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Miles in N. Y. State.

30.72 10.75 6.00

13.90 11.93 42.00

Sny Name of Company.
New York and New England.
New York and Rockaway Beach
New York and Sea Beach...

Middletown, Unionville and Water Gap..

Northern Adirondack Extension. NORTHERN CENTRAL:

Elmira and Lake Ontario....

Elmira and Williamsport. Pennsylvania, Poughkeepsie and Boston. Port Jervis, Monticello and New York. . PROSPECT PARK AND CONEY ISLAND....

New York and Coney Island.

Prospect Park and Sea Beach..
Rochester and Glen Haven....

Lackawanna and Pittsburgh, operated..

Western New York and Pennsylvania, operated.
Rochester and Lake Ontario...
Schoharie Valley . ..
Seneca Falls and Cayuga Lake.
Silver Lake..
Southfield Branch...

Staten Island.
Sterling Mountain
Stony Clove and Catskill Mountain.
Syracuse, Ontario and New York.
Tonawanda Valley and Cuba.
Troy Union...

Hobart Branch...
Western New York and Pennsylvania.
Wellsville, Coudersport and Pine Creek.
Wallkill Valley.....

99.61 6.50 4.00 41.05 6.23 2.41 1.15 3.44 10.00 60.00 12.00 6.04 4.38 2.83 6.86 5.00 1.00 8.60 12.70

7.60 14.30 45.49 30.00

2.14 83.00

4.00 313.16 10.12 32.80


The following reports are condensations made by the inspector from his 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. COMM’rs.]

ADIRONDACK RAILROAD. The last examination of this road was made in 1889, a few weeks before its transfer to the control of the Delaware and Hudson Canal Company.

Immediately after the transfer the Canal Company began the rebuilding of the bridges and their abutments, and the thorough repair of minor openings and the superstructure. The six trestle bridges, aggregating about 2,200 feet in length, have been

filled, after constructing arch culverts for waterways-- and abutments with plate girders for highways and farm-crossings. The newly-built mechanical structures are as follows: North of Kings, at underhighway-crossing, is a thirty-feet span plategirder deck on substantial masonry abutments; porth of South Corinth is a similar new structure, also a waterway of eighteen-feet span; has new abutments. Over Sacandaga river are entire new trusses of iron except the main span of 120 feet, which is a strong Howe truss deck, well protected from the weather. The floor of this span is covered between the rails with clean gravel. The trusses have new cast-iron angle-blocks sufficient in length to receive the additional truss-rods, which are outside of chords. North of Hadley are two new iron structures, one of which is a plate-deck girder of sixty feet, and the other tripple intersected lattice of 100-feet spans. When

last examined there was a Howe truss of quite doubtful life of timber. New abutments have been built at both bridges. North of Stony Creek is a large arch culvert of recent construction. The box culverts have been repaired and a number built in single-span trestles and openings in road-bed filled. South of Thurman is a new fifty-feet span plate-girder deck on new abutments, where was a Howe truss with one abutment gone. North of same place is a similar structure of sixty-feet span in place of a too old Howe truss. This bridge has new abutments. At the Glen where was a defective Howe truss, there is now an eighty-feet span deck-plate girder on new substructures, or bridge seats and parapets newly built. South of River Side is a plate-girder deck of sixty-feet span in place of the Howe truss before reported as on bents. New abutments have been built at this bridge. A fifteen-feet span waterway, formerly a trestle opening, has substantial abutments and a plate girder. A similar opening of twentyfeet span has been rebuilt in like manner. South of North Creek is an eighty-feet span plate-girder deck in place of a too old Howe truss. New abutments have here been built. All of the defective masonry at minor openings has been rebuilt and large yellow-pine stringers and strong floors provided. The masonry is rock-face work, closely-cut beds and joints and laid in cement. The stone used is grey lime from the Cobleskill ledge.

All of the iron rail except a short stretch near North Creek has been replaced with steel but little worn and formerly in main tracks of the Delaware and Hudson Company's roads. The sleepers have been thoroughly renewed. All of the read-bed except at the northerly end where is coarse sand, has been reballasted. The road-bed is well ditched and track properly adjusted. All of the roadway from fence to fence has been cleaned of underbrush. The station buildings are the same as last reported. Each were examined and all found neatly kept and in good repair, except two or three of their platforms.

