USA > New York > Bronx County > History of Bronx borough, city of New York : compiled for the North side news > Part 57
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The vast majority of people who settle in the Bronx are employed in Manhattan, and travel daily to and fro.
This fact is shown very clearly and emphatically by the following statement of the number of passengers carried on :::: suburban branch of the Manhattan Elevated Railroad Company. north of the Harlem River, for the fiscal years ending June 30th, from 1895 to 105, inclusive, viz. :
398
HISTORY OF BRONX BOROUGH
Number of passengers carried 1890.
4,141,216
..
..
1891.
4,488,319
6,551,628
66
¥
1893.
5,867,848
16
:
=
1895.
16,609,298
=
..
=
1897.
1898.
24,572,976
1899. 29,309,714
.4
=
66
1900. 34,844,572
1901. 38,465,598
1902. 44,488,628
1903. 53,105,150
=
..
1904.
59,914,678
1905 .. 61,029,558
It can thus be clearly seen that the rapid and phenomenal increase in population in the Bronx is composed of people who daily travel to and from Manhattan. There are few people who live in the Bronx and travel to and from their business to Yonkers, Mt. Vernon and other small outlying towns. Land is cheaper and rents are lower in these small communities than in the Bronx, and it is, therefore, self-evident that people doing business in these adjacent cities naturally live within their pre- cincts.
A large part of the Bronx is not accessible to the Rapid Transit System either directly or through any connection with the Union Railway, viz., the westerly and central portions and the extreme easterly part of the Borough.
The Boroughs of Manhattan and Bronx are connected by six, and when the new University Heights Bridge is completed, by seven bridges used for public traffic, viz., Willis Avenue Bridge, Third Avenue Bridge, Madison Avenue Bridge, Lenox Avenue Bridge, Macomb's Dam Bridge, Washington Bridge, University Heights Bridge, (now under course of construction).
There are street railway tracks on but three of these struc- tures.
There is but one through cross-town line in the Bronx to- day, and that is only at the extreme southerly portion and the narrowest part of the Bronx, a territory with an area of forty- two square miles.
The New York City Interborough Railway Company has Transit System, vis., the westerly and central portions and the extreme easterly part of the Borough.
By its present lines, which are rapidly being constructed, and with its new routes for which application has been made, this street railway system will :
(I) Furnish routes to a large number of Subway and Elevated Stations on the west side of both Manhattan and the Bronx, viz. :
Subway Station, 145th Street and Lenox Avenue, Man- hattan.
Subway Station, Mott Avenue and 149th Street, Bronx.
Manhattan "L" Station, 155th Street and Eighth Avenue Viaduct, Manhattan.
Subway Station, 157th Street and Broadway, Manhattan.
Subway Station, ISIst Street and Eleventh Avenue, Man- hattan.
Subway Station, 207tli Street and Amsterdam Avenue, Man- hattan.
Sultway .and New York Central Railroad joint station, 225tl Street and Broadway. Manhattan.
Subway Station, 238th Street and Broadway, Bronx.
In the centre and east side of the Bronx, the Interborough Street Railway lines will reach the following stations:
Manhattan "L" Station, 198th Street and Webster Avenue, one block distant.
Manhattan "L" Station, Fordham Square, Pelham and Third Avenues.
Manhattan "L" Station, Wendover and Third Avenues. Subway Station, 180th Street and Boston Road.
Subway Station, 177th Street, West Farms Square and Boston Road.
Subway Station, Freeman Strect and Southern Boulevard, one block distant.
Manhattan "L" Station, 168th Street and Third Avenue., one block distant.
Manhattan "L" Station, 161st Street and Third Avenue, one block distant.
Subway Station, Longwood and Prospect Avenues.
Manhattan "L" Station, 156th Street and Third Avenue. Manhattan "L" and Subway joint Station, 149th Street and Third Avenue.
The Interborough Street Railway will offer a transfer at a reduced rate to the Rapid Transit System, both subway and Elevated divisions, at the above mentioned stations.
With the payment of an additional thrce cents, passengers will be enabled to travel on all parts of the Manhattan Elevated and the Subway systems.
The Interborough Street Railway will afford street railway facilities to a large amount of territory now wholly devoid of such accommodations.
Its lines will reach and thoroughly serve portions of the Bronx not reached at present by street railway lines and will thus open a large amount of new territory to the rapid transit stations.
