautiful station and general offices in the same village, the terminal facilities must be adequate to meet the demands of business. Eighteen miles of steel rail, sixty-five pounds per yard, were laid prior to 1887, and some addition has since been made. The track through Saratoga has been relaid with steel, and at other points on the road steel rail has been substituted for iron. There are yet about eighteen miles of iron rail, with chair fastenings, in the superstructure. The balance of iron rail is secured at joints with fish-plates. The whole is in ordinary condition and will soon require to be renewed. The sleepers do not appear to be in as strong life as in 1887. There are a large number of new ties owned or delivered along the road, possibly 30,000, which undoubtedly are intended for its use. They are very much needed in the track. Attention is suggested to some of the Howe trusses, a few of which are liable to disaster by reason of floods, or another spring by ice flows, and others by depreciation in life of material. Over Sacandaga river there are four spans of deck Howe trusses, the main span of which over bed of stream is a new and strongly constructed deck-truss, thoroughly housed. It is in the best condition, and has strong masonry piers. The south span and the two northerly spans are now really trestle bridges. The trestles were constructed inside of the old trusses and extend up to the under side of track-stringers, forming bays of about ten feet each and about sixty feet in height. The bottom of the posts and braces of these trestles, which are all of hemlock, show evidences of decay; probably one-third of the timber is thus affected. These trestles are not immediately dangerous, but it would be much better if they were removed and strong trusses erected. The timber has been four and five years in use. Crossing Wolf creek is a deck Howe truss, about fifty feet clear span. This bridge has very defective upper chords, and a bent is used at center of truss, without changing the main braces to a proper position. Ice flow occurs in this stream, and a new bridge is quite necessary. The next bridge is a 132-feet span Howe truss over Stony creek. This bridge has additional truss rods, and appears to be in good life. One abutment is in good condition. The north abutment is entirely gone, and trusses rest upon a timber bent. A new abutment at this point is needed. Crossing Thurman creek is a sixty-eight-feet span low through Howe truss in the same condition as the bridge last mentioned. One abutment is gone, and the bridge rests upon a strong bent, cribbed and well riprapped. A new abutment does not appear so imperative at this point. The low through Howe truss over Patterson's creek, fiftyone feet clear span, has additional truss rods, and trusses are in good life. The next bridge is an eighty-feet span through Howe truss having decayed chords. Bents are under it at each panel point. The stream is very rapid, and a new bridge is suggested. Over Mill creek is a through Howe truss in good life. It has additional truss rods at second and third panel points, and the abutments are in good condition. The floor has plank ties, which are insufficient to uphold a derailed wheel. A strong floor is suggested. Over North creek is a Howe truss, covered and in good life. A forty-two-feet span Queen truss, near Kings station, is a strong structure and in good condition. There are six trestle-bridges, aggregating 2,200 feet in length. These trestles are in fair life of timber; some of them were being repaired. One of the five bays near Stony Creek wants a few new track-stringers. The single span openings from eight to fourteen-feet spans, ten in number, are mostly in good condition; some of them have trestle-bents with a lagging of plank for abutments. One of ten-feet span, south of Greenfield, has plank-ties which are of little use in case of derailment. South of South Corinth is a ten-feet-span trestle opening, with lagging badly decayed, and at south end of Hadley Rock cut is an eight-feet opening greatly in need of repair. The other single span openings are in very good condition. A large portion of the roadway has been cleared of underbrush out to boundary lines, but there is much like work needed to fully clear the roadway. The track adjustment is quite good on the northerly end, where the road-bed is very well ballasted with sand, but at the south end the line and surface of track was in ordinary maintenance. Each of the passenger stations were examined. At Kings, a newly-located station, is a new one-waiting-room frame depot. At Stony Creek a new one-waiting-room depot has recently been erected. Each of the other stations have been newly painted, and all were found commendably neat and in good condition. To the Board of Railroad Commissioners: ALBANY, N, Y., November 23, 1889. * * *In view of the fact that this examination was made some time before we began work of renewals and repairs on that line, I have to state that we now have in hand for renewal and repair all of the structures reported by your inspector, and have a number of contracts for iron bridges under way, and are also having all the trestles filled, having already filled about 1,600 lineal feet, and propose to prosecute the work diligently until the entire road is put in first-class order. We shall be very glad to have another inspection made of this road next summer, when I think it will be found in first-class order. Yours respectfully. H. G. YOUNG, BROOKLYN, BATH AND WEST END RAILROAD. Vice-President. A careful inspection was