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I Quarterly Bulletin Annual Report for 1935

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I Quarterly Bulletin Annual Report for 1935 I Quarterly Bulletin of The New-York Historical Society VOLUME XIX (April, 1935-October, 1935) and Annual Report for 1935 The New-York Historical Society 1936 THE NEW-YORK HISTORICAL SOCIETY QUARTERLY BULLETIN VOL. XIX APRIL, -1935 No. 1 THE ELEVATED STRUCTURES ON 110TH STREET, LOOKING SOUTHWEST FROM EIGHTH AVENUE, 1879. In the distance, at the left, is shown Lion Park, at 108th Street and Ninth Avenue. (From the collection of William Fullerton Reeves.) NEW YORK: 170 CENTRAL PARK WEST PUBLISHED BY THE SOCIETY AND ISSUED TO MEMBERS THE NEW-YORK HISTORICAL SOCIETY, 170 CENTRAL PARK WEST (Erected by the Society 1908) Wings to be erected on the 76th and 77th Street corners OFFICERS OF THE SOCIETY For Three Years, ending January 4, 1938 PRESIDENT FOREIGN CORRESPONDING SECRETARY JOHN ABEEL WEEKES ARCHER MILTON HUNTINGTON FIRST VICE-PRESIDENT DOMESTIC CORRESPONDING SECRETARY ARTHUR H. MASTEN ERSKINE HEWITT SECOND VICE-PRESIDENT RECORDING SECRETARY R. HORACE GALLATIN B. W. B. BROWN THIRD VICE-PRESIDENT TREASURER ROBERT E. DOWLING GEORGE A. ZABRISKIE FOURTH VICE-PRESIDENT LIBRARIAN WILLIAM D. MURPHY ALEXANDER J. WALL The New York Historical Society is not responsible for statements in signed articles. RAPID TRANSIT ELEVATED LINES IN NEW YORK CITY BY WILLIAM FULLERTON REEVES In the Quarterly Bulletin for January, 1935, we traced the history of the structure on Greenwich Street and Ninth Avenue, begun in 1867 by the West Side and Yonkers Patent Railway Company, and extended by its successor, the New York Elevated Railroad Company, to 61st Street and Ninth Avenue in 1876. We also told about the incorporation, in 1872, of the Gilbert Elevated Railway Company, which began in April, 1876, to build the city's second elevated line, along Sixth Avenue. In this con­ cluding installment we shall continue the history of the Sixth Ave­ nue line, and narrate how the two west side companies constructed elevated lines on the east side, along Second and Third Avenues, under the beneficent unifying influence of the Board of Rapid Transit Commissioners. The strongest opposition to the Gilbert Company's construc­ tion work on Sixth Avenue came from the Sixth Avenue Surface Railroad Company. This company had obtained its franchise in 1851, and had begun operating surface cars on Sixth Avenue in 1854-57. They tried to prevent the building of elevated struc­ tures over their tracks and right-of-way on Sixth Avenue by legal proceedings. They constructed a double-decked horse-car and put it in service on November 1, 1877, to convey the idea that the elevated structure did not provide headroom enough for such cars, and so pre-empted their right to use them. However, as we have learned, .the injunction was set aside, construction work on the elevated structure made rapid progress, and by the spring of 1878, the line was complete as planned, from Morris Street to Sixth Avenue and 59th Street. The final experimental train of four cars and one engine was operated over the line on May 29th, and the structures were opened for public traffic on June 4th and 5th. For advertising purposes, the public had the privilege of riding on the Sixth Avenue elevated on the fourth without paying a fare, and the fifth of June, 1878, was the first "pay day" for the public. 3 4 THENEW-YORKHISTORICALSOCIETY On the very next day, June 6, 1878, by an order from the Supreme Court, the name of the Gilbert Elevated Railway Com­ pany was changed to Metropolitan Elevated Railway Company. This change instilled new life into the six-year-old company, which had been beset with internal troubles, financial difficulties and con­ struction problems. The Metropolitan Elevated Railway Com­ pany was heir to the obligations of the Gilbert company, and as the time for construction was limited under the old charter, the newly- named company lost no time in continuing to build the elevated structures. On June 8, 1878, they started to facilitate and super­ vise the construction of the next section, on 53rd Street, between Sixth and Ninth Avenues, and thence north on Ninth Avenue, to 59th Streets, which was already under sub-contracts. This line, according to the original routing, was to continue north on Ninth Avenue to 110th Street, thence to Eighth Avenue and the Harlem River. Part of this route, however, on Ninth Avenue from 53rd to 83rd Street, was claimed as part of the franchise route of the New York Elevated Railroad Company. The latter company con­ trolled this section under agreements dated December 21, 1877, with the New York Loan and Improvement Company and with the Gilbert Elevated Railway Company.' So in order to proceed with construction of this section, joint agreements had to be exe­ cuted by all the companies concerned. The actual building of the structures north to the Harlem River was supervised by still an­ other company, the Manhattan Railway