avenue; Brinkerhoff avenue from Spangler street to Smith street; Smith street from Brinkerhoff avenue to Ulster avenue; Ulster avenue from Smith street to Westchester avenue; Westchester avenue from Ulster street to the line dividing the city of New York from the county of Nassau.

By this grant the Company was required to obtain the consents of a majority in value of the property owners; the grant was for 25 years, with a renewal for another 25 years, upon a revaluation, and at the termination of the grant the tracks and equipment constructed within the streets were to become the property of the city ; the grant was not exclusive; other companies might obtain franchises for the same streets, and might acquire operating rights over this Company's tracks upon terms; overhead electric traction or any other motive power except steam might be used, but after a period fixed, the city might require the Company to substitute underground electric current; the Company was required to put in operation its road from the Manhattan terminal of the Queensboro bridge to Thompson avenue, at the Long Island Railroad, by October 31, 1912; thence to Thompson avenue and Broadway by December 31, 1912, and thence to the Long Island Railroad station at Jamaica by March 31, 1913; upon the Company's failure to construct within the period the grant was to be void; all crossings of other railroads, except street railroads, were to be either above or below grade; the Company was to repair the surface of the streets between its rails and for two feet on either side; the Company was to water the streets three times every 24 hours to a width of 60 feet, whenever the thermometer was above 35 degrees fahrenheit, or in substitute, with the consent of the authorities, might use oil; the Company was to remove ice and snow; this grant should not interfere with the progress of any municipal work in the streets; the right of the Company to use the tracks of the city across the Queensboro bridge was granted until May 20, 1919, and for a further term of 15 years. For this grant the Company was to pay to the City for the first five years three per cent of its annual receipts, with a minimum of $3,500 per annum; for the next five years, five per cent of its annual receipts, with a minimum of $7,000; for the third five years, five per cent, with a minimum of $12,000, and for the next 10 years, five per cent, with a minimum of $14,700; also for each

car crossing the bridge five cents for a round trip, and for the use of the tracks across the bridge four per cent per annum upon a valuation of $30,000 a mile of single track used, and for the use of terminal loops, etc., four per cent of the actual cost of construction; the contract is not assignable without the consent of the City; the rate of fare was fixed at five cents for a continuous ride from any point on the Company's railway to any other point on the same, or on any line operated in connection therewith; and upon the local bridge cars three cents for one way, or two tickets for five cents. The operation of freight cars over the route granted was prohibited; cars were to run at intervals of not more than 30 minutes, day and night.

August 9, 1912, the Public Service Commission approved the exercise of the franchise granted by the Board of Estimate and Apportionment July 15, 1912 (and afterwards evidenced by contract of October 29, 1912).

October 31, 1912, the Board of Estimate and Apportionment, approved by the mayor on the same day, granted the Company an extension of time within which to complete its road as follows:

Until January 29, 1913, to Greenpoint avenue; until March 31, 1913, to Broadway; and until June 29, 1913, to Long Island Railroad station at Jamaica.

Stock and bonds. December 9, 1904, the Railroad Commission approved an issue of $3,000,000 of bonds, of which but $2,500,000 was to be sold.

Intercorporate relations. (See also chart III, no. 5.) December 30, 1910, receivers were appointed for this Company.

November 21, 1912, upon the application of the South Shore Traction Company, the receivers of the South Shore Traction Company and the Manhattan and Queens Traction Corporation, the Board of Estimate and Apportionment adopted a resolution consenting to the assignment by the Company to the Manhattan and Queens Traction Corporation of the franchise contract of October 29, 1912. The Public Service Commission on December 3, 1912, made an order approving this assignment. December 24, 1912, by three instruments, the Company and its receivers assigned its franchises, its road and personal assets to the Manhattan and Queens Traction Corporation (no. 350).

Operation. November 21, 1909, the Company commenced to operate local service over the Queensboro bridge.

The salient points in the history of the Company are set forth in a report made to the Public Service Commission for 1909 as follows: "The Company was organized for the purpose of constructing a system of street surface railroads connecting all the important towns and villages on the south shore of Long Island, extending from the Greater New York city line near Belmont park easterly to a point in Brookhaven town of Suffolk County, a distance of approximately 51 miles. Owing to litigations with certain other companies claiming street railroad rights in this territory, and owing to certain other difficulties, construction work was materially delayed. These difficulties have now been removed and the road is being constructed. The line has been practically completed across the town of Oyster Bay, Nassau County, and sections have been constructed in Babylon and Islip towns. The route is being constructed by a construction company organized to construct and finance it. An extension of the road is planned, extending from the city line through Jamaica, thence to and across the Queensboro bridge to the borough of Manhattan."