BROOKLYN, BATH AND WEST END RAILROAD. That portion of this road along Fifth avenue, between Twenty-seventh and Thirty-sixth streets, with the depot and terminal at Twenty-seventh street, has been abandoned. Also the temporary track along Thirty-sixth street' to South Brooklyn ferry. A new depot and train yard at the corner of Fifth avenue and Thirty-sixth street, has been completed since the inspection of 1890. At this point convenient connection is made with the Brooklyn Elevated railroad. The large frame depot and hotel at Coney Island has been taken down, and a connection made with the Prospect Park and Coney Island railroad on its branch to Coney Island point, and thence to the large depot of that road. A large addition to this depot, 00 its westerly side, has been constructed since the previous inspection. This addition is in keeping with the main depot, and has suitable train pockets, covered platforms, division fences and other facilities for the quick handling of large crowds of in-and-out-going passengers. This use of the Coney Island Point railroad and the Prospect Park railroad depot has the advantage of doing away with the grade crossing of probably twothirds of the West End railroad traffic, which has been a matter of solicitude in former reports. A ticket office and open-covered waiting room is still maintained south of the point road, but its use can be discontinued when that road is in frequent train service. A new station has been located at South Bensonhurst and a well designed and furnished frame depot erected. The depot at Fifth avenue and Thirty-sixth streets is owned and used jointly with the Prospect Park and Coney Island road, but the train yards are distinct and owned by each company. This union depot is a fine brick structure; the lower story is on a level with Fifth avenue and is occupied for offices. The upper story is on a level with the train yard and nearly so with the tracks of the elevated road, with which convenient connections are made. The waiting-rooms are large, well furnished and provided with divisions for the speedy transfer of passengers for each road without confusion. A careful examination was made of the tracks of the road; the bridges, depots and all matters relating to permanent way. The sleepers are in good life and 3,000 renew als are to be made this season. The rail is in good condition, and track very well adjusted. The drawbridge over Coney Island creek was thoroughly repaired last season. The depots are all neatly kept, have good platforms and generally comfortably furnished. The waiting room at Van Pelt Manor is hardly in keeping with the other depots and better accommodations are desirable. The all year round traffic between Brooklyn and Unionville continues to increase and evidently the facilities of the road keep pace with it.

BROOKLYN AND BRIGHTON BEACH RAILROAD. Between Atlantic avenue corner of Franklin avenue and Brighton Beach. A double-track road about seven and one-half miles in length. The largę hotel and terminal depot at Brighton Beach is in very good condition, and the damage to grounds by the ocean has been less this season than for several years. The work of repairing superstructure had but commenced for this year. Six thousand sleepers were renewed in 1890, and 3,500 will be renewed this season. As a whole the sleepers are in better life than when examined last year. The pile-bridge over Coney Island creek is in good life of timber, and the few short single-span openings are in fair order, except the masonry is shattered and should be rebuilt, or iron pipe used.' No change has been made in the depots. The platforms of some of them need repair. The equipment was being overhauled preparatory for the summer travel.

FLATBUSH, N. Y., May 22, 1891. Mr. Wm. C. Hudson, Secretary Board of Railroad Commissioners, Albany, N. Y.:

Your favor inclosing report of the Board Inspector, on condition. etc., of this road, ta hand, and I beg to say ir reply that the suggestions therein conveyed will have our strict attention.

Yours very truly,



BROOKLYN AND ROCKAWAY BEACH RAILROAD. A single-track road three and one-half miles in length, between Atlantic avenue at the corner of Snediker avenue, Brooklyn and the north shore of Jamaica bay at Canarsie. It has a considerable all-year business, and during the summer months, in connection with a steamboat line, forms a route to the sea shore which is extensively patronized.

About two and one-half miles of the road is laid with steel, and the one mile of iron remaining, is in very good order. The road-bed is well ditched, sleepers in strong life, superstructure well adjusted, and roadway neatly kept. Other than a few cattle-guards there are no openings in road-bed, except two short span waterways, each of which are in good condition and have a suitable floor system. At Canarsie additional lands have been reclaimed from the bay by docking and dredging, and filling iu by work train. The grounds are neatly laid out forming a pleasant terminal and convenient transfer between cars and boats. The equipment is very well kept up and property generally is in good order. Recently there has been purchased a few passenger cars from the Brooklyn Bridge Company. These cars are wider than others on the road, and at a point where the road comes out of Atlantic avenue and parallels the Manhattan Beach track of Long Island railroad, there is insufficient room between them for safety. The Manhattan Beach track has been thrown away from the Canarsie track south of this point, and it is suggested that where yet too closely in juxtaposition the space be widened; especially is this necessary as open cars are run on both roads.

