April 28, 1903: Upon and along Tillary street from the intersection of Tillary and Fulton streets to the intersection of Tillary and Washington streets, and to connect at the intersection of Tillary and Fulton streets with the double track street surface railroad of the Brooklyn City Railroad Company on Fulton street, and to connect at the intersection of Tillary and Washington streets with the double track street surface railroad of the Brooklyn City and Newtown Railroad Company on Washington street.

March 16, 1906: Commencing at the tracks of the Brooklyn City Railroad Company, at the intersection of Tillary and Fulton streets; running thence on a curve easterly across Fulton street and Liberty street 134 feet to the private property abutting on Liberty street owned by the Brooklyn Union Elevated Railroad Company; thence continuing easterly across said private property of the Brooklyn Union Elevated Railroad Company 122 feet to the private property of the city of New York; thence continuing easterly across the said private property of the city of New York 100 feet to Washington street; thence on a curve northeasterly about 81 feet to the tracks of the Brooklyn City and Newtown Railroad Company on Washington street, and to connect at the intersection of Tillary and Fulton streets with the double track street surface railroad of the Brooklyn City Railroad Company on Fulton street, and to connect at a point on Washington street north of Tillary street with the double track street surface railroad of the Brooklyn City and Newtown Railroad Company on Washington street, together with the necessary sidings, switches, turnouts, poles, wires and appurtenances, including such as may be necessary to connect the said railroad tracks on Fulton street and on Washington street.

September 26, 1907: Along Flatbush avenue from Fulton street northerly along and through Flatbush avenue (commonly known as the extension of Flatbush avenue) to a point where said Flatbush avenue connects with what is to be known as the Plaza or approach to the Manhattan bridge, by a double track street surface railroad, to be operated by the overhead single trolley system, together with the poles, wires, conduits, sidings, switches, crossovers, turnouts, and equipment necessary to connect it with its said railroad at the intersection of Flatbush avenue, Willoughby street, Myrtle avenue and Fulton street, and with all other railroads which can be used and connected with said extension at any point or place.

June 22, 1909: Along and upon Avenue J, from Flatbush avenue to Utica avenue, by a single or double track street surface railroad, to be operated by the overhead trolley system or any other lawful motive power.

January 12, 1911: Sixteenth avenue, between 49th street and 64th street.

Maps. The Company filed in the office of the register of Kings County, the following maps:

April 1, 1854, profile of routes. April 11, 1854, map showing routes of railroad proposed to be constructed. November 9, 1377, map showing the change of the eastern terminus of the Company's road from its existing location at Alabama and Atlantic avenues in East New York, in the town of New Lots, to Cypress avenue at or near the Brooklyn and Jamaica plank road in said town.

Special franchises. September 12, 1853, the common council of the city of Williamsburgh granted the petition of George W. Quimby to lay down tracks through certain streets in the city. This franchise is now claimed by the Company. The minutes of the common council of the city of Williamsburgh with reference to this grant are very indefinite and it is impossible to trace accurately the route granted.

December 19, 1853, the Company obtained from the common council of the city of Brooklyn a franchise from the termination of Fulton street at or near Fulton ferry to the city line on the following streets:

1. Upon Fulton street, Furman street, Columbia street, Hamilton avenue, as far as the same is or may be opened and graded, and Third avenue to the city line;

2. Upon Fulton street, Court street, Hamilton avenue, as far as the same is or may be opened and graded, and Third avenue to the city line;

3. Upon Fulton street, Fulton avenue, Powers street, when the same shall be opened and graded, and Third avenue to the city line;

4. Upon Fulton street, Fulton avenue and Flatbush avenue, when graded, to the city line;

5. Upon Fulton street and Fulton avenue as far as the same is or may be opened and graded to the city line;

6. Upon Fulton street and Myrtle avenue to Division avenue;

7. Upon Fulton street, Sands street, Hudson avenue, Nassau street and Flushing avenue, to the termination thereof, and upon Kent avenue to the city line;

8. Upon Fulton street, Front street, Hudson avenue, Nassau street and Flushing avenue to the termination thereof, and upon Kent avenue to the city line.

The franchise was generally for a double track road, except upon the Front street route and on the route where a double track was impracticable; the Company was required to keep the pave ment in repair between the tracks and three feet on either side; operation was limited to horse power; the double track road was not to occupy more than 14 feet 6 inches in width; the maximum rate of fare was to be five cents; the aggregate license fees, $170. The Company was required to begin construction at the earliest practicable period, and complete before December 1, 1854. December 19, 1853, the common council of the city of Williamsburgh granted permission to Johnson and Hudson to lay tracks. This franchise was modified by the common council March 30,

1857. It is also claimed by The Brooklyn City Rail Road Company. The streets are not mentioned in the grant.

Chapter 77, laws of 1854, passed March 23, authorized the Company to construct and operate its road over the several routes mentioned in its articles of association, subject to the consent of the supervisor and the commissioners of highways in any town in which its road was located, and of two-thirds of the owners of land abutting on its road in any such town in the county of Kings. The Company was specifically authorized to construct its road "over and across Gowanus creek and Gowanus bay within the lines of Hamilton avenue and over and across Bush

wick creek or inlet, provided suitable draws of not less than 36 feet in width be made over each of said creeks for the passage of vessels through the same."

