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The following tabulation gives the work done under the principal items of this contract, in connection with Sections Nos. 1 and 2 of Route No. 33, from the beginning of construction to December 31, 1917, and the total estimated value of work completed during the same period:

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Route No. 33, part of Section No. 3.- This work is covered by a contract let to Messrs. Engel & Hevenor on October 18, 1916, the approximate price of the complete contract being $229,440.50. This contract also includes work on Routes Nos. 4 & 38, Sections Nos. 1-A, 1 to 6-A, inclusive, and on Route No. 48, Sections Nos. 1, 2 and 3.

This part of Section No. 3 of Route No. 33, covered by this contract of Engel & Hevenor, includes that part of the line through the Borough Hall station in Brooklyn. No work on this portion of the line was done during the year.

NEW UTRECHT AVENUE LINE

This is a three-track extension of the Fourth Avenue subway from 38th street to Coney Island. It extends easterly in a cut between 37th and 39th streets to a point near Tenth avenue, where the structure ascends to an elevated structure extending over Tenth avenue and New Utrecht avenue to 81st street, thence over private property to 86th street and over 86th street to Stillwell avenue to a connection at Avenue Y with the New York Municipal tracks to Coney Island. This line is known as Route No. 39, and is divided into two sections, Nos. 1 and 2. At Tenth avenue a connection is provided at this line with the Gravesend Avenue line.

Plans: Route No. 39, Section No. 1.- This section covers the turnout from the Fourth Avenue subway in 38th street and extends through private property to about Tenth avenue and 38th street. This structure is partly subway, partly open-cut, and partly an elevated structure. The connection with the Fourth

Avenue subway was, at the request of the New York Municipal Railway Corporation, changed from 40th street to 38th street. This change required the reconstruction of the Fourth Avenue subway as far north as 33d street. This reconstruction was included in the contract for this section. With the approval of the Commission, Jacobs & Davies, Inc., were made construction engineers for the work. The work was begun on February 13, 1914, and was done on a force account basis at a cost of about $3,000,000.

Studies are now being made for the contract drawings for the regrading of Ninth avenue between 37th and 39th streets. Studies are also being made of various types of bridges to determine the type of bridge to be built over the Culver line tracks.

Route No. 39, Section No. 2.- This is a three-track elevated line beginning at about Tenth avenue and 38th street and extending over Tenth avenue and New Utrecht avenue from 39th street to 81st street, thence over private property to 86th street, and thence over 86th street and Stillwell avenue to Avenue Y, where a connection is made with the New York Municipal line to Coney Island. Contractor, Post & McCord, Inc. Date of contract, December 31, 1913. Contract period, 18 months. Summary of contractor's bid, $1,672,190.

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Construction drawings for this section were completed prio to 1917.

The construction of the New Utrecht Avenue line necessitated the relocation and reconstruction of the street surface railroad of the Nassau Electric Railroad Company at New Utrecht avenue. The work extends from a point near the intersection of New Utrecht avenue and 39th street, and thence along New Utrecht avenue to a point about 100 feet south of 81st street. Contract drawings and specifications for this work were prepared and the contract delivered to the Thomas Crimmins Contracting Company on May 13, 1917. Summary of bid, $165,409.56. Of this amount the city pays $85,212.28, and the remainder is to be paid by the Nassau Electric Railroad Company. Working drawings for this work were issued and a portion of the contractor's detail drawings checked.

Construction: Route No. 39, Section No. 1.-In the report for 1916 work under this contract was reported complete. It has since been found necessary to do a small amount of work, and a contract was entered into with John Thatcher covering the construction of a fence surrounding the 38th street cut, a bridge connecting the platforms at the northerly end of the Ninth Avenue station, the placing of a cement walk along the side of the cut and the placing of a stone gutter. The work of construction was begun on February 19, 1917, and is entirely completed.