BUFFALO CREEK RAILROAD. A connecting railroad four and one-quarter miles in length, over which transfer of freight cars is made between the several trunk lines centering at Buffalo. It is also extensively used for the distribution of freight to manufacturers and especially in the delivery of coal to pockets and wharves for lake shipment. Between the rade crossing of the Lake Shore road and a connection with the Central Hudson near William street, a distance of about three miles, all the trunk lines from the east, west and south cross its tracks at grade, and some use them for an entrance into Buffalo for passenger trains. On this part of the road the tracks are in excellent condition. About one and one-half miles of steel rail, weighing, eighty pounds per yard, has been laid this season. A second track has been laid across the Lake Shore road, and an interlocking signal, and throw-off switches provided. The trestle bridge at this point can not be filled as stated in last report. A trestle for second track has been built and both are in strong life of timber. Point switches are used where passenger service is performed, otherwise the stub pattern is chiefly in use. The old pile bridge, under the south track at the crossing of Hatch slip, has been rebuilt and both tracks are now strongly upheld. From the grade crossing of the Lake Shore road westerly the freight tracks are not as well kept up; especially is this true along the lake west of City Ship canal, . The twospan pivot-swing draw over this canal is in very good order, except that the east abutment and retaining wall in the prism of the canal' has become broken and requires extensive repairs. The trestle bridge approaches at each end of the draw are in fair order. A new flooring of ties is necessary on the two double-track spans crossing Buffalo creek, otherwise this last structure is in good condition. The sleepers in all the tracks are in fair life, and where used by passenger trains are in strong condition and closely spaced. As a whole the property shows a better maintenance than two years ago, but requires constant renewal by reason of its immense traffic.

CARTHAGE AND ADIRONDACK RAILROAD. As careful examination as possible was made of this road without unduly holding a regular train used in the inspection. Unfortunately no special transportation could be furnished, but opportunity was given to look over the larger trestles. Since the previous inspection, an extension to Benson Mines, a distance of about five miles, has been completed. A trestle 450 feet in length has been filled, and 750 feet of pile bridging nearly so. Preparation is being made to fill two long trestles west of Harrisville, this year. There are three iron bridges and one plate girder in the road. They are all on substantial masonry and in good condition. All of the trestle work and girders of short openings west of Lake Bonaparte have been renewed and larger timbers used for stringers. In all, there are forty-one single-span waterways and cattle passes, having good rubble masonry abutments and strong floors. Ten openings from sixteen to twenty feet wide have double-rolled beam girders on same class of masonry: There are nine trestle bridges, aggregating about 4,000 feet, and two pile bridges (omitting the one nearly filled) aggregating 150 feet. The A-truss in trestle west of Natural Bridge is in just fair life; the sills in this and in some of the older trestles, which are mortised on to piles, should be renewed. As a whole the timber work (all built of hemlock), is in good condition. A few sags in grade have been filled and roadbed ballasted. The track is well lined and surfaced on a greater part of the road. At the westerly end a more ordinary adjustment was noticed. The fences, where maintained, are well kept up, cross-fences neatly whitened and property generally looks to be well cared for. The passen. ger stations are as before reported, except at Oswegatchie, where a new frame depot has been built. 'It is well designed for its purpose and well furnished. At Benson Mines there is a temporary depot of logs, which answers an excellent purpose. At this point a large deposit of ore is being worked, and by magnetic process the ore is separated from the rock. These mines furnish the greater part of the road's business.


(Three-feet gauge.) No change has been made in the outline of this road and its leased lines to Cairo since the inspection of 1889. The main line, extending from the dock in Hudson river at Catskill to Palenville, a distance of sixteen miles, is in the same satisfactory condition before reported and to some extent is improved. A few small openings which were in rather poor condition have been filled, and the floors of both bridges crossing the creek in Catskill have been renewed. Crossing the same stream near Leeds is a through Pratt truss of two spans averaging 115 feet each, the flooring of which is not as strong as desirable. . A small opening near Mountain House station has poor masonry which is now probably rebuilt. If this has been done the minoropenings in the road-bed of all descriptions are in excellent condition. They are chiefly of stone and iron, or stone and yellow pine. There are no timber substructures in the road. The sleepers are in quite strong life, track well adjusted and roadbed for the most part well ditched and ballasted, and roadway neatly kept. The fences are in good condition as a whole. At the end of road, at Catskillsteamboat landing, improvement in buildings have been made. A small frame shop for minor repairs, and stalls for engines have been erected. A further filling of the river flats has been done, enlarging the yard. The depots at South Cairo, Mountain House and Palenville are as before reported. They were found neatly kept. A depot has been provided directly in the village of Catskill, which was much needed. The waiting-room is comfortably furnished.

The branch line to Cairo village, about four miles in length, has been well ballasted, and its grade improved near the junction with the main line. The sleepers have been renewed and track adjustment bettered. The only depot is at Cairo. It is a frame structure, and for a terminal station awkwardly located among sidings. It has high platforms and cars closely adjoining, which are quite an objectionable feature; otherwise the depot appears suitable. The fences and roadway are very well maintained and neatly kept. The equipment, both in cars and engines, is in exceedingly good condition. In fact, after a close examination, there was very little to be said adversely to the general maintenance of the property.

CENTRAL NEW ENGLAND AND WESTERN. A single-track road seventy-eight miles in length, between Connecticut State line near Millerton and Campbell Hall. Branch lines between State line and Millerton, one and one-half miles, and between Silvernails and Rhinebeck, twenty-two miles, are operated by this company.

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