On the westerly side of the Borough by its cross-town lines connecting with the Rapid Transit System over the various bridges of the Harlem River, people in that vicinity will be able to reach the lower part of Manhattan considerably quicker than at the present time.
In the central portion of the Bronx where the Grand Boule- vard and Concourse is at present being constructed, and where a large number of transverse streets will soon be built, a territory that has hitherto becn farm land will shortly be opened up to development. The Interborough Street Railway lines will cross this section in four places, and thus supply very necessary street railway facilities.
In the easterly section of the Bronx to the east of the Bronx River, the East 177th Street line of the Interborough Street Railway will furnish a direct connection along the princi- pal street of that territory to the Rapid Transit station at 177th Street and West Farms Square. The people of Westchester, Unionport and Thirogg's Neck will thus be afforded a direct line of communication along West Farmis Road to Westchester Village. East 177th Street will be the principal thoroughfare of that locality.
In the Hunt's Point section, a territory immediately adjacent to the section where a large number of flats have been construct- ed, and which promises to be one of the most thickly settled portions of the Bronx, the Interborough Street Railway lines will furnish the only transportation facilities. By the Hunt's Point and Randall Avenue lines of the Interborough System, this territory will be brought within a few minutes' ride of the Rapid Transit stations at Prospect Avenue and 149th Street and Third Avenuc.
The Interborough Street Railway System with its present routes, and those for which application has been made, will have five cross-town lines running on the westerly side of the Borough from the various rapid transit and elevated stations, and these
1892.
1894.
4,650,615
1896.
19,780,004
21,780,398
=
66
399
HISTORY OF BRONX BOROUGH
five in turn will connect with three cross-town lines on the easterly side of the Bronx, making three through routes across the Bronx.
The Interborough Street Railway will furnish connections betwcen Manhattan and the Bronx across four bridges and the Muscoota Street viaduct.
By its street railway lines on the 149th Street, Macomb's Dam, Washington and 207th Street Bridges and Museoota Street Viaduet, the Interborough Street Railway will furnish connec- tions across all bridges between the west side of the Bronx and the Borough of Manhattan. .
These street railway lines will bring the western and central portions of the Bronx, a territory hitherto without transportation facilities, in direct touch with and furnish transfers at a reduced rate to the Rapid Transit System.
The New York City Interborough Railway Company in short offers facilities and advantages to the people of the Bronx made necessary by the extraordinary development of this Bor- ough during the past decade.
WILLIAM J. FRANSIOLI .- Among the men of public affairs who have rapidly forged to the front the subject of this sketch may be numbered. Born in Brooklyn, N. Y., on September 30, 1866, educated in the public school and in St. Peter's Acad- emy, and graduated in 1882, he entered the service of the Manhatian Elevated system and ere long was advanced to the position of general manager. Through his persisteney the people of the Borough of the Bronx owe the fact that the system has been extended to its present terminus. He early foresaw the advantage that would be derived by the company by pushing its
WM. J. FRANSIOLI
lines up into the then practically undeveloped territory, which soon lost its ruralness by improvement in transportation con- ditions. Mr. Fransioli resigned his position with the elevated railroads to become associated with Mr. Croker and others in the New York Auto-Truck Company, and later became identified with the Interborough . City Railway Company which is now laying out cross-town lines to bring all parts of the borough in communication with the main lines of transportation running north and south through Manhattan and the Bronx. Mr. Fran- sioli was a resident of the Bronx for a period of five . years,
but is now domiciled in Manhattan. In polities he is a Democrat, but has never held political office. He has found time among his multifarions business cares to attach himself to the Demo- eratic Club, the Fordham Club, the Transportation and Railroad Club, and the Jefferson Club. In April, 1889, he was married to Miss Mary Anastasia Fannon, of Brooklyn, N. Y., the issue being two daughters, Albina and Josephine.