622 The South Side Railroad Company of Long Island (Brooklyn and Queens)

Incorporation. March 23, 1860; General Railroad Law of 1850; for purpose of constructing a railroad from the town of Islip to the city of Brooklyn (Suffolk, Nassau, Kings and Queens Counties); corporate life, 100 years; capital stock, $375,000. No description of route given; length, about 37 miles.

Extension of time in which to construct route. By chapter 245, laws of 1864, the period allowed for the completion of the Company's road was extended for two years from the passage of that act. By chapter 135, laws of 1866, the period of time for the completion of the road was further extended for two years from the passage of that act.

Maps. The Company filed in the office of the county clerk of Queens County, the following maps:

May 24, 1866, a map of its route from a connection with the Long Island Rai'rcad at the village of Jamaica, and thence easterly to Springfield and

beyond to Pearsalls corners and to Amityville; January 8, 1867, a map of its route from Jamaica to Newtown creek; March 12, 1867, a map in two sections, showing alterations in its route; June 20, 1867, a map showing an alteration at Newtown creek, and another map of its amended line from Rockaway turnpike, Jamaica, west to a point near the line of the town of Jamaica; September 24, 1867, a map of its route from Newtown creek to east of Division street, Jamaica; April 2, 1868, a map of its route from Williamsburgh turnpike and Woodward avenue, easterly on a curve to Metropolitan avenue and Fresh Pond road; October 6, 1868, a map of a freight line connecting its passenger line to Newtown creek at Furman's island, and April 5, 1871, a map of land for depot purposes in the village of Jamaica. The Company filed in the office of the register of Kings County the following maps:

February 7, 1871, a map of its route from East river at South Eighth street to Montrose avenue at Scott avenue, and thence one branch to the city line at Montrose avenue, and another branch to the city line through a private property; January 12, 1874, a change of route on Boerum street, between Bushwick avenue and the depot grounds.

Special franchises. By resolution of the common council of Brooklyn, adopted December 16, 1867, permission was granted the Company to construct and operate its road with steam power along Montrose avenue from the city line to Bushwick avenue, and to construct and operate its road with horse power along Montrose avenue from Bushwick avenue to and across Union avenue. By another resolution of the common council, adopted March 2, 1868, the Company was authorized to construct and operate its road on a single track, and with horses, from the intersection of Montrose avenue and Union avenue, through Union avenue, Johnson street, Broadway and South Eighth street to the East river; also for temporary purposes, during the pleasure of the common council, to run a track from the intersection of Broadway and South Eighth street down Broadway and South Seventh street (now Broadway) to within 100 feet of First street (now Kent avenue).

Change of motive power. By chapter 878, laws of 1869, the Company was authorized "to operate its road with an improved steam dummy in and through all the streets and avenues in the city of Brooklyn, in and through which it is now operating said road by horse power," provided that the Company should obtain the consent in writing of the majority of the owners of lands fronting on the said streets and avenues to the use of said

steam dummy, and should file the same in the office of the clerk of the county of Kings. In case a like majority of owners should at any time object to the use of dummy steam engines on the streets and avenues on which lands owned by them front, then in such case if the instrument be in writing and signed by them and filed in the county clerk's office of the county of Kings, the authority to use such steam dummy on such streets and avenues so affected by the instrument should thereby cease.

Stock and bonds. By chapter 106, laws of 1861, the legislature enacted that the Company, upon the subscription of $5,000 of capital stock per mile of its main line, instead of $10,000 per mile, as required under the General Railroad Law, should acquire all the rights of a company organized under that act. By chapter 135, laws of 1866, the capital stock was increased to $500,000.

For the year ending December 30, 1867, the Company reported to the state engineer that $435,000 of its capital stock had been subscribed, and $431,000 paid in. By the Company's report for the year ending September 30, 1868, it appears that the entire capital stock had been subscribed, and $489,000 of it paid in, the funded debt being $750,000. By the report for 1869 it appears that the amount of capital stock paid in had increased to $497,750, with a funded debt of $850,000. In the year 1870 the Company's capital stock was increased from $500,000 to $1,000,000, all of which is stated to have been subscribed and paid in; the funded debt had been increased to $2,250,000, and the floating debt wiped out. In 1873 the funded debt was $2,497,000.

Intercorporate relations. (See also chart V, no.. 18.) August 2, 1867, the Company acquired from the Jamaica & Brooklyn Plank Road Company the right to cross the Jamaica and Brooklyn plankroad at grade at the place and as designated upon the map or route of The South Side Railroad Company of Long Island filed in the office of the clerk of Queens County June 20, 1867.

By resolution of the common council of the city of Brooklyn, adopted September 14, 1868, the Company was authorized to negotiate an exchange of rights with The Greenpoint and Williamsburgh Railroad Company so that the latter company's route would be upon Broadway and this Company's route upon South