History of Westchester county : New York, including Morrisania, Kings Bridge, and West Farms, which have been annexed to New York City, Vol. I, Part 199

Author: Scharf, J. Thomas (John Thomas), 1843-1898, ed
Publication date: 1886
Publisher: Philadelphia : L.E. Preston & Co.
Number of Pages: 1354

USA > New York > Westchester County > History of Westchester county : New York, including Morrisania, Kings Bridge, and West Farms, which have been annexed to New York City, Vol. I > Part 199

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Chancellor Walworth wrote the opinion; among other things he said : "The Harlem River is an arm of the sea aud a public uavigable river; it was a public nuisance to obstruct the navigation thereof with- out authority of law. The act of the Legislature did not authorize the obstruction of the navigation of the river in the manner in which it was done by the dam in question." He also held that no time runs against a public nuisance.2

It is fair to Mr. Morris and his associates to state that this overt and bold act on their part has pre- served to the city the navigation of the stream, and largely to their efforts is due the fact that some years later the Croton water was brought into the city by the High Bridge and not over a low bridge without a draw, as was first contemplated. On the 3d of May, 1839, the Legislature passed an act directing the water commissioners to construct an aqueduct across the river, with arches and piers. The arches in the channel were to be eighty feet span, and one hun- dred feet in height above high water-mark to the under side of the arches at the crown, or they might carry the water across by a tunuel under the chan- nel of the river, the top of the tunnel not to be higher than the present bed of the channel.3

Later on, by act of April 16, 1858, the Legislature di- rected the mayor and aldermen of New York and the su- pervisors of Westchester County to erect and maintain a public free bridge across Harlem River from a point in the city near the terminus of Eightlı Avenue to a point in Westchester County at or near the terminus of the Macomb's Dam road. This was the authority for building the present Central Bridge. Lewis G. Mor- ris and Charles Bathgate were appointed commissioners for the county. The commissioners were directed to remove the old Macomb's dam and the obstructions in the river caused by it and to sce that the river was made navigable according to its natural capacity. The expense was limited to ten thousand dollars for each county, and of the share of Westchester County, one-third was taxed upon West Farms and Mor- risania and the residue upon the rest of the county. The cost proving much heavier than was anticipated, each county was authorized in 1859 to double its original appropriation, and in 1860 Westchester was

2 Renwick rs. Morris, 7 Hill, 575.

3 Chapter ccexviii. Laws 1839, page 293.

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WESTCHESTER.

authorized to add another ten thousand dollars, New York at the same time contributing forty thousand dollars more. The commissioners paid to the Duncan P. Campbell estate, then the owner of the dam, piers and abutments of Macomb's dam, eighteen thousand dollars for all his property and rights, including the approaches to the bridge on each side of the river and his privilege of using the waters of the river. In 1861 the bridge was completed and thrown open to travel. It is in contemplation to remove this bridge and eross the river at this point by a tunnel underneath the stream.1

THE MADISON AVENUE BRIDGE. - Next in order is the bridge crossing the Harlem from the terminus of Madison Avenue to One Hundred and Thirty-eighth Street on the Westchester side. As early as October, 1874, the citizens on the West- chester shore petitioned to have a wooden pile-bridge built at that site. After several changes of plans an appropriation of one hundred thousand dollars was made. In June, 1877, a resolution was passed authoriz- ing the acquisition of the right of way for the ap- proaches to the bridge, and in 1878 the Board of Esti- mate authorized the issuing of bonds for building the bridge. Soundings were again made so as to determine the sites for the piers, but not until February, 1879, did General Greene, the engineer, submit plans and specifications as to soundings and cost. On October 15, 1879, John Beattie was awarded the contract for fifty-nine thousand four hundred and forty-four dol- lars. A. P. Boller was called in as consulting engineer and made some suggestions as to change of plan. Beattie complained of the changes. On October 3, 1880, Eugene E. McLean, engineer of construction, was relieved from duty, and E. B. Van Winkle, topo- graphical engineer of the Department of Parks, was placed in temporary eharge. A change in the mason- work was again recommended in 1880 and the work was again delayed. Wm. J. McAlpine was then ap- pointed engineer of construction and A. P. Boller was invited to consult with the board as to the iron superstructure. June 6, 1881, the contract for con- struction of approaches was awarded to John Mc- Quade for ninety-four thousand six hundred and twenty dollars. The whole eost of the bridge was four hundred and ninety-two thousand two hundred and ninety-five dollars.

