mission chose the latter policy, and in compliance with the request of The Long Island Railroad Company, as this Company's lessee, plans were adopted providing for a form of construction that would increase the facilities of the railroad over its then existing right of way at certain points, the expense of the increase to be paid entirely by the Company. The first contract for work on the Bay Ridge Improvement was awarded on April 27, 1905, and the work was actually begun on May 19th of that year, at the intersection of this company's road with Gravesend avenue at Parkville.

The plans of the Brooklyn Grade Crossing Commission are shown on certain maps filed in the office of the city clerk. The map of a portion of this improvement originally approved March 21, 1905, and approved as amended July 21, 1905, shows the line of road extending

From a point on New York bay between 65th and 66th streets easterly and running parallel to and south of the New York and Sea Beach Railway, curving northeasterly at Fourth avenue so as to cross under Fifth avenue between the lines of 64th and 65th streets, under Sixth avenue between the lines of 63d and 64th streets, under Seventh avenue between the lines of 62d and 63d streets, and under Eighth avenue between the lines of 61st and 62d streets, there crossing to the north of the New York and Sea Beach Railway and continuing easterly between 61st and 62d streets to Bath junction at New Utrecht avenue; thence curving northeasterly crossing 61st street and 15th avenue at their intersection, 59th street and 16th avenue at their intersection, 17th avenue at a point between 55th and 56th streets, 18th avenue, 53d street and New Utrecht road at their intersection, 19th avenue at a point near the intersection of 49th street, and West street at its intersection with 48th street to Parkville, there crossing the Prospect Park and Coney Island Railroad in Gravesend avenue between Foster and Elmwood avenue, with double connection with the Prospect Park and Coney Island Railroad on the south and a single connection on the northeast, and continuing thence easterly as a depressed road crossing Ocean parkway, Coney Island avenue and other streets, and the Brighton Beach division of the Brooklyn Union Elevated Railroad to Manhattan Beach junction, with a double connection with the branch running southerly to Manhattan Beach; thence continuing easterly as a depressed road between Avenue H and Avenue I, crossing Amersfort place, Flatbush avenue and other streets and curving northerly across Avenue H at its intersection with East 40th street, and thence continuing as a depressed road to a point near Avenue G, there coming up to the surface and becoming an elevated road and continuing easterly across Paerdegat basin, Utica avenue, Cowenhoven road, crossing Avenue D and Ralph avenue at their intersection, and Avenue C and East 86th street at their intersection, and continuing easterly between Ditmas avenue and Avenue D, crossing Rockaway avenue and curving northerly across Sackman

street and Vienna avenue at their intersection, and Hegeman avenue and Junius street at their intersection, into Vesta avenue at New Lots road.

From New Lots road north the route of the Bay Ridge Improvement as shown by this map was located immediately alongside of and parallel to the Brooklyn and Rockaway Beach (Canarsie) Railroad in Vesta avenue to East New York avenue, reaching the existing grade at a point about 1800 feet north of New Lots road, and thence going into a depression and continuing as a depressed road to East New York avenue, where connections from the south were shown both east and west on the southerly side of the Atlantic avenue division of The Long Island Railroad. The route of the improvement continued northerly by tunnel from East New York avenue, crossing Atlantic avenue and running along Vesta avenue, crossing under Fulton street, private property and Broadway between Conway street and Rose place; thence curving westerly so as to cross Bushwick avenue at its intersection with DeSales place, and continuing northerly and curving easterly, emerging from the tunnel at a point near the intersection of Evergreen avenue and Granite street, then becoming an elevated road and crossing Central avenue above grade and continuing by a northeasterly curve to the borough line near its intersection with Knickerbocker avenue.

By an amended profile approved February 11, 1908, the portion of the improvement between New Lots road and Atlantic avenue was shown with provisions for a four-track line and extensive yards for almost the entire distance.

This map showed Blake avenue, Sutter avenue, Pitkin avenue, Glenmore avenue and Liberty avenue crossing the route of the improvement by bridges at a considerable elevation above the existing street grade. The Canarsie Railroad was shown on this map as running alongside of the improvement to Pitkin avenue, with two tracks curving easterly and through private property to a connection with the Brooklyn Union Elevated Railroad in Snediker avenue north of Pitkin avenue. The tracks of the Canarsie Railroad shown on the original map as continuing along the right of way in Vesta avenue to Atlantic avenue and there turning easterly to a point near Georgia avenue did not appear on the amended map.

By a map adopted by the Brooklyn Grade Crossing Commission March 26, 1907, the part of the Bay Ridge Improvement including the Company's route from Manhattan Beach Junction to Coney Island was shown. In order to prevent damage to property intervening between the Manhattan Beach line and the Brighton Beach line that would have resulted from the elevation of these two lines such a short distance apart, the Commission determined to relocate the Manhattan Beach line and reconstruct it immediately adjoining on the east and parallel to the Brighton Beach line, from a point near Avenue J to the point of divergence between Voorhees and Neptune avenues just east of East 13th

street. The map shows a connection with the new line of the Manhattan Beach division at Neck road by a spur running southeasterly to the Coney Island Jockey Club property.

By an amended map and profile adopted by the Brooklyn Grade Crossing Commission November 8, 1907, the portion of the Bay Ridge Improvement from Glenmore avenue to the Brooklyn borough line was shown.

