July 16, 1866, the common council of the city of Brooklyn required the Company to commence construction of portions of its road, as follows:

On Gates avenue, to connect with the Fulton avenue line on September 10, next.

or before

On Graham avenue, to connect with the Myrtle avenue line, through Flushing avenue and Myrtle avenue, or Classon avenue, on or before May 10, next, and complete the said several tracks on Powers street to the meadows on Gates avenue to Marcy avenue, and on Graham avenue to North Second street, as soon after the times so fixed for the commencement of the same as practicable.

The Company was also authorized to construct double track branches, as follows:

On Gates avenue, from Fulton avenue to Marcy avenue, and on Marcy avenue, from Gates avenue to Fulton avenue, and on Gates avenue, from Marcy avenue to Broadway; on Graham avenue, from Flushing avenue to the northerly termination of Graham avenue, and through Marcy avenue Classon avenue, from Flushing avenue to Myrtle avenue.

or

The above branches were required to be operated in connection with, and as part of, the main lines and subject to the same obligations as were in force in regard to the existing lines of said company. The Company was authorized, moreover, to construct and operate turnouts and switches in connection with their tracks on Court street, Fulton avenue and other places in the vicinity of the city hall.

The resolution required the Company to sell 20 tickets for one dollar, free of government tax, and to issue transfers to either end of the Greenpoint and Flushing Avenue route.

October 15, 1866, the common council of the city of Brooklyn authorized the Company:

To alter that part of their Gates avenue route lying west of Bedford avenue, and to lay their tracks along Bedford avenue to Greene avenue, and along Greene avenue from Bedford avenue to Fulton avenue.

July 20, 1868, the Company obtained from the common council of the city of Brooklyn additional franchise rights, as follows:

To lay a second track on Gates avenue, from the stables to Broadway, in accordance with their charter, so that the public may be accommodated on that route with conveyances from Fulton ferry to Broadway without transfer or change of cars.

Chapter 171, laws of 1872, passed April 4 of that year, authorized the Company to construct an extension and turnouts on the following route:

Commencing at the junction of Fulton and Putnam avenues, in the city of Brooklyn, running thence along Putnam avenue to Nostrand avenue; thence along Nostrand avenue to Halsey street; thence along Halsey street to Broadway.

October 18, 1875, permission was granted by the common council:

To lay side tracks on both sides of the present tracks of said Company on Myrtle avenue, between Clermont and Vanderbilt avenues; also on Flatbush avenue near Fulton street or avenue, the same to be removed on the order of the common council.

May 14, 1877, permission was granted by the common council:

To use steam motors for the traction of cars on their railroad on Third avenue, between 25th street and the city line.

June 5, 1877, the supervisors and commissioners of highways of the town of New Utrecht authorized the Company to construct a double track extension and to operate the same by steam motors as follows:

From the termination of their railroad in the city of Brooklyn, over and upon Third avenue, Clark street, Stewart avenue, Fourth avenue and the Shore road or Narrows avenue in said town, extending from the dividing line between the city of Brooklyn and the said town to Fort Hamilton avenue, formerly United States avenue, adjoining Fort Hamilton in said town.

May 20, 1878, the common council of the city of Brooklyn requested the Company to extend their tracks on Myrtle avenue from the present terminus of said avenue to Bushwick avenue.

March 22, 1880, the Company obtained from the common council a temporary permit to construct its tracks on 26th street between Third and Fourth avenues, during the construction of its depot.

April 4, 1881, the Company obtained from the common council a franchise for a double track extension with sidings, switches and turnouts to be operated by horses on the following route:

Upon Broadway, from its junction with Gates avenue to its junction with Magnolia street; thence through, along and upon Magnolia street from its junction with Broadway to its junction with Myrtle avenue; thence through, along and upon Myrtle avenue from its junction with Magnolia street to

the division line between the city of Brooklyn and the town of Newtown. Also along and upon Howard avenue, from its junction with Halsey street to its junction with Broadway; thence through, along and upon Broadway, from its junction with Howard avenue to its junction with Magnolia street; thence through, along and upon Myrtle avenue, from its junction with Magnolia street to the division line between the city of Brooklyn and the town of Newtown.

April 16, 1883, the Company obtained permission from the common council to place a switch or siding on Fulton street near Ralph avenue.

November 29, 1883, the Company obtained the consent of the commissioners of highways of the town of Flatbush, to connect its double tracks on Flatbush avenue in the town of Flatbush by curved rails, and to lay and continue the same into Lefferts street, between Flatbush and Washington avenues in the town of Flatbush. The Company was required to pave the roadway between the tracks, and to level Lefferts street so as to make it even with the tracks.

December 3, 1883, the Company was authorized by the common council to extend its side track on Court street at City Hall square, a distance of 100 feet south of the present terminus of the said track.

