Beginning at the intersection of Boston road with Southern boulevard; thence on the Southern boulevard in a generally northerly direction to and connecting with the existing tracks of the Union Railway Company in Pelham

avenue.

The exercise of this franchise was approved by order of the Public Service Commission December 30, 1911.

October 10, 1911, by contract with the City of New York the Company was granted a similar right as follows:

Beginning on East 149th street at its intersection with St. Ann's avenue, and there connecting with the road for which the Company has a franchise in East 149th street; thence easterly in and upon East 149th street to the Southern boulevard; thence northeasterly in and upon the Southern boulevard to Leggett avenue, and there connecting with the road for which the Company has a franchise in Leggett avenue.

Change of motive power. June 4, 1895, the Railroad Commission gave the Company permission to use the overhead electrical system for the operation of its lines. Three days thereafter similar permission was granted by resolution of the board of electric control of the city of New York.

Intercorporate relations. (See also chart II, no. 24.) September 6, 1895, this Company entered into an agreement with The New York Central and Hudson River Rail Road Company by which it obtained the right to cross the Port Morris branch of the New-York and Harlaem Rail-Road at the Southern boulevard.

March 4, 1902, this Company entered into an agreement with the Metropolitan Express Company whereby it agreed to transport for the Express Company "on and over its lines, now owned or hereafter acquired or controlled, and on any extension thereof which may hereafter be made, the express business of the Express Company." The agreement was to continue in force for 20 years from March 4, 1901, but be terminable by either party on 90 days' written notice.

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In a letter addressed to the Public Service Commission dated April 27, 1911, the Union Railway Company stated that it supplied cars as and when the same are necessary for the operation of the Southern Boulevard Railroad Company's lines. No rent charge is made for the use of the cars."

October 2, 1911, this Company entered into two agreements with the New York City Inter-Borough Railway Company, the

City of New York being a party to the agreement also, whereby the Inter-Borough Company was granted permission to operate its road upon tracks of this Company on the route beginning at the intersection of Southern boulevard with East 149th street; thence northeasterly in or upon Southern boulevard to the intersection of Southern boulevard with Leggett avenue. Also that a passenger paying a single fare upon a car on the east or west lines of any of said companies shall receive, without further payment, a ride north or south on any line of the other companies, and a passenger paying a single fare upon a car on a north and south line of any of said companies shall receive a ride east or west on any line of the other companies, without further payment at points of intersection, and that a passenger may continue in the direction in which his fare was first paid on any other line without further payments.

Construction and operation. The Harlem Bridge, Morrisania and Fordham Railway Company, by litigation, tried to prevent this Company from constructing its road. This litigation dragged along for several years until the Union Railway Company of New York City, successor of the Harlem Bridge, Morrisania and Fordham Railway Company, got control of this Company, when the litigation was stopped. This Company's road was opened for operation on August 20, 1895, and since that time has been operated as an independent line in close conjunction with the Union Railway Company's lines.

613 The Southern Railroad Company of Long Island

(Queens)

Incorporation. September 25, 1874, as a reorganization of The South Side Railroad Company of Long Island (no. 622); corporate life, not stated; capital stock, $750,000; route (about 54 miles) as follows:

From the East river in the city of Brooklyn through the counties of Kings, Queens and Suffolk, to Patchogue, in the town of Brookhaven, together with a branch railroad from Far Rockaway to the Seaside house on Rockaway Beach, formerly known as the Rockaway Railway; also the railway constructed or to be constructed from Fresh pond to this Company's point of connection with the New York and Flushing Rail Road, this branch having been formerly known as the Hunter's Point and South Side Railroad; also all the branch railroad from Valley stream to Far Rockaway; also the railroad projected or constructed from Patchogue to Speonk in the town of Southampton.

Stock and bonds. In its report to the state engineer for 1875, it appears that $291,600 of the Company's capital stock had been paid in, and $2,756,050 bonds issued.

Intercorporate relations. (See also chart V, no. 20.) The Company acquired all the property and franchises formerly of The South Side Railroad Company of Long Island (no. 622) by deed dated October 16, 1874, from Herman C. Poppenhusen and wife, Alfred L. Poppenhusen and E. B. Hinsdale and wife. In a report made to the state engineer for 1876 it appears that this Company leased the roads of The Southern Hempstead Branch Railroad Company and of The New York and Flushing Railroad Company. From other sources it appears that the portion of the New York and Flushing Railroad extending from Winfield to Flushing had been sold on May 1, 1869, to The Flushing and North Side Railroad Company, which had later became a constituent part of The Flushing, North Shore & Central Railroad Company. It is apparent, therefore, that the portion of the original New York and Flushing Railroad held by this Company under lease was the part extending from Winfield westerly to Hunter's Point. The constructed portion of the Southern Hempstead Branch Railroad was outside the limits of what is now the first district. It appears from the Company's report last mentioned that its road with its leased lines had been leased to The Long Island Railroad Company in May, 1876. Together with the franchises and property formerly owned by The South Side Railroad Company of Long Island this Company acquired the Hunter's Point and South Side Railroad. This branch is described as 1.51 miles in length, extending from Fresh Pond to the New York and Flushing junction.