CHARLES H. BEATCHER, general superintendent of the two ferries of the New York and College Point Ferry Co .. fort of 134th Street, Port Morris, was born February 20, 1858, in Rondout, N. Y., and there received a public school education. His early experiences were severe. As a youth working for $3 a month and board, he sent $6 home. He struggled on, how- ever, and at length achieved a comfortable livelihood and eventu- ally that large measure of success which his strenuous efforts deserved. He came to New York City at 16, and was at first
CHARLES H. BEATCHER
employed for eight years by the old Madison Avenue road. From that he went, as assistant manager, to the Steinway Rail- road and in 18go to the ferry company with which he is at pres- ent. His position here was ticket agent at first, but in 1896 he was placed in charge. His work in this capacity fully justifies his appointment. He has built up the business and greatly im- proved the company's facilities. Ile has laid out new routes. built new docks and slips and repair shops; in fact, inaugurated a new system. Under him the North Beach route was started. The company now has a fleet of five boats, all of which are double deckers, rated among the largest in the harbor, and two are entirely new. He has under him altogether a force of abou: eighty hands. Mr. Beatcher married in 1879, but has no children. Politically he is an Independent Democrat. He is a member of St. James Lutheran Church, but not of any clubs or organiza- tions, preferring rather to spend his leisure at home.
THE NEW YORK & COLLEGE POINT FERRY COM. PAVY was established in 1887. The equipment consisted of One single deck boat and two very primitive ferry slips, one at each terminal, New York, foot of East Ninety-ninth Street and College Point, foot of Third Avenue. In 1800 the control passed into the hands of the present company, which immediately
400
HISTORY OF BRONX BOROUGH
improved the boat service, by buying additional double decked boats, as well as increasing the terminal facilities. The boats were permitted to make landings at the then already very popu- lar sumimer resort, "North Beach." In order to give the Long Island residents still better facilities all the year around, a market for farm products was established at 102d and 103d Streets, First Avenue and the East River (The Harlem Market). The farmers immediately availed themselves of this new opportunity by using the ferry almost exclusively, in order to avoid a long drive to the old downtown markets. Recog- nizing th egreat and important role the Bronx was sure to play on the East Side of New York City, a new ferry was estab- lished at 134th Street in 1902, which immediately became very popular. The beautiful, tastily and practically arranged ferry
College Point Ferry Boat
house became the talk of the whole Borough of the Bronx, and now especially on a fine summer day, it is a great sight to see the throngs go over the ferry to North Beach. Until now they could only see the beautiful shores of Long Island from the distance, or wonder at the marvellous display of electric lights in the evening. Now all at once they can reach North Beach within fifteen minutes on large, safe and well kept boats, re- turning late at night highly satisfied with their day's outing. The company now owns five large double decked ferryboats plying between Ninety-ninth Street, 134th Street, North Beach and College Point, thereby enabling all who wish to visit North Beach, or use the ferry for business purposes, a quick and satisfactory trip across the beautiful waters between the New York shore and the Long Island wooded hills.
THE UNION RAILWAY .- One of the greatest factors in the development of the Broux was the conversion of the an- tiqnated horse railroad that made doubtful trips from Harlem Bridge to Fordham into an electric line. Ex-Mayor Edward 1. Maher, of Albany, was quick to perceive the lucrative field that presented itself in the Bronx, and soon organized the foun. dation of the system which at once minimized the difficulty of reaching the various sections of the borough. The Union Rail way, of which he is the president, has had much to contend with before the various . lines acquired the present acceptable service. The vast amount of sub-construction that succeeded the installa- tion of its various branches consequent upon the conversion of waste places into thriving and bristling communities resultant from improved methods of transportation, made various inroads rpon the profits of the enterprise, in many instances sufficient to dishearten less sanguine men than President Mahier. As the
population of the territory augmented, the tentacles of this eor- poration reached out and extended its service to meet the new conditions that were constantly arising. The single track service had gradually given way to double tracks to meet the increased requirements of the public, new extensions were added until nearly every portion of the territory, where the park system did not interfere, was soon brought into communication with the nore populous portions. Lines to the north of the Bronx River were soon instituted. in many instances under adverse circun !- stances, companies having an existence only on paper having to be acquired in order to form a part of what is now the Union Railway of to-day. Soon lines in Westchester County were acquired, by lease or purchase, and the network of tracks spread
