Board and the representatives of the various railroad companies regarding the apportionment of expense can be very easily and satisfactorily settled by the Legislature, and should not prevent immediate and favorable action upon the grade crossing question.

In its last report the Board expressed itself as follows upon the subject:

As a whole, it may be said that the bill now submitted is drawn after careful study of measures which have produced good results in other States, and the Board is not aware of any existing condition in this State which would prevent its successful operation here. It may be proper to again reiterate what has been said in the earlier pages of the report, that there is full recognition by the Board of the peculiar difficulties now surrounding the companies, and of the consequent necessity of pushing such a measure as this with extreme consideration. Former reports indicate that the Board has always recognized that the improvement involved in a general abolition of existing grade crossings is one of great magnitude, and for that reason the Board has always suggested that it should be carried on gradually rather than rapidly. It is, however, desirable to embody the proposition in legislation and to make a beginning. This State has reached so advanced a stage in its material development that its existing enterprises and institutions must be regarded as permanent. They must, therefore, be slowly but surely established upon substantial and enduring foundations. Great works, whether public or private, must be completed in a manner befitting the final and lasting character which we believe our State is to assume. The construction of railroads may have been hasty or imperfect in ruder days. At present, it can only fit the later condition of the general community when brought to a state as nearly approaching perfection as is practicable. The change from the cheap and destructive grade crossing to a substantial and safe form of crossing over or under the public highway, is an important step toward the form which the railways of the State are to assume. In many particulars the companies show full appreciation of their obligations. They have vastly improved their structure both for purposes of safety and to afford comfort to travelers. The contrast between their present appearance and condition with those of even ten years ago is striking and admirable.

The Board is also of the opinion that where an electric railroad proposes to cross an existing steam railroad there should not be a grade crossing, and has incorporated a section in the bill with this view.

Automatic Couplers and Air Brakes.

Nothwithstanding the effect of the financial depression upon railroad earnings, only one road made application last year for exemption from the operation of the laws of 1893, requiring a certain proportion of freight cars to be equipped with automatic couplers and air brakes each year. Of the 241,844 freight cars owned in this State, 51,136 are now equipped with air brakes and 116,094 with automatic couplers of the most approved type. Few freight trains are now made up that do not contain a sufficient number of cars equipped with air brakes to enable the engineer to control the train in case of emergency. The decrease in the number of casualties to employes is largely due to the adoption of these improvements. This Board first called attention to the necessity for legislation upon this subject in 1887, but suggested, in order to secure uniformity in the use of couplers, that the Interstate Commerce Commission should appeal to Congress for the passage of a general law. The matter was subsequently taken up by the Interstate Commission, and the Master Car Builders' Association of the United States having approved of a form of interchangeable coupler, Congress passed a law in 1893 requiring all freight cars used for interstate commerce to be equipped with automatic couplers by January 1, 1898, and that on and after the same date a sufficient number of cars of each train to permit the engineers to control the speed of the train must be equipped with power train brakes. The same act also provided that after July 1, 1895, all cars used in interstate commerce must be equipped with grab irons or hand holds in the ends and sides of each car for greater security to men in coupling and uncoupling cars. The agents of the Interstate Commission began inspection of trains under this section soon after it went into effect, and several freight trains in this State were detained in transit because not fully equipped with grab irons, and held until the law was complied with.

The coupler and air brake acts of this State were prepared by this Board to conform with the act of Congress, but were more explicit in their requirements. The coupler act requires that all

new cars shall be equipped with automatic couplers and that twenty per centum of all cars owned shall be so equipped annually. The act in relation to air brakes requires that ten per centum of all cars owned shall be equipped with air brakes annually. The result must be the equipment of all freight cars owned in the State with automatic couplers by January 1, 1898, and with air brakes by January 1, 1903.

Strengthening Cars.

The tendency is still in the direction of greater strength in the construction of passenger cars, to enable them to better withstand the shock of collision and accident. The Master Car Builders' Association has under consideration the advisability of running the longitudinal sills the entire length of the car, including the platforms. This would give greater strength to what is now the weakest portion of the car, and tend to the additional safety of the traveling public. The experience of recent accidents emphasizes the desirability of strength in the construction of cars used for passenger traffic. Especially is this true in the case of the accidents at Rome and Preble.

The Board has noticed that some of the roads in the State neglect to put chains across the opening on the platform of the rear coach of passenger trains. The necessity for protection of this kind is apparent, and the Board believes all that is necessary in order to provide this protection for the future is to call the attention of railroad managers to its omission.

Lighting Cars.

As stated in last year's report, railroad companies are making rapid progress in the equipment of their passenger coaches with apparatus for lighting by gas. Cars are also being successfully lighted by electricity. The Board renews its former recommendation on this subject, as it believes that all passenger coaches should be lighted by either gas or electricity.

Guard Rails and Frogs.

Thirteen persons were killed and fourteen injured during the past year by having their feet caught in guard rails or frogs, as compared with two persons killed and nine injured during the year 1894. The best method of preventing this class of accident is still undetermined. The Legislature of the State of Massachusetts has passed a law compelling railroad companies to use a device, to be approved by the Board of Railroad Commissioners of that State, for blocking frogs and guard rails. This Board most earnestly recommends the use of some such device by every railroad in this State.

Block Signals.

The block signal system on trunk lines has become a recognized necessity, and is in successful operation on nearly all of them. As stated in last year's report, there has not been a rear collision of passenger trains upon any road using the absolute block system.

Fences.

Comparatively few complaints were received from owners of farm lands along the various railroad lines of the State during the year regarding inadequate fencing, and in each instance, upon notification from the Board, necessary repairs were promptly made. The Board renews its recommendation relative to the statute as to fences. It should be made more definite in respect to the question as to what constitutes a proper fence, and the railroad companies having constructed a suitable fence should not be asked to change its character every time the farmer changes his method of farming. The statute should be clear and explicit upon these points and no opportunity afforded for a controversy between the landowners and the railroads.

Fires.

There was but one complaint as to fires caused by locomotives during the year. This is no doubt entirely due to the general use of the improved screen adopted at the suggestion of this Board and

to the increased care and caution exercised by the officers and railroad employes to protect property from fires.

Stations.

The law prohibiting the discontinuance of stations without the consent of this Board continues to operate satisfactorily. Two applications for permission to change the location of stations on Long Island were made during the year, one of which was denied and one approved. Both applications were fully investigated and opportunity afforded the patrons of the respective stations to be heard. Only one application, which is still pending, was made for the discontinuance of a station.

Improved Station Facilities.

In

Increased attention is being paid by steam railroad companies to the subject of improved station facilities, and the old, unsightly wooden structures, even at comparatively small places, are rapidly giving place to solid and substantial structures which combine with architectural beauty, sanitary requirements and all necessary facilities for the comfort and accommodation of passengers. During the year a new station, long needed, has been erected at Syracuse. The station is 122 x 94 feet, with a tower 25 x 25 feet and a baggage-room and ticket-office extension 50 x 104 feet. addition there is to be a train shed of steel and iron 480 x 128 feet, and the trains are reached by a stairway from the waiting-room, thus doing away with the necessity of crossing tracks. A driveway under the tracks will permit of approach to the station by carriages from all directions with perfect safety. The accompanying illustrations show the new station at Syracuse, also a station on the West Shore Railroad at Congers, and new stations at Liberty and Middletown on the New York, Ontario and Western Railway.

Accidents.

Whether from decrease in travel on railroads, greater caution on the part of the public or increased precautions for safety by the railroad companies, or from all of these causes combined, the latter