August 7, 1907, by an agreement entered into between the commissioner of bridges and this Company, its lessee, The Coney Island and Brooklyn Rail Road Company, The Brooklyn Heights Railroad Company and the Nassau Electric Railroad Company, the companies agreed to take over and operate the local bridge service which had previously been operated by the Brooklyn Union Elevated Railroad Company.

December 23, 1907, by an agreement entered into between the Transit Development Company, this Company, its lessee, The Coney Island and Brooklyn Rail Road Company and the two other companies enumerated in the agreement of August 7, 1907, provision was made for the supply of cars by the Development Company for local bridge service at an annual rental of 14 per cent of their actual cost. It was agreed that the first operation of these cars should be by The Brooklyn Heights Railroad Company and that such operation should continue for one year, and thereafter as agreed upon. Dividends and net earnings arising from the operation of the local service were to be distributed in the proportion of 60 per cent to the Brooklyn Heights Company; 24 per cent to the Nassau Electric Company; 10 per cent to this Company, and six per cent to the Coney Island and Brooklyn Company.

In the Company's report to the Public Service Commission, 1909, it stated that the DeKalb Avenue and North Beach Railroad Company's common stock, of the par value of $10,000 had been acquired June 30, 1899, at an actual money cost of $10,575.

March 21, 1910, by certificate of surrender of capital stock, filed in the secretary of state's office, this Company was merged into The Coney Island and Brooklyn Rail Road Company (no. 146).

Construction and operation. In the Company's report to the state engineer, 1861, the following statement, dated October 3, 1861, appears: "The contract for construction of this road was concluded a few days since," and that "the work will be commenced immediately and prosecuted vigorously. It is the intention of the Company to open a portion of the line for passenger traffic on December 1st, next, and to have the residue to the city limits, in complete working order by the first day of February,

1862."

In the Company's report for the following year it appears that the road had been opened for traffic January 28 or 29, 1862; the main line of road was given as 9.5 miles, and the length of road laid with double track as 5.25 miles.

From a report to the state engineer, 1863, of an accident which occurred July 11, 1863, it appears that the Company had constructed and was at that time operating its road in Gold street. As already noted, the common council franchise resolution adopted July 30, 1860, did not include Gold street in the route for which the consent of the local authorities was given, but this street was included in the Company's route as shown on its map filed March 30, 1861, heretofore described.

The Brooklyn city directory for the year 1877-8 gives this Company's main track as:

Extending from Fulton ferry through Water street to Washington street, to Fulton, to DeKalb avenue, to Broadway, and its branch road as extending through Water street to Bridge street, to Willoughby, to Debevoise place to DeKalb avenue, to Broadway, returning from Broadway through DeKalb avenue to Gold street to Water street, to Fulton ferry.

1878-9, gives the main road, It would appear, therefore,

The city directory for the next year, but says nothing about the branch. that in all probability the use of the tracks on Gold street and Bridge street with their connections to DeKalb avenue and to the ferry had been abandoned even if not removed from the streets.

In the Company's report to the Railroad Commission, 1885, its road was described in detail for the first time as follows:

Single track, main line, from Wyckoff avenue to Fulton ferry.. 4.55 miles Single track, branches, Gold and DeKalb to Front and Wash

ington.

1.24 miles

Single track, branches, from Water and Washington to Debevoise and DeKalb

1.36 miles

Second track on main line and branches, from Washington and
Front to Manhattan beach station..

4.30 miles

Sidings on main line and branches..

1.20 miles

Single track from DeKalb avenue and Fulton to Myrtle avenue, leased

.50 miles

Single track from Fulton ferry to Main street, leased.
Second track and sidings..

14 miles .50 miles

13.79 miles

Total

The number of passengers carried during the year was 5,911,722.

The Company's operated lines as described in a mortgage

executed July 1, 1889, to the Mercantile Trust Company, were as follows:

A double-track horse railroad in the city of Brooklyn, extending from Fulton ferry-with a single track from the corner of Front street and Washington street, through Front street to Fulton street; thence down Fulton street to Fulton ferry; and from Fulton ferry along Water street to Washington street; and from thence along Washington street to Front street; and from the junction of Front and Washington streets by a double track along Washington street to Fulton street; and thence along Fulton street to DeKalb avenue; and thence along DeKalb avenue to near Wyckoff avenue in the city of Brooklyn; the said railroad was principally built by, and is the property of, the party of the first part (the portion, however, on Fulton street between a point near the southerly terminus of Washington street and DeKalb avenue is the property of another railroad corporation, but used by the party of the first part under and pursuant to chapter 165, laws of 1872, entitled "An act in relation to the Brooklyn City and Newtown Railroad Company,” passed April 2, 1872, and contracts and agreements thereunder; certain other short portions of the tracks forming such railroad of the party hereto of the first part have been built, and are owned by other corporations having rights on the streets where such short portions of tracks are laid); and, also, a double track horse railroad extending from the junction of Grand street and Kent avenue in the city of Brooklyn; thence by way of and through Kent avenue to Eighth and Ninth streets, and with parallel single tracks on Eighth and Ninth streets; and from thence with a double track on Wythe and Franklin avenues, and Malbone street to or near the junction of Malbone street and Flatbush avenue, in the town of Flatbush, in the county of Kings; and also a loop railroad down Grand street to River street, and through River street to Kent avenue near South Second street; some small portions of the said railroad being composed of the tracks of other railroads used under and pursuant to authority by law duly given and contracts duly made.