made of this suburban road which is fast approaching the status of a strictly rapid transit line. This result is being brought about in great measure by the improved maintenance and appointments of the road. At the time of the first examination of this property (vol. 1. pp. 325 and 326, report of 1883) very much appeared necessary to be done to place the road in a condition which would insure rapid and frequent transit with safety. It was then suggested that if such a result was attained, the increase of traffic would more than warrant the expenditure. Experience has proven the suggestion to have been well made as the all-year business has greatly increased, and the resident population more than doubled. The farm lands along the line are laid out in streets and avenues upon which dwellings of an excellent character are being rapidly erected. It was stated that at least 700 houses would be built this season at Bensenhurst and Unionville alone. The double-tracking of the road has been about completed, and steel rails substituted for iron throughout. Occasionally a too old sleeper was seen, but a sufficient number have been deliyered for renewals. The terminal depot at the intersection of Twenty-seventh street and Fifth avenue is in fair condition. It is an old frame structure which answers very well, and the trestle under train shed has been filled, making it perfectly safe for use. Additional land has been secured, and a new building, or renovation and enlargement of the present structure, is proposed. A temporary track from Fifth avenue along Thirty-sixth street leads to the South Brooklyn ferry terminus, with a temporary platform along the north side of the new depot and train-house of the South Brooklyn Terminal railroad. A connection near city line is to be made with that railroad and its tracks used into the new terminal depot. The Prospect Park and Coney Island railroad intend also to use the terminal tracks and depot, one track of which will probably be completed this season. The depot and yard referred to extend from Third avenue to the street fronting the new South Brooklyn ferryhouse; the yard and train-house resting on Third avenue. Third avenue has a large traffic, including that on the dummy cars of the Brooklyn City railroad. The terminal railroad is on a steep grade reaching to this avenue. In the train-house are several pockets in which to receive and discharge trains. No cross-overs connect these stub tracks, and your inspector was informed that it is the intent to cut off the locomotives near the foot of grade, and allow trains to drift into the train-house by gravity. The number of trains which will be run, and the large street traffic, presents elements of danger. If gates are used across Third avenue to the hindrance of street traffic, possibly accidents will not occur, but it would seem to be on the side of safety that the motive power should govern speed of trains into the depot or train-house, and cross-overs placed near end of pockets. Effort should also be made to reduce the crossing of Third avenue as much as possible. The situation appears to suggest the inspection of your Honorable Board, if not considered too premature. From city line to Coney Island the Brooklyn, Bath and West End road has been much improved since the inspection of last season. A new frame depot has been erected at Bensenhurst. At Blethborne and Unionville there are small passenger buildings which will this season be replaced with more convenient structures. The draw-bridge (single track) over Coney Island creek is in good condition, and coal pockets have here been erected for train use. The adjustment of the track is nearly all that could be desired, and much of the road-bed has been raised up, thus securing better drainage. Generally the property is well maintained, both in permanent way, equipment and depots. A feature of safety is the removal of shade-trees along the margin of the highway, upon which for some distance the railroad lies. There are a few yet standing, which it would be well to remove, as their trunks are quite close to the sides of open cars. On Thirty-sixth street, east of Fifth avenue, the traveled way is crossed by the tracks three times in about 600 feet. It is suggested that these crossings be reduced to the one turning out of Fifth avenue, by throwing the tracks on Thirty-sixth street, south of the street boundary. BROOKLYN AND BRIGHTON BEACH RAILROAD. No particular change has been made in this property other than the completing of the removal, inland, of the large hotel and terminal building at Coney Island. This terminal building of itself is in excellent condition, but the ocean continues to encroach, doing considerable damage to the grounds in front and on the east side of the hotel. A docking of sufficient strength appears necessary to withstand the action of the water, in order to hold the terminal in its present location. The pile bridge crossing Coney Island creek has a new flooring of caps, stringers and ties. The piles are in fair condition. Little has been done thus early in the season to the superstructure of either of the main tracks. During the past year 9,000 sleepers were renewed and 3,000 are to be renewed this year. With the renewals in place as proposed, the ties throughout will be in very good condition. The rail is yet in fair order, crossing signs are all in place, and the fencing generally well kept up. The tracks were only in fair adjustment at time of inspection, but the work of readjustment had been commenced and a more per fect surface will be