August 3, 1885, the Company obtained from the commissioners of highways of the town of Newtown a franchise for a double track extension as follows:

Along and upon Wyckoff avenue in said town of Newtown, from the point where the boundary line between said town and the city of Brooklyn intersects said avenue to Willow street and along and upon said Willow street from Wyckoff avenue to and across Cypress Hills road, and also along and upon Wyckoff avenue from said Willow street to the Evergreen cemetery and that the said Company may construct such switches, sidings, turnouts and stands as may be necessary for the convenient working of such road.

The above grant was subject to the provisions of chapter 252, laws of 1884.

October 5, 1885, the Company was authorized by the common council of the city of Brooklyn, to connect the easterly track on Washington street with the westerly track on Fulton street by a single track running on Johnson street, and to remove its existing sidings on Washington street.

July 1, 1889, the Company obtained from the common council of the city of Brooklyn, a franchise for a double track extension with sidings, turnouts, etc., on the following streets:

That portion of Flushing avenue, in the city of Brooklyn, which is situated and extends from the point of intersection of said Flushing avenue with Graham avenue to the point of intersection of said Flushing avenue with Bushwick avenue; and also, through, along and upon that other portion of Flushing avenue which is situated and extends from the point of intersection of said Flushing avenue with Knickerbocker avenue, to the boundary line between Kings and Queens Counties.

The Company was required to keep in repair the portion of the streets between the tracks and the space two feet on either side. The grant was subject to the provisions of chapter 252, laws of 1884, and chapter 642, laws of 1886. The latter act re quired the sale of the franchise at public auction to the highest bidder, and it was bought in by the Company.

October 26, 1889, the Company obtained from the supervisor and the commissioners of highways of the town of Newtown, a franchise for a double track horse extension with sidings, switches and turnouts on the following streets:

Upon, through and along that portion of the highway, road, street or avenue in the town of Newtown, county of Queens, commonly called by the inhabitants thereof Flushing avenue, from the point where the said highway, road, street or avenue intersects with the boundary line of the counties of Kings and Queens and joins the street or highway known as Flushing avenue in the city of Brooklyn, to a point in the vicinity of Linden Hill in said town of Newtown where north of Grand street, the said Flushing avenue, street, road or highway intersects with the Long Island Railroad. The grant was subject to the provisions of chapter 252, laws of 1884, and specifically required the Company to pave the streets between the tracks and three feet on either side.

February 10, 1890, the common council of the city of Brooklyn directed the commissioner of city works to issue a permit to the Company to lay necessary tracks on Box street between Manhattan avenue and Commercial street for the purpose of connecting its tracks with its property on that street.

November 1, 1890, the Company obtained from the supervisor and the commissioners of highways of the town of New Utrecht, a franchise for a double track extension with turnouts, switches

and sidings to be operated by cable or electric power on the following route:

Along and upon Second avenue from the boundary line between the city of Brooklyn and the town of New Utrecht to 65th street; along and upon 65th street to Third avenue; along and upon Bay Ridge avenue from its intersection with Third avenue to 13th avenue; along and upon 13th avenue from Bay Ridge avenue to 86th street; along and upon 86th street to the boundary line between the towns of New Utrecht and Gravesend.

The Company was authorized, moreover, to operate by electricity or cable power its road on the following streets:

Along and upon Third avenue from the boundary line between the city of Brooklyn and the town of New Utrecht to 99th street along and upon 99th street to Fifth (or Stewart) avenue; along and upon Fifth (or Stewart) avenue to Denyse street, terminating on the property of the Company situated on Denyse street, Shore road, Fifth (or Stewart) avenue.

The grant was given subject to the provisions of chapter 252, laws of 1884.

November 15, 1890, the supervisor and the commissioners of highways of the town of Gravesend authorized the Company to construct a double track extension with turnouts, switches and sidings to be operated by cable or electric power on the following

route:

Through and upon 86th street from the boundary line between the towns of New Utrecht and Gravesend to 25th avenue; thence along and upon 25th avenue to the Shore at Gravesend bay.

This grant was likewise subject to the provisions of chapter 252, laws of 1884.

November 21, 1890, the Company obtained from the supervisor and commissioners of highways of the town of Flatbush a franchise for a double track extension with turnouts, switches and sidings to be operated by horse, cable or electric power on the following route:

Along and upon Flatbush avenue from the present terminus of the street surface railroad thereon at or near Vernon avenue, to the boundary line between the town of Flatbush and Flatlands, the same to be an extension of the railroad now owned by the said Brooklyn City Railroad Company, and operated along and upon said Flatbush avenue.

This grant was likewise subject to the provisions of chapter 252, laws of 1884.