Company was required to equip the road at its own expense and to maintain it. Throughout the period of 50 years of operation under the lease, the Company was required to pay the City annually a sum equal to the interest payable by the City upon the bonds issued to provide the money for construction, and a further sum annually equal to one per cent of the entire amount of said bonds as a sinking fund for the redemption of the bonds. During the renewal term of 25 years the rental was to be not less than the average amount paid during the preceding 10 years. At the expiration of the lease or its renewal, the City was required to buy the Company's equipment and property connected therewith "at a reasonable price, due regard being had to the condition of the wear and tear of the property." The price was to be fixed either by agreement or by arbitration.

The equipment furnished by the contractor as well as the subway itself is exempt from taxation. No advertisements are to be permitted, which interfere with the easy identification of stations or with efficient operation. The rate of fare is fixed at five cents. Local trains are to be run at an average speed, including stops, of not less than 14 miles an hour, and express trains, including stops, of not less than 30 miles an hour.

Contract No. 2. The Company secured on August 10, 1905, an assignment of the lease for the operation of the Brooklyn extension under Contract No. 2, of which an original is on file with the Commission, dated July 21, 1902, between the Board of Rapid Transit Commissioners and the Rapid Transit Subway Construction Company. The Subway Construction Company undertook to build under Contract No. 2, the following extensions:

Manhattan Line, a two-track line from the southerly terminus of the route of Contract No. 1, at the intersection of Broadway and Park Row "Under Broadway, Bowling Green, Battery place, State street and Battery park, with a loop under Battery park and Whitehall street."

Brooklyn Line, a two-track tunnel from a point immediately south of Bowling Green connecting with the Manhattan line "Under Battery park and State street, Whitehall street, South street, Piers nos. 2, 3, 4; thence under the East river, and under Piers nos. 16, 17, on the Brooklyn shore to Furman street, and thence under Joralemon street, Fulton street and Flatbush avenue to the intersection of Flatbush and Atlantic avenues.

Contract No. 2 was modified, June 9, 1905, so as to require instead of two tracks, four tracks, from the junction of Joralemon street with Fulton street to the end of said route at or near the intersection of Flatbush avenue with Atlantic avenue. This modification also provided for future construction of a fifth track or siding under Flatbush avenue, and one or more additional tracks under future connections with tunnels not yet constructed.

The city was to furnish the money for the construction of the route under Contract No. 2, including the tracks, and the Company was to equip the road at its own expense and operate it for 35 years from completion, with the right of renewal for a further period of 25 years. The rentals were to be substantially the same as those provided for under Contract No. 1.

No advertising at the stations is permitted, except with the written consent of the Rapid Transit Commission (now the Public Service Commission). The rate of fare is limited to five cents for one continuous trip over the line of Contract No. 2, and any connecting line.

Contract No. 3. March 19, 1913, the Public Service Commission for the first district executed a lease for the operation of new subways to be constructed by the City as part of the so-called dual system of Rapid Transit as follows:

SEVENTH AVENUE BRANCH

SUBDIVISION I.- A two-track underground railroad beginning at a point under Battery park in the borough of Manhattan near the waterfront and thence extending northerly under Battery park and under and across Battery place to Greenwich street and under and along Greenwich street to West Broadway, and thence continuing northerly under and along West Broadway to a point therein at or near Murray street where a connection can conveniently be made with Subdivision II and Subdivision III, hereinafter described (Seventh and Eighth avenue route, section 4-D).

SUBDIVISION II.- A four-track underground railroad beginning at a point in West Broadway at or near Murray street at the northerly end of Subdivision I, above described and thence extending northerly under and along West Broadway to a point therein at or near Leonard street; thence curving into Varick street and continuing northerly under and along Varick street (as widened) and the extension of Seventh avenue as the same are laid down on the map or plan of the city of New York to Seventh avenue; and thence continuing northerly under and along Seventh avenue to a point therein at or near West 43d street where a connection can conveniently be made with the existing railroad constructed under Contract No. 1, (Seventh and Eighth Avenue route, sections 4-0, 4-B, 4-C and 4-D, Seventh Avenue extension and Varick street route).