In the Company's report to the Railroad Commission, 1894, it was stated that the Company had commenced the work of changing its track system from horse to electricity, in August, 1892; that the first electric car was run on the DeKalb avenue line December 3, 1892, and that both the DeKalb avenue and Franklin avenue lines were then being operated entirely by electricity and had been so operated since August 28, 1893.

78 The Brooklyn City and Ridgewood Rail Road Company (Brooklyn)

Incorporation. February 1, 1861; General Railroad Law of 1850; corporate life, 200 years; capital stock, $2,000,000; route (about 25 miles) as follows:

From some point at and within the limits of the city of Brooklyn, and to terminate at Union Course, Queens County.

Special franchises. January 25, 1864, the common council, city of Brooklyn, adopted a resolution reciting that this Company had applied in March, 1861, for permission to construct a horse railroad on Gates avenue and other streets, and that this petition had been under consideration from time to time until December 29, 1863, when a resolution had been passed by the common council intending to grant the Company a franchise, but that this resolution had been vetoed by the mayor. Accordingly, as a substitute for all former action taken pursuant to the Company's petition, a franchise was granted for a single or double track railroad for conveying persons and property by single or double cars to be propelled by horse power only, along the following route:

Beginning at East New York at the city line (the New Lots boundary line), and running thence through Broadway, Gates avenue, Fulton avenue, Fulton street, Washington street, Sands street and Fulton street again to the East river at Fulton ferry; also from Gates avenue through Clermont avenue, Lafayette avenue, Raymond street, Willoughby street, Joralemon street, Court street and Atlantic street to the East river at the South ferry; also from Court street through Schermerhorn street and Lafayette avenue to Raymond street.

This franchise was amended by another resolution adopted February 8, 1864, rescinding the Company's right to lay more than one track on Washington street.

By section 3, chapter 248, laws of 1864, the Company was authorized to acquire the right of way for its road in Queens County under the provisions of the General Railroad Law and to continue and complete its track in Kings County. It was granted all the benefits and privileges of the resolution adopted by the board of aldermen of the city of Brooklyn, January 25, 1864, as amended February 8, 1864, "except as in the next section provided." The act purports to embody the resolution of January 25, 1864, in full. The route described, however, differs from that set forth in the original resolution which provided for the extension of the road from Gates avenue, through Fulton avenue and Fulton street to Washington street; thence through Washington street and Sands street, to Fulton street again, and thence to the Fulton ferry; while the resolution as set forth in the act provided that the route should extend from Gates avenue through Fulton avenue and Fulton street directly to the Fulton ferry at the East river. Section 4 of the act provides that nothing con

tained therein shall authorize the construction or operation of the railroad upon Fulton avenue or Fulton street "south of or above York street," and gives to the company in lieu of this route the right to construct and operate its road through Jay street and York street from Willoughby street to Fulton street. Section 5 contains another modification of the original route to the effect that nothing contained in the act shall authorize the construction or operation of the road upon Lafayette avenue or Clermont avenue, but that the Company shall have the right to extend its road from Raymond street through DeKalb avenue and Hamilton street (now Waverly avenue) to Gates avenue.

Stock. By section 1 of chapter 248, laws of 1864, the Company was authorized to reduce its capital stock to an amount not less than $300,000. In the Company's first report to the state engineer for 1862, it stated that the original authorized capital stock of $2,000,000 had been limited by resolution of its board of directors to $500,000. At the time of this report, the amount of stock subscribed was $61,000, and the amount paid in $53,500. In the Company's report for 1864, it was stated that the capital stock had been reduced to $300,000 by an act of the legislature, that the amount then subscribed was $164,000 and the amount paid in $140,500. In 1865, it appears that the entire amount of capital stock subscribed, $164,000, had been paid in. Thereafter the Company never reported to the state engineer.

Intercorporate relations. (See also chart IV, no. 25.) The property and franchises of the Company are now claimed by The Brooklyn City Rail Road Company (no. 82), but the latter company has failed to supply the Public Service Commission with any documents to support this claim.

Construction. Reports to the state engineer show that about 500 feet of this Company's tracks were laid. In the state engineer's report for 1878, the Company is described as extinct.

79 The Brooklyn City and Rockaway Rail Road Company (Brooklyn and Queens)

Incorporation. April 7, 1862; General Railroad Law of 1850; corporate life, 100 years; capital stock, $1,500,000; route (about 25 miles) as follows:

From some point at and within the limits of the city of Brooklyn to terminate at Far Rockaway in the state of New York.