attained before the summer travel begins. Generally the slopes of the cuttings at the northerly end of road have been cleared of projecting boulders, but the side ditches require to be opened and road-bed cleared of stone and debris. The work of renovating passenger cars and overhauling of trucks preparatory to the summer business, is in progress, At Sheepshead Bay a new waiting-room and hotel combined is in course of construction. The other station buildings and wayside platforms are as before reported. Some repairing of platforms is necessary, and which will undoubtedly be done. The efforts of the company for the past year have mostly been expended in the moving inland of the Coney Island hotel and terminal, and regrading and beautifying of the grounds surrounding. This work was neatly done, and it is unfortunate that again the ocean encroached so seriously. OFFICE BROOKLYN AND BRIGHTON BEACH RAILROAD COMPANY, WILLIAM C. HUDSON, Esq., Secretary Board of Railroad Commissioners: E. L. LANGFORD, BROOKLYN AND ROCKAWAY BEACH RAILROAD. Secretary. The last inspection of this road was made in 1886 and reported on page 189 of the first volume of the Commissioners' report for that year. It is a single track line of about three and one-half miles in length, between Atlantic avenue in East New York and Canarsie on the north shore of Jamaica bay. During the summer months a steamboat line, owned by the same company, connects the railroad terminal at Canarsie with Rockaway Beach, forming a route to the seashore extensively patronized. The same excellent maintenance of road and in some respects materially improved, exists, as reported in 1886. Much of the superstructure has been raised by reballasting, and saging grades filled, improving the drainage of road-bed and plane of road. The superstructure is also well tied and sleepers are in strong life, requiring but few renewals this year. Sixty pounds per yard steel rails are used in repair of track which gives a preponderance of strength for the light motive power. Point switches have replaced the old stub pattern in nearly all instances. Generally the line is quite direct and the few curves are strongly braced. The adjustment of tracks, even at the early season of this inspection, was found quite accurate. A few only of the old rails need to be renewed, which will be done at once. There is but little fencing on the road. Between the appropriated limits the roadway is well kept and free from weeds and debris. Only two openings exist other than a few cattle-guards. These openings are but six feet wide. They have good stringers and ties. The omission of spacing ribbons is to be at once supplied. The equipment of motive power and passenger cars has been increased and the whole was being put in good order, especial attention being given to the trucks, airbrakes and the like. An extensive enlargement of the terminal grounds at Canarsie is being made. The docking on the south and east side is being extended into the bay and the filling in of same from borrow pits and channel dredging is in progress. This work was necessitated by the increasing number of people using the road, and to give sufficient room for local and through travel. Trains are not run at a high speed, but the road is maintained in a condition that would warrant it. Care appears to be exercised which speaks well for the management and safety of the patrons of the road BUFFALO CREEK RAILROAD. On page 190 of the first volume of Commissioners' reports for 1886 may be found a report of the last inspection of this property. The examination of the present season shows an improved maintenance of rail and sleepers, also a better adjusted track and other material improvements. Three and one-third miles of steel rail have been replaced, and 16,200 sleepers renewed since the previous inspection. Over the city ship canal the two 100-feet spans of swing through Platt trusses have both been utilized by dredging the southerly channel, and constructing a new bulkhead on south bank of canal. During the past year the road along the shore of Lake Erie has suffered much by the action of waves, the result of severe wind storms. To some extent, the construction of an apron protection has secured the road-bed from the repetition of like disaster. The two 150-feet spans of through Platt truss over Buffalo creek are in good order, and bridge-ties in fair life. Guard-posts have been erected at the ends of all through trusses. Those tracks used, in part, for the transportation of passengers, have been provided with point-switches. The trestle bridge near the crossing of the Erie railroad, at East Buffalo, has been filled, and a box culvert for drainage purposes constructed. There are now two trestle bridges, one of which, of four bays, adjoins the grade-crossing of the Lake Shore and Michigan Southern railroad, and could be filled. The other trestle, of seven bays, is in strong condition, and has a good floor system. Most of the main line is double-tracked, and from the immense use of the line by the six or seven connecting trunk roads, which, of necessity, use the Buffalo creek tracks, it would appear that a double track over the entire line would add much to the facility of handling the great number of freight cars daily interchanged. CARTHAGE AND ADIRONDACK RAILROAD. Since the inspection of 1877, an addition of about fourteen miles, extending eastward towards Tupper's lake, has been constructed and put in operation. This extension is through a rough country for the first five miles, at least, requiring heavy curvature and |