the Turnpike Company they were authorized to take from the Company a conveyance of all its rights and interests in the bridge and in that portion of the turnpike road extending from 200 feet south of the Newtown creek to Astoria, and upon the payment of the compensation agreed upon all rights of the Turnpike Company to this portion of its property would be vested in the grantees, who were required within six months from the date of the act to organize a corporation under the General Railroad Law of 1850. The Company, however, was to be exempted from sections 27, 31, 34 (as far as relates to the transportation of property), 37, 38, 39, 40 and 44 of that law, as well as from any amendments to these sections, and was also to be exempt from the provisions of the law in regard to the number of associates and the amount of capital stock to be subscribed, as required by sections 1 and 2 of the act of 1850. The Company was expressly required "when it shall construct and operate said railroad, to keep up and maintain said bridge (of the Turnpike Company), in good and suitable repair, so that the same shall at all times accommodate the navigation which passes up and down said creek." By chapter 552, laws of 1872, the president and directors of the Company were further authorized to lay their tracks Through Hamilton and Hancock streets, or the extensions of such streets in the Third Ward of Long Island City, and also through Webster avenue, from the East river to Jackson avenue; thence through 10th avenue to Grand street; thence through 15th avenue to Flushing avenue in Long Island City, on condition that the consents of the owners of two-thirds of the property fronting on these streets be first obtained. Construction. No record of any construction. In 1878 the state engineer reported that this Company was extinct. 298 Interborough Rapid Transit Company Incorporation. May 6, 1902, under Railroad Law of 1890, and under the Rapid Transit Act, chapter 4, laws of 1891, as amended by chapter 544, laws of 1902; corporate life perpetual; capital stock, $25,000,000; main line and west side branch (about 14 miles in length) from the intersection of Broad way and Park Row, Manhattan, to the Kingsbridge station of the New York and Putnam Railroad, The Bronx, as follows: Commencing at a point at or near the intersection of Broadway with Park Row in the said borough of Manhattan, city of New York; thence under Park Row and Centre street to a point at or near its intersection with New Elm street, as proposed; thence under New Elm street, as proposed, to Lafayette place; thence under Lafayette place to Eighth street; thence across and under Eighth street and thence under private property lying between Eighth and Ninth streets and east of the westerly side or line of Lafayette place, produced, to Fourth avenue; thence under Fourth avenue and Fark avenue to 42d street; thence turning from Park avenue into 42d street, and taking for the purposes of the curve if necessary or convenient private property at the southwest corner of Park avenue and 42d street; thence under 42d street to Broadway; thence under Broadway to 59th street; thence under the Boulevard to a point at or near 124th street; thence by viaduct along and over the Boulevard to a point at or near 134th street; thence under the Boulevard and 11th avenue to a point on the center line of 11th avenue, produced, 1105 feet north of the centre line of 190th street, running thence under and over 11th avenue and private property to Naegle avenue; thence along and over Naegle avenue to Amsterdam avenue; thence along and over Amsterdam avenue to a point at or near its intersection with Kingsbridge avenue or Broadway and South of Riverdale avenue, thence over Kingsbridge avenue to Riverdale avenue, and thence easterly over Riverdale avenue to a point within 500 feet of the present Kingsbridge station of the New York and Putnam Railroad Company; including a loop at the City Hall park which shall connect with the portion of the route aforesaid along Centre street at or near the south end of that street, and thence proceed westerly and southerly under City Hall park and Broadway, and thence easterly to again connect with the portion of the route aforesaid in Park Row. This route shall also include suitable tracks and connections from the City Hall loop to the Post Office, such tracks and connections being under the City Hall park and under the portion of Park Row between the south end of Centre street and Ann street. This route shall also include suitable tracks and connections from the portion of the route near the corner of Park avenue and 42d street to the yard and tracks of the Grand Central station. All of the tracks and connections last mentioned shall be under Park avenue and 42d street and private property to be acquired. East Branch (about seven miles in length) from the main line at 103d street, Manhattan, to the intersection of Boston road with Bronx Park, The Bronx, as follows: Beginning at a point of intersection with the first above-described line on the Boulevard or Broadway, in the borough of Manhattan, city of New York, between 103d and 104th streets; thence under private property to a point in 104th street; thence under 104th street to and across Central Park West; thence under Central park to the intersection of Lenox avenue and 110th street; thence under Lenox avenue to a point near 142d street; thence, curving to the east and passing under private property, 143d and 144th ་ streets to the Harlem river at or near the foot of 145th street; thence under the Harlem river and private property to East 149th street at or near its intersection with River avenue; thence under East 149th street to a point near its intersection with Third avenue; thence with a curve to the left and under Third avenue to a point near its intersection with Westchester avenue; thence with a curve to the right to and under Westchester avenue, and thence by viaduct over and along Westchester avenue to the Southern boulevard; thence over and along the Southern boulevard to the Boston road, and thence over and along the Boston road to Bronx park; also with a branch or spur extending from 142d street under Lenox avenue to 150th street. Special franchises. Contract No. 1. The Company obtained with the consent of the Board of Rapid Transit Commissioners, the assignment of the lease of the subway, which the City was constructing under Contract No. 1, of which an original is on file with the Commission, dated February 21, 1900, with John B. McDonald, which provided for the construction, equipment and