the Queensboro bridge plaza, portion of subdivision 2 of the Steinway Tunnel line and to subdivisions 3, 4, 5, of the Steinway Tunnel line, and any extensions thereof. A supplementary agreement was executed on the same day between the City, the Interborough Rapid Transit Company and the Municipal Railway Corporation, for trackage rights on the Steinway Tunnel line, and another supplementary agreement with the Interborough Rapid Transit Company, as lessee of the Manhattan Railway Company, for trackage rights on the Seventh Avenue-Lexington Avenue line, White Plains Road line and Steinway Tunnel line. Certificate for extensions. On the same day, March 19, 1913, the Commission issued to the Company a certificate under the Rapid Transit Act (chapter 4, laws of 1891) for the following extensions:

(a) Webster Avenue Line. A three-track elevated railroad as follows:

Diverging from the existing structures of the Third Avenue line of the Manhattan Railroad, at a point about 500 feet north of Pelham avenue and Third avenue, thence running northwesterly and crossing over the private right of way of the New York & Harlem Railroad to Webster avenue, thence northerly along and over Webster avenue to at or near Gun Hill road, thence curving northeasterly along and over streets and private property and the private right of way of the New York & Harlem Railroad to Gun Hill road, thence easterly over and along Gun Hill road to a point at or near White Plains road, thence curving northerly over streets and a public place to a point in White Plains road, where a connection can conveniently be made with a municipal railroad on White Plains road.

(b) Eighth Avenue and 162d Street connection, a two-track elevated and subway line, as follows:

Diverging from the existing structure of the Ninth Avenue Elevated line of the Manhattan Railroad near West 157th street and Eighth avenue and thence running northeasterly over private property and public streets to the Harlem river, thence crossing the Harlem river over the Putnam bridge and crossing over the property and right of way of the New York Central and Hudson River Railroad Company to Sedgwick avenue at a point north of 161st street, thence under Sedgwick avenue, private property and public streets to a point near the intersection of 162d street and Ogden avenue, thence under 162d street to a point at or near Anderson avenue, thence curving southerly and easterly through private property and public streets to the intersection of 162d street and Jerome avenue; thence easterly over and along 162d street to a point near River avenue; thence curving northeasterly through private property into River avenue to a point where a connection can conveniently be made with a municipal railroad on River

It was provided that two additional tracks if necessary should be constructed " over Eighth avenue between a point 100 feet north of 153d street and 157th street." This extension is to be constructed as an elevated railroad except "that part from a point on private property near the intersection of 161st street and Sedgwick avenue to a point on private property west of Jerome avenue at or near 162d street, which shall be constructed as a subway."

(c) Queensboro Bridge Line. A two-track elevated railroad (except such portions already built as an integral part of the Queensboro bridge from the approaches thereto) as follows:

Diverging from the existing structures of the Second Avenue Elevated line of the Manhattan Railroad on Second avenue, between East 58th and East 60th streets, and running thence easterly across the Queensboro bridge upon two of the upper tracks to the easterly side of Ely avenue, in the borough of Queens, in the city of New York.

(d) West Farms Subway connection. A two-track elevated railroad, as follows:

Diverging from the existing Third Avenue Elevated Railroad at about 143d street; thence extending through private property and Willis and Bergen avenues to a point near 149th street; thence northeastèrly crossing 149th street over a public place, Gerard street, the right of way of the existing Manhattan-Bronx Rapid Transit Railroad constructed under the contract of February 21, 1900, and private property to a point near the intersection of Brook and Westchester avenues, where a connection can conveniently be made with the West Farms division, of the said Manhattan-Bronx Rapid Transit Railroad.

These extensions are to be operated by the Company in connection with its elevated railroad leased from the Manhattan Railway Company as one system, at a single five-cent fare. The Company agrees to pay to the City for these extensions one-half of the revenue of the elevated system from all sources remaining after deducting therefrom the following:

1. Taxes and other governmental charges of every description against the Company in connection with the elevated system.

2. Rentals payable to the Manhattan Railroad Company and under other contracts not chargeable to other expenses.

3. Operating expenses.

4. Twelve per cent of the receipts for maintenance of the elevated system exclusive of depreciation.

5. For the first year of operation an amount equal to two per cent of the receipts for depreciation of the structure or such equipment of the elevated

system as are not retired or replaced through the expenditure for maintenance; thereafter as determined.

6. $1,589,348 as representing the average net profits of the existing Manhattan Railroad for the two years, ending June 30, 1910. and June 30, 1911, respectively, or $1,547,351, if the Manhattan Railway Company should be made liable for the federal corporation tax.

7. Interest on the bonds issued for construction of the extensions or for additional tracks authorized by separate certificate of the same date plus one per cent on such bonds which is to be placed in a sinking fund to be used with interest and accretion to amortizing such bonds.