This bridge is now crossed by the Madison Avenue line of horse-cars operated by the Harlem Railroad Company.

THE HARLEM OR THIRD AVENUE BRIDGE .- The Harlem Bridge, at the terminus of Third Avenue, was first authorized by an act of the Legislature passed March 31, 1790,2 granting the

privilege to Lewis Morris, his heirs and assigns. The Morrises assigned this grant to one John B. Coles, who, on the 25th of March, 1795, obtained an act of the Legislature authorizing him, his heirs or assigns to build a dam across the Harlem River at that place, to be of stone and to be so built as to answer for the foundations of the bridge as well as to collect the waters of the river for the use of grist and other mills. The act provided for locks and that a inan should be in attendance on the loek at all times ; that the bridge should be completed within four years ; that Coles and his heirs should keep it in repair for sixty years and collect the tolls, after which it should vest in the people of the State.3

It appears, however, that although Coles erected the bridge in pursuance of the last act, and though the commissioners named in the first aet did lay out a road from the bridge to East Chester, yet the damt- ages to the persons through whose hands the road passed were not paid and some part of the road was not opened, though Coles had expended a considerable sum in making and clearing the road, but that mnueh money would still have tobe expended. Nevertheless, the Legislature in 1797 established the road as a public highway and directed it to be opened as such, although the damages to the adjoining land-owners were not paid. Coles was authorized at his expense to cause the road to be cleared and rendered convenient for travelers, and for thirty years afterwards to collect an additional toll for passing the bridge, not exceeding fifty per cent. above what was authorized by the other acts, but he was to keep the road in repair for that time.4

The original Coles or Boston road extended up Third Avenue as far north as a point near the present line of One Hundred and Sixtieth Street, and thence ran east down the hill across Mill Brook over a bridge. (The stream is now filled in and forms a part of Brook Avenue at this point.) The road then deflected north and followed the present Fordham Avenue until what is now known as the Boston road was reached, and then followed it to the village of West Farms, where it struck the present Main Street in that village and ran north, crossing the Bronx at the bridge by the Bleach, and thence through Bronxdale and along the present route of the East Chester road till the East Chester line was reached, at Black Dog Brook. It then extended north through East Chester on the present ronte as it passes the tavern of Stephen Odell.

1 Acts above referred to and Reports of Commissioners on file in New York and Westchester Counties.

2 March 31, 1790,-Chapter xxxvii. of the laws of that year authorized Lewis Morris to construct a bridge from Harlem to Morrisania, which was to be provided with a draw ; the rates of toll were established. The

commissioners of highways in Now York were authorized to lay out a convenient road from any part of the main road leading from the city of New York to Harlem River at the bridge theu authorized, and Doctor Joseph Brown, George Embree and Jolin Bartow were authorized, at the expense of Lewis Morris, to lay out a road four rods in width from the bridge through the towns of Morrisania, Westchester and East Chester until it should strike the main road in East Chester. The land for the new road was to be condemned and paid for by the respective towns, but Mr. Morris was to pay the commissioners .- Ed. Laws of N. Y., Chills & Swayne, 1790, page 30.

3 Chapter xxxi. Laws 1795, page 23.

4 Chapter Ixiii. Laws 1797, page 153 ( Robins' edition).

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HISTORY OF WESTCHESTER COUNTY.