The following tabulation gives the work done under the principal items of this contract:

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Station Finish:-Route No. 39, Section No. 2.-On November 26, 1915, a contract for the station finish work for Route. No. 39, Section No. 2, was let to A. L. Guidone & Son, Inc. Work was started on this contract and is completed. During the year the wood floors of the train platform, the concrete train platform, the track floors over the mezzanines, and the canopies and wind-screens were placed, and the wood underflooring, enclosure walls, including windows and copper sheathing, partition walls, and stairways to the street and train platforms were completed. The placing of the control railings and ticket booths completed all the work necessary for the operation of this line. On June 24, 1916, this line was operated from the Ninth Avenue station through Fort Hamilton parkway, 50th and 55th streets to the 62d Street station. On July 21, 1917, the entire line was operated to the Coney Island terminal.

The following tabulation gives the work done under the principal items of the station finish contract, from the beginning to December 31, 1917, and the total estimated value of work completed during the same period:

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This is a three-track elevated line, beginning at a point near Tenth avenue and 37th street, at which point it connects to a spur from Fourth avenue, continues thence along private property south of 37th street into Gravesend avenue, and thence over Gravesend avenue to Coney Island. To avoid depressing the surface tracks of the South Brooklyn Railroad Company, a change was made in the line between Tenth avenue and Fort Hamilton parkway. The saving resulting from this change will amount to over $100,000. This route is divided into four sections,

Nos. 1-A, 1, 2 and 3.

Plans:- Route No. 49, Section No. 1-A.- This section begins at a point on the west building line of Tenth avenue between 37th and 38th streets, in the Borough of Brooklyn, extending thence, between retaining walls in open cut, and on fill over Tenth avenue and private property to a point about 372 feet cast of the east building line of Tenth avenue, where the retaining walls end in an abutment. Contractor, Thomas Dwyer. Date of contract, January 23, 1917. Contract period, 4 months. Summary of contractor's bid, $42,268.

Route No. 49, Section No. 1.- This section begins in private property on the southerly side of 37th street about 372 feet east of the east building line of Tenth avenue, in the Borough of Brooklyn, continues thence over private property to 37th street and intersecting streets to Gravesend avenue, and thence continues over Gravesend avenue to a point about 530 feet south of the

intersection of Gravesend avenue and the southerly building line of Twenty-second avenue produced. Contractor, Post & McCord. Date of contract, September 8, 1915. Contract period, 15 months. Summary of contractor's bid, $877,959.

Construction drawings were completed and shop drawings checked for this section prior to 1917.

Route No. 49, Section No. 2.- This section begins at a point in Gravesend avenue, in the Borough of Brooklyn, about 530 feet south of the intersection of the center line of Gravesend avenue and the southerly building line of Twenty-second avenue produced, and extends thence southerly over and along Gravesend avenue to a point near Avenue X. Contractor, Oscar Daniels Company. Date of contract, July 10, 1915. Contract period, 18 months. Summary of contractor's bid, $863,775.

Construction drawings for this section had been completed and shop drawings checked prior to 1917.

Route No. 49, Section No. 3, Connection to Coney Island Terminal.— This section will provide the connection to the Coney Island terminal. It begins at a point in Shell road, about 470 feet south of the intersection of the center line of Gravesend avenue and the southerly line of Avenue X produced, and extends southerly over and along Shell road and along West 6th street to a point near the southerly line of Sheepshead Bay road, from which point an extension is made by the New York Municipal Railway Corporation over private property, making a connection with its Coney Island terminal.

It had been intended to build this as a three-track elevated steel structure with tracks 13 feet center to center. The middle track was intended to rise higher than the Neptune Avenue station platforms and to be used for express trains.

It had also been intended to provide the express track for the time being from the beginning of the section to a point 300 feet south of Avenue Z, where it was to connect to the local tracks and provide for the future installation of the express track for the remainder of the route to the end of the section.

The topography along the route is such that it required special consideration in the design of this structure. The route as planned will cross both Coney Island creek in its natural bed and the pro

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