-
ـعلى سمو
Office of Union Railway Company at 128th Street near Third Avenue
in all directions into the adjacent country. The wisdom of this movement on the part of President Maher has been shown by the large traffic which the company handles each day. The -? extensions have made serious inroads upon the volume of pa -- senger traffic on the Harlem Railroad, and has necessitated the installation of electrification to counteract the inroads npon its revenue. The charge of ten cents from 128th Street to White Plains, the county seat of Westchester County, as compared with a fare of forty cents on the steam road, has had a two-to !! result, viz .: The conversion of many of the old farms int . villages and the enhancement of real estate values to a figure that was not dreamed possible of attainment before the institu. tion of this system of transportation. The writer well remem
401
HISTORY OF BRONX BOROUGH
bers the opposition that was manifested by some of the "moss- backs" who opposed the construction of the line north of Mount Vernon, who feared that trade would be diverted from local merchants. Yet statistics proved that the number of business places has greatly increased, and store-keepers who feared ruin staring them in the faces, are doing more business to-day than previous to the advent of the trolley. The blessing conferred on the communities through which the various lines pass has been exemplified in the case of the municipality to the north, which had become stagnated under the monopoly of the New York and New Haven Railroad. The five-cent fare from Mount Vernon to Harlem Bridge was eagerly availed of by the resi- dents of that city, who had been paying forty cents for a trip on the New Haven trains at uncertain intervals. The trolleys have been a wonderful aid in the development of the borough in giving the people of Manhattan a better knowledge of the unrivalled beauties of its park system. Yet even this convenience of communication is seriously handicapped by a mawkish sen- timent that excludes trolley lines from Pelham Avenue, between
Third Avenue and Pelham Bay Park, while automobiles are permitted to monopolize, if we may be permitted to use the phrase, this highway of the people. This hardship is also felt on the Eastern Boulevard, whereby the masses are barred from the full enjoyment of this unmatchable seaside park. But the sentiment among the masses for the full enjoyment of the park system will yet result in this prohibition being set aside. and those who cannot afford their horse and carriage, or an anto, placed upon the same equality in the matter of reaching these public breathing places as their more fortunate fellow men. The Bronx is too cosmopolitan to permit the continuance of this class distinction for any length of time, and the breaking down of the present barrier may be anticipated at no distant day. The absorption by the Union Railway of connecting trolley lines has had a most beneficial and stimulating effect upon the com. munities through which they pass, as can be seen from the numerous homes- that have been erected by thrifty mechanics and artisans away from the turmoil and noise of trade, and the great city's activities.
Thirty-Seventh Precinct Police Station, Bathgate Avenue near 177th Street
Webb Academy, Sedgwick Avenue, Morris Heights
402
HISTORY OF BRONX BOROUGH
CHARLES DAVID STEURER .- The subject of this sketch was born in what is now 162d Street in Bronx Borough. the City of New York, October 18, 1859. In his youth he early manifested those characteristics which led to success in after years-enthusiastic, persistent uprightness of life, moral courage in the face of seemingly insurmountable obstacles and a wonder- ful mastery of detail. His education at the Public School "Old 60," of which J. D. Hlyatt was principal, was abruptly cut short by the untimely death of his respected sire, and just as he was about to graduate from school he was forced to go to work. His first employment was in a printing office, that aptly denom- inated school of all schools, and by assiduity and close attention to his work, and filled with the determination to become his own boss, at an early age he applied himself so diligently to his duties that he soon speedily won the confidence and respect of his employer, whose meagre facilities spurred him on to make his mark. Fate or destiny led him to "Newspaper Row," where,
CHARLES DAVID STEURER
after many rebuffs that would have discouraged one of a less sanguine temperament he secured employment with the old firm of Wynkoop & Hallenbeck, in Fulton Street, at which he finished his apprenticeship. His faithfulness and earnest purpose to make his mark attracted the attention of his employers, and when "Wild Oats." a comic paper, purchased its own plant, he was induced to accept a position there, when at the age of vighteen, by his fidelity, he was promoted to the responsible position of proofreader, holding the same until the publication went out of existence. He soon thereafter was numbered among the employees of John Polhems, another of New York's well known printers, and soon had the confidence of his employer. who, in response to the inquiry of the publishers of Thompson's "Bank Note Reporter" for a capable young man to take charge of . their plant, picked ont the subject of this sketch for the