This map shows a relocation of the right of way from a point just south of East New York avenue, where the tunnel commenced, to a point near the intersection of Bushwick avenue and Aberdeen street. As shown on this map the tunnel provides for a four-track road, continuing northerly in practically a straight line in extension of that portion of Vesta avenue south of East New York avenue, instead of following the old route by curve to the east. The new route rejoined the old route just north of Aberdeen street, and continued substantially along its line to the borough line, just north of Knickerbocker avenue.

By resolution adopted by the Board of Estimate and Apportionment June 7, 1907, and approved by the mayor June 11, 1907, the City authorized the Company and its lessee to relocate and change the grade of the tracks of the Manhattan Beach division, from Avenue M to a point south of Emmons (or Neptune) avenue, in the borough of Brooklyn. The relocation authorized was a part of the Bay Ridge Improvement described.

By resolutions of the Board of Estimate and Apportionment adopted January 8, 1909, and approved by the mayor January 11, 1909, the resolution of June 7, 1907, was rescinded and a new consent given upon the application of the Brooklyn Grade Crossing Commission and The Long Island Railroad Company for itself and as lessee of this Company. The City's new consent was for a relocation and change of grade in the tracks of the Manhattan Beach division as described in a form of proposed agreement between the two companies and the City. This agreement was executed January 29, 1909. The contract after reciting all the steps in the history of this alteration provides that railroad bridges be erected on Avenues J, K, L, Locust ave nue, Chestnut avenue, Elm avenue, Avenues N, O and P, Kings Highway (100 foot span), Avenues R, S, T, U and V, Neck road (not less than 50-foot span), Avenue Y, Shore road and Neptune avenue, and that a foot bridge of ample width be provided over the

railroad tracks at East 18th street between Avenues H and I, and that the expense of providing these bridges be charged to the original improvement or "joint account;" that all bridges should have a clearance of 14 feet, with the exception of Avenues J and K, and that when it was necessary to lower the grade of the street to secure such headroom the depression should not exceed four feet; that all bridge abutments be built within the house lines of the streets or avenues, except where abutments of the Brighton Beach Railroad were already built on streets not opened, as on Avenues S, T and V, and in these cases the abutments were to continue on the same line. No column was to be placed in streets where the span was less than 75 feet, except on the unopened Avenues S, T and V, where the Brighton Beach abutments and column foundations had already been built. The slope of the embankment along the westerly side of East 16th street was not to extend more than seven feet beyond the westerly line of the street. It was stipulated that simultaneously with the execution and delivery of this agreement this Company and its lessee should convey to the City, free of all encumbrances and without cost, all their right, title and interest in and to the land occupied by the old right of way about to be abandoned between Avenue M and Neck road and between the northerly lines of Avenue Z and the southerly line of Voorhees avenue and the westerly line of East 15th street, except where this right of way was to be used as an approach to the new station at Sheepshead bay, wherever such land lay within the limits of any street or avenue then opened or laid down upon the land map of Kings County. The companies were also to convey to the City the land lying in East 17th street south of Avenue I, to provide a connection between the roadways of East 17th street and Avenue I of at least 30 feet. It was also stipulated that this Company and its lessee should give their consent upon demand to the opening of any streets at any time in the future across this Company's right of way between First avenue at or near 65th street, in South Brooklyn, and the Queens borough boundary line, or across the Manhattan Beach branch between Avenue M and a point south of Neptune avenue, and would convey to the City the easement to construct and maintain such streets across the present or pro

posed right of way without cost to the city, subject to the right of the companies to operate over the right of way.. The two companies agreed to convey to the city as an addition to its existing athletic field, situated between Avenues K and L and the center line of East 16th street, a portion of the westerly half of East 16th street. It was stipulated also that the companies should convey or cause to be conveyed to the City title to the bed of East 16th street as laid down on the city map from the northerly side of Neck road to the southerly side of Avenue S, from the northerly side of Avenue R to the southerly side of Kings highway, from the northerly side of Locust avenue to the southerly side of Avenue L, and from the northerly side of Avenue K to the southerly side of Avenue J, wherever the bed of this street was owned or controlled by the companies. It was agreed that immediately after the execution of this agreement the companies should plant and maintain at or above the grade of the adjoining streets a sufficient barrier of trees and shrubbery on the easterly side of the proposed freight yard or terminal between Avenue J and Avenue I, and between Avenue I and East 18th street, within the period of three years, to serve the purposes intended, to the satisfaction of the borough president of Brooklyn.

Stock. In the Company's report to the Railroad Commission, 1885, it was stated that the entire authorized capital stock, consisting of $350,000 common and $650,000 preferred stock, had been issued. The Company's report to the Public Service Commission, 1909, stated that The Long Island Railroad Company held $345,500 of this Company's common and $316,600 of its preferred stock.

Intercorporate relations.

(See also chart V, no. 6.) October 1, 1885, this Company leased its road and all its rights and franchises to The Long Island Railroad Company for a period of 99 years from May 1, 1882, with the option on the part of the lessee to renew the lease from time to time.

July 31, 1894, this Company gave the Kings County Electric Railway Company the right to cross its tracks at New Lots road, in the city of Brooklyn, and at Rockaway avenue, in the town of Flatlands, at grade.