ROUTE NO. 1.

(a) Commencing at the structure of the Union Elevated Railroad Company in Fifth avenue between 37th and 38th streets, and connecting with the tracks thereon; thence with a double track passing with a curve westerly, partly over private property into 38th street, continuing through 38th street to near its junction with Third avenue, and thence passing by a curve southerly and partly over private property into Third avenue and continuing through Third avenue to the City line.

(b) The Company which may be authorized to build, or which may acquire the right to build a railway or railways upon the above-described route is hereby granted the option to construct and operate in connection therewith either a spur or branch starting from its elevated railroad in Third avenue at or near the intersection of 39th street, and thence running with a double or single track through 39th street to the ferry at Second avenue and 39th street, with the proper and necessary curves and terminal facilities at each end of said spur so as to enable the same to be operated so as to afford a suitable connection between said ferry and the elevated railroad in Third avenue hereinabove authorized, or the option as an alternative route to run a spur from the structure herein above authorized in Third avenue to the junction of 40th street, with a double or single track through 40th street to Second avenue; thence curving northerly and, if necessary, passing over private property into Second avenue; thence through Second avenue to the ferry at the foot of 39th street with the proper and necessary curves and terminal facilities at each end of said spur, so as to enable the same to be operated so as to afford a suitable connection between said ferry and the elevated railroad in Third avenue hereinabove authorized. ROUTE NO. 2.

(a) A double track road commencing at the tracks of The Union Elevated Railroad Company in Adams street, and connecting therewith at a point between Nassau and High streets; thence passing with a curve therefrom and over private property, if necessary, westerly into High street, and thence continuing through High street with a double track road to or near Fulton street, and making a suitable connection with the Brooklyn bridge with the necessary terminal facilities.

(b) Also a double track from the structure hereinabove stated, from a point in High street between Washington and Adams streets, and passing with a curve northerly, and if necessary, over private property at the northeasterly corner of Washington and High streets into Washington street, continuing with a double track through Washington into Sands street, and connecting with a curve easterly and over private property, if necessary, with the structure of The Union Elevated Railroad in that street, with the right to construct additional tracks not exceeding two in number, in Washington street between High and Sands streets, if necessary, for the construction of proper terminal facilities.

(c) The construction of the structure hereinabove authorized through High and Washington streets, is intended to provide terminal facilities at the Brooklyn bridge, and shall not be obligatory in case the Brooklyn bridge shall be extended southerly beyond Concord street before the construction thereof is commenced.

(d) Before the Company authorized to build or which may acquire the right to build a railway or railways upon the above-described routes shall construct the structure through High and Washington streets it must have entered into a traffic agreement with the Company owning or operating the lines of The Union Elevated Railroad in Fifth avenue and Adams street, by which passengers shall be carried between the bridge and the junction of Third avenue and the City line without extra charge.

ROUTE NO. 3.

Beginning at the structure of the Brooklyn Elevated Railroad at the intersection of Fulton avenue and Enfield street in the city of Brooklyn, at the City line; thence running northerly with a double or single track through Enfield street to the Jamaica plank road; thence curving westerly (and if necessary passing over private property) into Jamaica avenue or Plank road, thence with a double or single track through said Jamaica avenue or Plank road to Crescent (formerly Cypress) avenue; thence curving southerly and if necessary passing over private property, into Crescent avenue; thence with a double or single track southerly through Crescent avenue to Fulton avenue, and there connecting with the structure of the Brooklyn Elevated Railroad, or as an alternative route, commencing at or near the intersection of Fulton avenue and Crescent (formerly Cypress) avenue, and there connecting with the structure of the Brooklyn Elevated Railroad; thence curving northerly with a double track (and if necessary passing over private property) into Crescent avenue; thence northerly through Crescent avenue to the entrance into Cypress Hills cemetery at or near Jamaica avenue (or Plank road).

ROUTE NO. 4.

Commencing in Third avenue at the City line, and extending with a double track road through Third avenue to a point north of its intersection with the Shore road or Narrows avenue; thence curving southerly with a single or double track and passing over private property to Fourth or Stewart avenue; thence curving northerly into Fourth or Stewart avenue; thence continuing through Fourth or Stewart avenue to 100th street; thence curving westerly, and if necessary passing across private property into 100th street; thence westerly through 100th street to Third avenue; thence curving northerly, and if necessary, over private property to the structure in Third avenue, or with the alternative to curve from Fourth or Stewart venue at a point between the Shore road or Narrows avenue and 100th „rect, westerly into and passing through private property to the structure in Third avenue, with the right to extend a spur from the line in Third avenue to the water.

The road was to be constructed as a double track elevated railway of standard gauge. No part of the elevated structure was to be less than 14 feet above the surface of the roadway. The Company was required to complete the different portions of its road within periods as follows:

ROUTE NO. 1. (a) From Fifth avenue through 38th street, to Third avenue, and through Third avenue to the City line, within two years from August 1,

1890; (b) the spurs connecting the structure in Third avenue with the 39th Street ferry, within five years from August 1, 1890.

ROUTE NO. 2. (a) Through High street, from Adams stret to near Fulton street, and connecting with the Brooklyn bridge, within three years from August 1, 1890; (b) in Washington street, between High and Sands streets, within three years from August 1, 1890. The construction of Route No. 2 was not to be obligatory in case the tracks on the Brooklyn bridge were to be moved south of Court street.

ROUTE NO. 3. The entire route within five years from August 1, 1890. The construction of Route No. 3 was not to be obligatory if the structure of the Brooklyn Elevated Railroad Company were not extended to the intersection of one of these routes.