position. That this selection was not a mistaken one was soon apparent in the typographical appearance of the publication, the evolving of a system that was before lacking, owing to the absence of executive ability. In 1884 the establishment wa. destroyed by fire, and it then devolved upon the young man to superintend the rebuilding of the plant. But the stram was too much for the owner, and in 1885 Mr. Steurer, in conjunction with another, purchased the business. His long dream of becoming a boss printer and publisher was fulfilled, and thus the foundation of the establishment of Stumpf & Steurer, bu: now known as the Steurer Publishing Company, was laid. From business policy it was decided to change the names of the old publications, and the directory of financial institutions appeared under the name of the "American Bank Reporter," and the weekly financial journal made its appearance under the title of the "American Banker." Mr. Steurer undertook the business management of the new firm, and his complete and easy mastery of detail stood him well, as is evidenced by the prosperity which attended the venture. In 1887 "Underwood's Bank Reporter" was consolidated with the "American Bank Reporter," and "Underwood's Counterfeit Reporter" also added to their publi- cations, the latter retaining its name and still being published as a separate journal. Later the "Financial Examiner" and "Bamberger's Legal Directory" were merged with the Ameri- can Bank Reporter." In 1892 the progressiveness of the firm resulted in the publication of the "American Lawyer." which occupies a field that hitherto had been neglected. Residing in the Bronx, Mr. Steurer perceived an excellent field for the development of the business of the concern, and in April, 1897. the "North Side News" made its appearance, with the motto "The Bronx, First, Last and Always." The success which attended it from the beginning demonstrated that he had not miscalculated the possibilities of the borough, and shortly after it was decided to remove the entire plant, which was done as soon as the building at 149th Street and Bergen Avenue was completed. Here again success attended the venture, and a daily issue of the paper soon became a necessity. In 1905 Mr. Steurer became proprietor and founded the Steurer Publishing Company, and it can be truthfully said that no one individual in the Bronx has done more to advance its interests and bring the borough to the front than he: Despite the cares of the vast concern over which he presides he finds time to mingle in the social and business life of the borough, and is a member of the North Side Board of Trade. the Jefferson Club. the Improve- ment League of the Forty-fourth Aldermanic District. Bronx- wood Park Improvement Association, Director of the Eureka Co-Operative Savings and Loan Association, Director of the Philanthropin Hospital at Williamsbridge, Director of the Young Men's Christian Association at Williamsbridge, Director of T. C. Welch Company, member of Gavel Lodge No. 701. F. and A. M., a Knight of St. John and Malta. Superintendent of Olin M. E. Sunday School at Williamsbridge. for ten years was President of the Board of Trustees of Elton Avenue M. F. Church. for six years President of the Bronx Sunday School Association, and is identified with other societies that tend to the development of the community. In 1883 Mr. Steurer was married to Anna Marie Kapp, of Mount Vernon. Seven children, Hattie Victoria, Charles David, Jr., Florence Elizabeth. Edna Irene. Elsie Maud. Alice Emma Clarita and Ralph have been born to the comple. Mr. Steurer resides at Bronxwood Park. Williamsbridge, in a handsome residence, where. sur. rounded by his interesting family he frees himself of business cares in their companionship. His success in all that he has undertaken has been the result of a determination to apply his best efforts toward reaching the top when once the die is cast.
-----
CHAPTER XLVII
THE STEURER PUBLISHING COMPANY AND THE "NORTH SIDE NEWS."
A Great Printing House Occupying Six Floors Located in the Business Center of the Bronx
It is with modesty that we chronicle our success, but as we have been so closely identified with the growth of Bronx bor- - directory. In 1886 the business was extended by the publication ough, we may be excused for feeling somewhat elated at the result of our labors. of "Underwood's Counterfeit Reporter." In 1888, "Bamberger's Legal Directory of Philadelphia" was added to the firm's pub- When. we decided to move the plant of the "North Sile lications, and the same year the "Financial Examiner" was also absorbed. These publications were consolidated under the name of "The American Banker" and enlarged from sixteen pages to forty-eight, and the "American Bank Reporter," a complete record of every bank in the United States and its possessions. and Canada, was enlarged from a pamphlet of 128 pages to a cloth-bound volume of nearly 2.000 pages at present. issued semi- annually, with a special desk edition in April and October. In 1893 another publication was brought into existence, "The American Lawyer." It is a monthily devoted to the interests of the legal fraternity. The year 1896 saw another successful venture, "The Daily Bond News." This is a paper of neces- sarily limited circulation. In size it is not quite one-quarter as large as the "Daily North Side News," and its subscription price is $84 a year. It gives every day full information con
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