Company, by virtue of a number of agreements executed by the Manhattan Railway Com­ pany, the New York Elevated Railroad Company (the Ninth Avenue line) and the Metropolitan Elevated Railway Company (the Sixth Avenue line). The Manhattan Railway Company originated in 1875, at the suggestion of the Board of Transit Commissioners, appointed by Mayor William H. Wickham in that year. The members were Messrs. Joseph Seligman, Lewis B. Brown, C. H. Delamater, Jor­ dan L. Mott, and C. J. Canda. Their report on rapid transit, submitted to the Mayor on October 6, 1875, contained this state­ ment: QUARTERLYBULLETIN O "Although the New York Elevated Railroad Company and the Gilbert Elevated Railway Company give us reasonable assurance that they will construct and operate railways, within the times and upon the routes prescribed to them by us, we still adhere to the opinion, suggested in our previous report, and for reasons there stated, that a new corporation should be organized, as the law allows us to do, to render assurance doubly sure that our labors will result in rapid transit actu­ ally accomplished. That corporation we have decided to name the 'Manhattan. Railway Company.' It is to be organized with a capital stock of $2,000,000." This report and the Articles of Association of the Manhattan Railway Company were filed in the office of the Secretary of State, December, 1875. Section 10 of the Articles provided that: "In case the several portions of such railway or railways shall not be com­ pleted, each within the time and upon the conditions hereinbefore for it pro­ vided, the rights and franchises acquired by said corporations for and as to any portion of such railway or railways not so completed shall be released and for­ feited to the Supervisors of the County of New York." The Manhattan Railway Company took complete control of the rapid transit railroad companies in the Borough of Manhattan by making a tripartite agreement, dated May 20, 1879, (and sev­ eral minor agreements later) with the New York Elevated Rail­ road Company and with the Metropolitan Elevated Railway Com­ pany. These two companies agreed to execute leases of their respective railways and other property, rights, and franchises of every description, including patent rights, to the Manhattan Rail­ way Company. These agreements also provided that after Sep­ tember 22, 1879, the Manhattan Railway Company would assume all construction contracts of the two companies. It was mutually agreed, subsequently, that September 1, 1879, should be deemed the date when the Manhattan Railway Company actually took possession, and assumed all obligations, contractual or otherwise, of the two elevated companies. These agreements made possible a more perfect system of rapid transit, and also avoided the dangers of grade crossings. In the meantime, the New York Loan and Improvement Com­ pany, under the old contracts made with the Gilbert Company, was proceeding with construction for the Metropolitan Elevated Railway Company. Trains were running west from Sixth Avenue THE NEW-YORK HISTORICAL SOCIETY SIXTH AVENUE ELEVATED IN COURSE OF ERECTION, 1878, ON COLUMBUS (NINTH) AVENUE, ABOUT 93D STREET, LOOKING EAST TOWARDS CENTRAL PARK. (From photograph in the collection of William Fullerton Reeves.) to 53rd Street and Eighth Avenue, by February 25, 1879; to 81 st Street and Ninth Avenue by June 9, 1879; and to 104th Street and Ninth Avenue, June 21, 1879. Then the Manhattan Railway Company took hold, and finished the structures to the Harlem River and opened them for public use as follows: the section from 104th Street and Ninth Avenue to the 125th Street and Eighth Avenue station, September 17, 1879; to the 135th Street station, September 27, 1879; and to 155th Street and Eighth Avenue (or about 200 feet north of that point), November 7, 1879. The station at 155th Street and Eighth Avenue was opened Decem­ ber 1, 1879. Other intermediate stations were opened on subse­ quent dates. These structures were widened and extended under an agree­ ment dated April 12, 1881, between the Manhattan Railway Com- QUARTERLY BULLETIN THE ELEVATED STRUCTURES ON COLUMBUS (NINTH) AVENUE LOOKING NORTH­ WEST FROM 96TH STREET, 1879. Remains of the old Croton Aqueduct, built 1842, are visible at the extreme right and left. (From the collection of William Fullerton Reeves.) pany, the Metropolitan Elevated Railway Company and the New York City and Northern Railroad Company. This last was a steam railroad operating from Kingsbridge in the Bronx, which desired to establish a convenient transfer point, with sufficient station accommodations, so that passengers might transfer (for an extra fare) to the elevated railroad service on Manhattan Island. The trains coming into this station from the Bronx had to cross the New York and Putnam Company's bridge over the Harlem River, which was built in 1881 by our first elevated rail­ road friends, the West Side and Yonkers Railway Company, fol­ lowing plans made by Alfred P.
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