ROUTE NO. 4. (a) From the City line to 65th street, within two years from August 1, 1890; (b) the remainder of the route, within five year: from August 1, 1890.

The rate of fare was limited to 10 cents daily, Sundays exOn Suncepted, between 5 and 8 a. m., and 4.30 and 7.30 p. m. days between 7 a. m. and 10 p. m., the fare was to be 5 cents on the entire road. On Route No. 4, the fare was to be 5 cents at all hours.

Other special franchises. February 20, 1891, the Company obtained the consent of the common council of the city of Brooklyn for the construction of its elevated railroad on routes identical with the first three routes described in its certificate from the Board of Rapid Transit Commissioners.

April 27, 1891, the Company obtained the consent of the commissioners of highways and the supervisors of the town of New Utrecht for the construction of its elevated railroad on a route identical with Route No. 4, described in the certificate from the Board of Rapid Transit Commissioners.

Stock and bonds. According to the report to the Board of Railroad Commissioners for 1899, when the Company was sold under foreclosure proceedings, it had outstanding its entire capital stock for $1,000,000, and $3,000,000 five per cent 50-year first mort gage bonds.

Intercorporate relations. (See also chart IV, no. 65.) April 28, 1891, the Company leased its property and franchises to the Brooklyn Elevated Railroad Company for the corporate life of the Company. August 1, 1892, the above lease was modified as

to terms.

January 23, 1899, J. Edward Swanstroin, as referee on foreclosure of the mortgage, sold the property of the Company to Frederick P. Olcott, chairman of the reorganization committee of the Company. Simultaneously the referee sold to the same purchaser the property of the Brooklyn Elevated Railroad Company. February 7, 1899, the property and franchises of the Company were deeded to the Brooklyn Union Elevated Railroad Company (no. 112).

Construction and operation. According to the report of the Railroad Commission for 1899, the Company constructed and delivered to the lessee company for operation portions of its road, as follows:

From Fulton street to Jamaica avenue, via Crescent avenue, on May 30, 1893; from 38th street to 67th street, via 38th street and Third avenue, on October 1, 1893; from Adams street to Sands street, via High and Fulton streets, June 14, 1896.

593 The Seaside Elevated Railway Company

(Brooklyn)

Incorporation. May 22, 1880; General Railroad Law of 1850; corporate life, 99 years; capital stock, $100,000; route (about five miles) as follows:

From a point upon Coney Island in the town of Gravesend, county of Kings, at or near the Steamboat dock on the westerly end of said Coney Island; thence to a point at or near the iron pier, at that portion of said Coney Island, known as West Brighton; thence across the Prospect Park and Coney Island Railroad, to a point at or near Vanderveer's hotel on said Coney Island; thence easterly over and across the Ocean parkway and the Brooklyn, Flatbush and Coney Island Railroad,— private property and public roads or avenues, and over the New York and Manhattan Beach Railway and across Sheepshead bay to or near Ocean avenue, in the town of Gravesend, county of Kings.

Construction. No record of any construction. In the state engineer's report for 1882 the Company is described as not in operation. In the Railroad Commission's report for 1890 it is stated that the Company never made a report. It has probably forfeited its corporate existence.

594 Sea Side Transit Company

(Brooklyn)

Incorporation. April 6, 1880; General Railroad Law of 1850; corporate life, 99 years; capital stock, $5,000,000; route (about 18 miles) as follows:

Commencing on Fulton street, at or near Fulton ferry, in the city of Brooklyn, and running thence along Fulton street to the junction of Fulton and Main streets; thence along and over Main and Fulton streets, connecting with the East River suspension bridge at or near the terminus thereof, at a convenient point between Prospect and Sands streets; thence along Fulton street to Court street; thence along Court street to Livingston street; thence along Livingston street to Flatbush avenue; thence along Flatbush avenue to Fourth avenue; thence along Fourth avenue to the junction of Fourth avenue and 86th street, in the town of New Utrecht; thence by the most feasible line to Cropsey avenue; thence along Cropsey avenue to Harway avenue; thence along Harway avenue to West 18th street in the town of Gravesend; thence along West 18th street to Surf avenue, with branches. First: Beginning at the intersection of Fourth avenue and Second street; thence along Second street to Eighth avenue; thence along Eighth avenue to 21st street; thence along 21st street to Ninth avenue. Second: Beginning at the intersection of Flatbush and Fourth avenues; thence along Flatbush avenue to Pacific street; thence along Pacific street to a convenient point in east New York in the town of New Lots.

Stock. In the Company's report to the state engineer for 1880 it stated that $18,000 of its capital stock had been subscribed and $1,800 paid in.

Construction. No record of any construction. has probably forfeited its corporate existence.

595 Sea View Rail Road Company

(Brooklyn)

The Company

Incorporation. June 4, 1886; General Railroad Law of 1850; as a reorganization of The Coney Island Elevated Railway Company (no. 153); corporate life, 50 years; capital stock, $250,000; route (that of its predecessor company about 4,000 feet).

From a place called Brighton to a place called West Brighton on said Coney Island.

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

October 11, 1886, of change of terminus; November 10, 1887, route to Marine Railway depot; February 6, 1888, route to west line of Brighton Beach Improvement Company; November 26, 1886, route to Marine Railway depot.

Stock and bonds. According to the report to the Railroad Commission for 1900, when the Company was merged with the Kings County Elevated Railroad Company, there were outstanding capital stock $190,752.54, and six per cent bonds under a 20-year first mortgage executed January 1, 1887, to Alvan R. Johnson for $52,500.