SUBDIVISION III. A two-track underground railroad beginning at a point in West Broadway at or near Murray street at the northerly end of Subdivision I, above described and thence curving southerly under West Broadway and private property to Park place; thence continuing southeasterly under and along Park place to Broadway and under and across Broadway, the post-office and Park Row to Beekman street; thence continuing southeasterly under and along Beekman street to a point therein between Nassau street and William street; thence curving southerly under Beekman street and private property to William street; thence continuing southwesterly under and along William street to a point therein at or near Exchange place; thence curving southerly under and along William street to Old slip; thence continuing southeasterly under and along Old slip to the East river; thence continuing easterly under the East river to a point in waterfront property in the borough of Brooklyn at or near the foot of Clark street produced; thence continuing easterly under waterfront property, Furman street and public or private property to Clark street; thence continuing easterly under and along Clark street to a point therein near Fulton street; thence curving southeasterly under Clark street and private property to Fulton street; and thence continuing southerly under and along Fulton street to a point therein at or near Joralemon street where a connection can conveniently be made with the existing railroad constructed under Contract No. 2, (Park place, William and Clark Street route; Brooklyn and Manhattan Loop Lines, section 9-B and 9-E2).

LEXINGTON AVENUE BRANCH

SUBDIVISION I.-A four-track underground railroad beginning at a point in Park avenue south of East 42d street in the borough of Manhattan where a connection can conveniently be made with the existing railroad constructed under Contract No. 1, and thence extending under Park avenue and curving under private property, East 42d street and private property to a point in Lexington avenue north of East 42d street; thence continuing northerly under and along Lexington avenue to the Harlem river and under the Harlem river to a point in the borough of The Bronx; thence continuing northerly under private property and Park avenue in the borough of The Bronx to the intersection of Park avenue and East 135th street (Lexington Avenue route, sections 5-0 and 5-C).

SUBDIVISION II.-A two and three-track underground railroad beginning at Park avenue and East 135th street in the borough of The Bronx where a connection can conveniently be made with subdivision I, above described and thence extending northerly under private property, Mott avenue, East 138th street and private property to a point in Mott avenue north of East 138th street; thence continuing northerly under and along Mott avenue to a point therein south of East 146th street where a spur or connection will begin as hereinafter stated; thence continuing northerly under and along Mott avenue to a point therein near East 150th street; thence curving northwesterly under Mott avenue, East 153d street and Franz Sigel park and continuing northwesterly under Walton avenue, private property Gerard avenue and private property to a point in private property in the block bounded by Gerard avenue, East 157th street, River avenue and East

153d street where the road emerges from the ground and becomes an elevated railroad; thence continuing northwesterly as a three-track elevated railroad over private property to River avenue; thence continuing northerly over and along River avenue to Jerome avenue; and thence continuing northerly over and along Jerome avenue and reservoir property to a point in Jerome avenue at or near Woodlawn road. This subdivision shall also include a two-track underground spur or connection, beginning at a point in Mott avenue south of East 146th street and thence curving and running northwesterly, northerly and northeasterly under Mott avenue, East 146th street, Walton avenue and Gerard avenue and under private property to points in East 149th street between Walton avenue and Mott avenue where a connection can conveniently be made with the existing railroad constructed under Contract No. 1, (Lexington avenue route, section 5-C; River Avenue Elevated Road; Jerome Avenue Elevated Road; 149th street and Mott avenue subway connection).