operation of the same. The contract with its amendments of the Fort George change of route, dated June 21, 1900, the City Hall change of route, dated January 10, 1901, and the Broadway Terminal modification, dated May 2, 1901, covered the routes. which are identical with those above described as the charter routes. From Park Row, near Frankfort street, to 97th street, the road was to consist of four tracks, and the rest of the road of only two tracks. Subsequent to the incorporation of the Company there were additional modifications of Contract No. 1 as follows: July 21, 1902, Bergen avenue change of route modified the east side branch by striking out the words " thence with a curve to the left and under Third avenue to a point near its intersection with Westchester avenue, thence with a curve to the right to and under Westchester avenue" and by inserting instead the following: Thence crossing Third avenue and under East 149th street and Bergen avenue upon a curve to a point in the triangular block bounded by Bergen avenue, Gerard street and East 149th street; thence upon a viaduct across. Gerard street and on or over private property in the block bounded by Westchester avenue, Brook avenue, 149th street, Gerard street and Bergen avenue (crossing, if necessary, part of Brook avenue) to Westchester avenue. January 16, 1903, Lenox Avenue extension modified Contract No. 1 by adding the following: And also extending from a point under Lenox avenue near 142d street northerly under Lenox avenue to a point at or near its intersection with the street known as "Exterior street," including connections by necessary and suitable switches and tracks, or otherwise, with abutting properties used as terminal or storage grounds. The above extension called for tunnel construction with two tracks with the right at any time to add a third track in the discretion of the Board of Rapid Transit Railroad Commissioners. July 16, 1903, Fort Lee Ferry connection modified Contract No. 1, by adding as follows: And also a branch or spur extending from the line of the route aforesaid on Broadway (formerly the Boulevard), at a point about 100 feet northerly from the north line of 125th street, and thence extending northerly along and over Broadway (being in addition to the tracks hereinbefore originally provided along such portion of Broadway) to Manhattan street; thence westerly along and over Manhattan street and under the Manhattan viaduct and over and across the tracks of the New York Central and Hudson River Railroad, West 130th street and the exterior or bulkhead street to the ferry house at the foot of West 130th street, together with proper connections by necessary and suitable switches, tracks and otherwise, with the rapid transit railroad originally described in said routes and general plan, at and north of 125th street, and also including proper connections by stairways and otherwise with the said ferry house. The Fort Lee connection called for an elevated structure with at least two tracks, with the right at any time to add a third track in the discretion of the Board of Rapid Transit Railroad Commissioners. July 16, 1903, connection with Manhattan Elevated Railroad, modified Contract No. 1, by adding the following: And also a branch or spur extending from the line of the route aforesaid on Westchester avenue at a point at or near the intersection of St. Ann's avenue and Westchester avenue and extending westerly along Westchester avenue (being in addition to the tracks hereinbefore originally provided over and along such portion of Westchester avenue) to near Third avenue and from Westchester avenue turning southerly into Third avenue to a point convenient for connection with the railroad of the Manhattan RailwayCompany over Third avenue, together with proper connections by necessaryand suitable switches, tracks and otherwise, with the rapid transit railroad aforesaid at or near the intersection of St. Ann's avenue and Westchester avenue aforesaid, and also together with proper connections by necessary and suitable switches, tracks and otherwise with the said railroad of the Manhattan Railway Company upon Third avenue. 1 The above connection called for an elevated structure with two tracks, with the right at any time to add a third track in the discretion of the Board of Rapid Transit Railroad Commissioners. March 24, 1904, Contract No. 1, was modified by requiring the construction of an additional side track upon the portion of the route: under or over private property, 11th avenue, Naegle avenue, Amsterdam avenue, Broadway or Kingsbridge road, Riverdale avenue and 230th street, from a point at or near the north portal of the tunnel near the intersection of 11th avenue and Naegle avenue to a point at or near the intersection of 230th street and Bailey avenue. The above was a modification of the Fort George change of route, dated June 21, 1900. November 1, 1906, Van Cortlandt Park extension, modified Contract No. 1, so as to omit the construction of the portion of the west side line: From a point at or near the intersection of Broadway and East 230th street (formerly called Riverdale avenue), over the said Riverdale avenue or East 230th street to a point near the Kingsbridge station of the New York and Putnam Railroad Company and to substitute therefor the following: From the said point at or near the intersection of Broadway and East 230th street, northerly along and over Broadway to a point about 288 feet northerly from the intersection of the center line of Broadway with the center line of 242d street produced, the said last mentioned point being opposite to said Van Cortlandt park. June 27, 1907, an additional track near 96th street was required to be constructed: along the easterly side of Broadway from a point near the center line of 96th street to a point about 75 feet north of the northerly line of 102d street. Also two additional tracks extending along the westerly side of Broadway, from a point near the center line of 96th street northerly to a point near the center line of 101st street. And also spurs or connections to unite the said three additional tracks or any one or more of them with any of the other tracks constructed upon this route. Under the terms of Contract No. 1, and the assignment, Mr. McDonald and his successor, the Interborough Rapid Transit Company, were authorized and required to build the subway, equip and operate it for a period of 50 years with the right of renewal for a further period of 25 years. The City was to furnish the money for the original construction, including the tracks. The |