July 24, 1854, the Company obtained a franchise from the city of Williamsburgh on "Graham avenue

termination of Flushing avenue in Brooklyn."

from the

July 24, 1854, the common council of the city of Williamsburgh gave the Company permission to lay double track on First street.

November 20, 1854, the Company obtained from the common council of the city of Brooklyn, a franchise " on Hamilton avenue and Church street from Hamilton avenue ferry." The resolution granting this franchise extended the Company's time for the completion of its road covered by the previous franchise grant (December 19, 1853), to December 1, 1855, except that the Greenwood route and the route from Hamilton ferry through Hamilton avenue to Church street were required to be finished by July 1, 1855.

November 28, 1859, the common council of the city of Brooklyn granted the Company a joint franchise over the route of The Brooklyn and Jamaica Railroad Company, "through Furman street to Fulton street", a franchise for which was granted to the latter company by the same resolution. The franchise to The Brooklyn and Jamaica Company was for horse car operation only. This route was covered in the franchise of December 19, 1853, to the Company, which however, had failed to construct it by December, 1855, the time allowed. The resolution of 1859 provided.

that the Company unite with The Brooklyn and Jamaica Railroad Company to construct the road.

By resolution of January 16, 1860, the common council of the city of Brooklyn, required the Company to construct

a double track on Classon avenue from Myrtle avenue to Kent avenue, and to run the Greenpoint cars over the same via Myrtle avenue; also to construct a double track on Washington avenue from Flushing avenue to Kent avenue, and on Powers street and Third avenue from Fulton avenue to its connection at Ninth street; also to construct a double track on Columbia and Sackett streets from Atlantic avenue to Hamilton avenue, and run a through line of cars from Fulton ferry thereon to the city line; also to complete a double track on Flatbush avenue to the city line, and run a through line of two horse cars thereon as often as the public convenience should require.

This resolution also directed the Company to establish through routes as follows: On Fulton street and Fulton avenue to the city line; on Fulton street and Myrtle avenue to Broadway and on Fulton and Sands streets via Flushing avenue to Broadway. The same resolution required the Company to sell tickets in parcels of 25, at the rate of $4.00 per hundred, and to charge maximum fare of five cents to adults not provided with tickets, children between 2 and 12 years of age three cents, and children 2 years and under to be carried free. Only one fare was to be charged from Fulton ferry to the city line.

An agreement dated March 17, 1860, gave the Company the right to lay a double track upon Flatbush avenue and a single track on the Flatbush plank road from the city line to Vernon avenue in the town of Flatbush, with the necessary turnout to be made on the east side of the track and opposite the streets intersecting the said plank road. The Company agreed to complete the road by July 1, 1860, and to limit its fares to five cents per passenger in the town of Flatbush. The Company was authorized by a resolution of the common council, March 26, 1860, to unite with The Brooklyn and Jamaica Railroad Company in building and using the road “ on Hanson place, Green, Bedford and Gates avenues, from Fulton avenue to the Broadway Railroad." The Commpany was required to serve notice of acceptance in writing upon The Brooklyn and Jamaica Railroad Company within 30 days, or to forfeit the consent of the city. The road was required to be completed and equipped by October 1, 1860.

Chapter 392, laws of 1860, passed April 14, of that year, authorized the Flatbush Plank Road Company to permit The Brooklyn City Rail Road Company or any other company or person or persons, to lay a horse railroad track over the whole or any part of their plank road, commencing where Flatbush avenue intersects their road in the town of Flatbush, in the place of “ plank now used by them.

December 10, 1860, the common council of the city of Brooklyn authorized the Company "to extend their routes on 24th and 26th streets and Fifth avenue."

March 13, 1861, the supervisors and commissioners of highways of the town of New Utrecht granted the Company rights as follows:

The exclusive use or privilege of laying a single or double track, with the necessary turnouts, to be used with horse power over so much of the public highway in the town of New Utrecht in the county of Kings, commonly known as the continuance of the Third avenue of Brooklyn in said town, as extends from the present terminus of the road of said Brooklyn City Railroad Company at or near the point where a certain road known as Ovington avenue intersects said highway, to the point where the said continuance of Third avenue is intersected by Clark street; thence by the most direct route and over said Clark street, Stewart avenue and the shore road to the point where the said shore road is intersected by United States or Smith

avenue.

The Company agreed to commence operation on the above route July 1, 1861. The fares were limited to five cents per adult, children under 10 years of age, to three cents, between Fort Hamilton and Third avenue, at the present southerly boundary line of the city of Brooklyn.

May 27, 1861, the supervisors and the commissioners of highways of the town of New Utrecht granted the Company rights as follows:

The exclusive use or privilege of laying a single or double track with the necessary turnouts to be used with horse power over so much of the road, street or public highways in the town of New Utrecht in the county of Kings, commonly known as Deneyse street, from its intersection with Stewart avenue to United States or Smith avenue, and thence on so much of said United States or Smith avenue as extend to the above road where the same intersects said United States or Smith avenue.

The provisions governing this grant were the same as those of March 13, 1861.