SUBDIVISION III-A two and three track underground railroad beginning at Park avenue and East 135th street in the borough of The Bronx where a connection can conveniently be made with subdivision I, above described and thence extending northeasterly under and along Park avenue and under private property, Canal street West and private property to East 138th street; thence continuing easterly under and along East 138th street to a point therein near Robbins avenue; thence curving northerly under East 138th street and private property to the Southern boulevard; thence continuing northerly under and along the Southern boulevard to a point therein between Barretto street and Hunts Point road; thence curving northeasterly under the Southern boulevard, private property, Hunts Point road and the Public park to and under Whitlock avenue; thence continuing northerly under and along Whitlock avenue to a point therein between Aldus street and Bancroft street where the road emerges from the ground and becomes an elevated railroad; thence continuing northerly as a three-track elevated railroad over and along Whitlock avenue to a point therein near Westchester avenue; thence curving easterly over Whitlock avenue and private property to Westchester avenue; and thence continuing over and along Westchester avenue to Pelham Bay park (Lexington Avenue route, section 5-C; Southern boulevard and Westchester Avenue route; Southern Boulevard and Whitlock Avenue route).

PARK AVENUE LEXINGTON AVENUE CONNECTION

AT 42D STREET

A route lying wholly within the borough of Manhattan beginning at a point under Fark avenue about midway between East 38th street and East 39th street and thence extending northerly under Park avenue to a point therein at or near East 41st street; thence curving northeasterly under Park avenue and East 41st street to a point in private property in the block bounded by Park avenue, East 41st street, Lexington avenue and East 42d street; thence continuing northeasterly through private property in said block and crossing diagonally under East 42d street to a point in private property in the block bounded by East 42d street, Lexington avenue, East 43d street and Depew place as the same formerly existed; thence continuing

northeasterly through private property in said block to a point therein at or near Lexington avenue; thence curving northerly through private property in said block and under Lexington avenue and East 43d street to a point in Lexington avenue at or near East 43d street; thence continuing northerly under Lexington avenue to a point therein at or near the centre line of East 46th street. This route shall connect in Park avenue with the present Manhattan-Bronx Rapid Transit Railroad and shall connect in Lexington avenue with section 5-0 of the Lexington Avenue route as heretofore adopted and approved.

This is the connection referred to in subdivision I, of the Lexington Avenue branch, but was adopted by the Commission, June 27, 1913, subsequent to the execution of Contract No. 3.

EASTERN PARKWAY LINE

SUBDIVISION I.- A four-track underground railroad beginning at a point in Flatbush avenue at or near Atlantic avenue in the borough of Brooklyn where a connection can conveniently be made with the existing railroad constructed under Contract No. 2, and thence extending southeasterly under and along Flatbush avenue (with two tracks on the easterly and two tracks on the westerly side of Flatbush avenue) to the Prospect park plaza or circle; thence curving easterly under Flatbush avenue, the Prospect park plaza or circle and private property to the Eastern parkway; and thence continuing easterly under and along the Eastern parkway to a point therein near Buffalo avenue (Eastern Parkway route, sections 12-0 and 12-D).

SUBDIVISION II.- A two-track underground railroad beginning at a point in the Eastern parkway west of Nostrand avenue where a connection can conveniently be made with subdivision I, above described and thence curving southeasterly under the Eastern Parkway and private property to Nostrand avenue and thence continuing southerly under and along Nostrand avenue to Flatbush avenue (Eastern Parkway route, section 12-0; Nostrand Avenue route).

SUBDIVISION III. A two-track underground railroad, with provision for a third track, beginning at a point in the Eastern parkway west of Buffalo avenue where a connection can conveniently be made with subdivision I, above described and thence curving southeasterly under the Eastern parkway and Lincoln park and continuing southeasterly under Buffalo avenue and private property and across Union street and private property to a point in private property in the block bounded by Union street, East New York avenue, President street and Buffalo avenue where the route emerges from the ground and becomes an elevated railroad; thence continuing southeasterly as a two-track elevated railroad over President street, private property and East New York avenue to East 98th street; thence continuing southeasterly over and along East 98th street to a point therein near Livonia avenue; thence curving over East 98th street, private property and Howard avenue to Livonia avenue; and thence continuing easterly over and along Livonia avenue to New Lots avenue (Eastern Farkway route, section 12-0; Livonia Avenue route).