By deed dated June 3, 1879, the Company's property had been conveyed to James P. Wallace, as surviving trustee under a mortgage of the old South Side Railroad Company executed May 2, 1870 (the price paid for the property being $750,000). November 22, 1879, Wallace and wife conveyed the property to the Brooklyn and Montauk Railroad Company (no. 55), a corporation that had been organized two days earlier for the purpose of acquiring the road. By another deed dated July 22, 1879, William S. Cogswell, referee, conveyed the property of The Southern Railroad Company of Long Island to Egisto P. Fabbri under

foreclosure proceedings of a mortgage that had been executed by the Company October 31, 1874, to John D. Jones and William Nicoll, trustees, the price paid by Fabbri being $125,000. March 22, 1880, Fabbri and wife in turn transferred their title to the property to the Brooklyn and Montauk Railroad Company. The road continued to be operated by The Long Island Railroad Company under lease and was finally absorbed by that Company through merger of the Brooklyn and Montauk Railroad Com

pany.

614 Southern Westchester Railroad Company

(The Bronx)

Incorporation. July 20, 1871; General Railroad Law of 1850; corporate life, 1,000 years; capital stock, $2,000,000; route (about 28 miles) as follows:

From a point at or near the Harlem river, in the county of Westchester, to a point on the line of The New York, Housatonic and Northern Railroad, with a branch from some point on said main line to a point in Long Island sound, within said county.

Maps. August 9, 1871, the Company filed in the office of the register of Westchester County a map and profile of the main line of its route from the New York and New Haven Railroad in the village of Pelhamville, extending through the towns of East Chester, New Rochelle, Scarsdale and White Plains to the northern boundary of the town of White Plains.

Intercorporate relations. October 3, 1872, this Company was merged into The New York, Housatonic and Northern Railroad Company.

615 South Ferry and Prospect Park Railroad Company

(Brooklyn)

Incorporation. February 5, 1874; General Railroad Law of 1850; for purpose of constructing a railroad to be operated by horse power; corporate life, 99 years; capital stock, $150,000; route (about three miles) as follows:

Single or double track commencing at the South ferry, Brooklyn, at the foot of Atlantic avenue, along Atlantic avenue to Hicks street; along Hicks street to West Baltic street, along West Baltic street to Court street; along Court street to East Baltic street, along East Baltic street and Fifth avenue to Park place; along Park place to Flatbush avenue; along Flatbush avenue to Prospect Park.

Construction. No record of any construction. In the state engineer's report for 1882, this Company is described as extinct.

616 The South Ferry and Sea Side Direct Transit Company (Brooklyn)

Incorporation. August 13, 1881; General Railroad Law of 1850, and chapter 582, laws of 1880, for purpose of constructing and operating an underground railroad; corporate life, 100 years; capital stock, $1,000,000; route (about 20 miles) as follows:

Commencing at a point under Atlantic avenue, in the city of Brooklyn, at or near South ferry; thence underground in and under Atlantic avenue to a point between Columbia place and Henry street; thence in a northwesterly direction to a point on or at the southeast of said Columbia place, about 60 feet northeasterly of Atlantic avenue; from the afore-described point in said Atlantic avenue, between Columbia place and Henry street; thence in and under said Atlantic avenue to a point between Nevins street and Fourth avenue; thence in a northeasterly direction to a point on or at Flatbush avenue; between said Nevins street and Fourth avenue; thence in a southwesterly direction to a point between Atlantic avenue and Pacific street, between Third and Fourth avenues. Thence to the before-described point in said Atlantic avenue between Nevins street and Fourth avenue, from the afore-described point between Third and Fourth avenues and Atlantic avenue and Pacific street; thence to a point in State street between Nevins street and Fourth avenue; thence in a northewesterly direction in and under said State street to a point between Henry street and Columbia place; thence in a westerly or southwesterly direction to a point on southwesterly side of Columbia place about 60 feet southwesterly of State street. From the afore-described point between Third and Fourth avenues and Atlantic avenue and Pacific street; thence in a southwesterly direction between said Third and Fourth avenues to the boundary line between Brooklyn and the township of New Utrecht; thence in a southwesterly direction through and into the township of New Utrecht, between the avenues Third and Fourth to a point between 90th and 93d streets as known or mapped out in said township; thence in a southeasterly direction to the boundary line between the townships of New Utrecht and Gravesend; thence into and through the said township of Gravesend to a point between Bay 46th street and Gravesend avenue or Shell road and Avenue V and Canal avenue; thence in an easterly direction on or along the northerly side of Coney Island creek and Sheepshead bay, to and along and across Plumb island, and the island on the northerly side of New Inlet to the boundary line between the townships of Gravesend and Flatlands; thence through and into the said township of Flatlands to and along and across Barren island to Rockaway inlet; also from the afore-described point in the township of Gravesend, between Bay 46th street, Gravesend avenue or Shell road and Avenue V and Canal avenue, thence in a southerly and southeasterly direction to Coney Island beach at a point on or near the Ocean concourse east of Ocean parkway. All by the most available lines and as near as may be.