8. In case additions to the extensions should be constructed, then interest is likewise to be deducted upon the securities issued for such construction plus one per cent for amortization.

The extensions are granted for a term of 85 years, but the certificate to all or any of them is terminable after 10 years from the beginning of operation. In case of such termination before the expiration of the term the City agrees to pay to the Company percentages of the cost of the extensions as set forth in a schedule. beginning with 115 per cent after 10 years from the commencement of operation, and diminishing by one-seventy-fifth of such percentages for every year. At the expiration of the term the City is to come into possession of the extensions free of cost.

The Company agrees to begin the construction of these railroads within six months after it shall have obtained the consents therefor, and within two years after such construction shall be begun, shall complete the construction of the same and begin the operation thereof, but such periods may be extended by the Public Service Commission for the first district, upon reasonable cause being shown.

The City reserves the right to permit any other company operating rapid transit railroads to operate on the Queensboro bridge. This reservation is made for the benefit of the New York Municipal Railway Corporation, which also has a line running over the Queensboro bridge. The Company is granted trackage rights on portions of routes covered by Contract No. 3, already enumerated above, and for which a supplementary agreement was executed on the same date.

Certificate for additional tracks. On the same day, March 19, 1913, the Commission issued to the Manhattan Railway Company under the Rapid Transit Act (chapter 4, laws of 1891) a certificate for additional tracks on its Second avenue, Third ave

nue and Ninth avenue lines. For description of route see Manhattan Railway Company (no. 357).

The Company holds the franchise for the existing elevated lines in perpetuity, but it acquires under the certificate its right to the additional tracks for only 85 years, and such right is terminable at any time after 10 years, upon payment by the City of a percentage of the cost of such additional tracks as set forth in a schedule which is substantially the same as that for the taking over by the City of the extensions.

Other grants and permits. October 16, 1903, the department of docks and ferries granted the Company the use of

Wharf property on the northerly side and at the outer end of the new pier at the foot of West 58th street, North river, together with the use of the entire surface of said pier, and the right to construct and maintain discharge and suction tunnels under the marginal wharf, street or place laid out and determined by the department of docks and ferries at the foot of West 58th street; also under and along the pier at the foot of West 58th street and the right to construct and maintain coal handling and ash removing devices.

The grant was for 10 years with the privilege of four renewals of 10 years each. The Company agreed to pay a rental of $15,000 per annum.

June 29, 1905, the department of docks and ferries granted the Company the use of

All the land and land under water, beginning at a point on the pierhead line established by the secretary of war in 1890 on the westerly side of the Harlem river where said line intersects the northerly line of the land belonging to the estate of William Lynch; thence extending westerly along the northerly line of the land belonging to the said estate of William Lynch a distance of about 405 feet to the westerly line of the exterior street, wharf or place; thence extending northerly along the curve of the westerly line of the exterior wharf, street or place and parallel to the said pierhead line a distance of about 810 feet to the easterly side of the Harlem river driveway or speedway; thence running northeasterly along the easterly side of the Harlem river driveway a distance of about 671 feet to its intersection with the afore-mentioned pierhead line; thence extending southerly along the curve of the said pierhead line a distance of about 1,506 feet to the point or place of beginning; the same containing an area of 405,825 square feet. Together with all wharves, piers, bulkheads and slips and all structures erected or to be erected thereon, within the area leased.

The grant was for a term, ending December 29, 1907, at a rental of $16,350 per annum, with the privilege of renewal for two terms of 10 years each, at annual rentals of $18,850 for the first

10 years and $21,650 for the second 10 years. The last renewal might provide for a further term of 10 years at an annual rental of $24,900 per annum.

March 1, 1907, the Company obtained from the Board of Estimate and Apportionment the right

To construct, maintain and use an ash conveyor tunnel under and across 12th avenue between 58th and 59th streets, Manhattan.

The grant was for a term ending October 1, 1927, but annual rental provisions were made for 25 years, as follows:

March 14, 1907, the Company obtained from the Board of Estimate the right to construct, maintain and use

Tunnel and conduits under West 58th street between 11th and 12th avenues for the conveyance of coal and water from the pier at 58th street and the Hudson river to the Company's power house on the block bounded by 11th and 12th avenues and 58th and 59th streets, Manhattan.

The grant was for a term of 25 years and the Company agreed to pay annually:

May 1, 1907, the department of docks and ferries granted the Company permission to maintain a cable crossing through the bulkhead at the foot of Lincoln avenue, Harlem river, at a rental

of $300 per annum.

April 30, 1910, the department of docks and ferries granted the Company permission to use and occupy wharf property for a bridge pier at the foot of Second avenue and Harlem river, at a rental of $550 per annum.

May 2, 1910, the department of docks and ferries authorized the Company to use and occupy land under the water covered by the pier at Lenox avenue and 150th street, at a rental of $229.21 per

annum.