In 1798 Coles was relieved from a part of his duty to keep the road in repair, and his additional toll cut down twenty-five per cent. 1 This was undoubtedly occasioned by reason of the State having lent its aid to build a part of the road, for we find that in 1797, by an act passed for improving certain great roads in the State, the road from Coles' Bridge to East Chester was provided for, and a sum of money authorized to be paid on the order of a justice of the Supreme Court. The moneys for paying for this road were raised by a lottery which was authorized by the act. 2 In 1808 Coles and his associates prayed that they might be incorporated, and the Legislature passed an act incorporating the " Harlem Bridge Company." They were, by the act, compelled to keep the road leading from the bridge to East Chester in good re- pair. The following rates of toll were permitted to be collected :

Every four-wheeled pleasure carriage and horses 371/2 cts.

Every two-wheeled pleasure carriage aud liorses 19

Every pleasure sleigh and horses 19

Every common wagon and horses 12%

Every common sled and horses 1214

Ox cart and oxen 121%

Every one-horse cart and horse

Every man and horse

Every ox, cow or steer -

Every dozen hogs, sheep or calves, and so in proportion for a greater or less number

For every foot passenger

State and United States troops, with their artillery, carriages and stores were to pass free of toll.3

Under the foregoing acts and grants Coles and his associates built the bridge, and although it was insuf- ficient for land travel and its draw so narrow as to seriously impede the navigation of the river, as late as 1855 his successors were endeavoring to have the charter renewed. In 1857 the Legislature passed an act reciting the fact that on April 1, 1858, it was to become a free bridge, to be maintained as such by the counties of New York and Westchester The mayor and street commissioners of New York City and the county judge and chairman of the West- chester Board of Supervisors were empowered to build a new bridge in their discretion and levy a tax for the cost. Judge William H. Robertson and Chairman Alsop H. Lockwood were the Westchester members of this commission, which, in June, 1860, appointed William H. McAlpinc engineer of the work. He made plans for an iron draw-bridge on stone piers, at a cost of three hundred thousand dol- lars, and it was eventually bnilt, although not until some changes had been made in the plan to better accommodate navigation. On July 14, 1886, the New York authorities awarded a contract to a Wil- mington, Del., company, for the construction of a

new iron bridge at a cost of two million two hundred thousand dollars.

The Harlem Bridge is crossed by the Fordham and West Farms Horse Railways.

In addition to the above traveled bridges are the Hudson River Railroad Bridge, at the junction of Hudson River and Spuyten Duyvil Creek ; the New York City and Northern Railroad Company's bridge, at the terminus of One Hundred and Fifty-fifth Street and Ninth Avenue, connecting with west-side system of elevated railways in New York (it was constructed in 1879-80 under anthority of the Rapid Transit Act of 1875 and by permission and under the supervision of the Park Department;4 the Fourth Avenue Harlem Railroad bridge, an iron structure ; 5 and the new iron bridge of the suburban Rapid Transit Company at the terminus of Second Avenue.6

In the early part of the century a bridge also crossed the Harlem, connecting Ward's Island with New York Island, but the bridge and its piers were removed niany years ago.

HIGHWAYS AND ROADS IN MORRISANIA AND WEST FARMS.

By the Sautier surveys, printed in 1779 by Fadden, we find the town traversed by two principal highways. One came from Morrisania, opposite Harlem, and ran northeast to Westchester village, and then north to the present Farmers' Bridge, then called Dyckman's Bridge. From King's Bridge the highway ran at the foot of the Giles place to the Boston and Albany road, as at present, crossing the Bronx at Williams' Bridge. Another road led east from the Farmers' Bridge to the village of West Farms.

From the Westchester town records, however, we find a record dated October 5, 1725, which relates to a highway "in the manor of Ffordham, beginning at the foot of the hill to the westward of the Bronx River near Peter Bussing's land and running thence along the side of the hill to the corner of Benjamin Archer's orchard, where it comes into the old road." This in all likelihood is the road leading from the present King's Bridge road near Judge Tappen's place at Fordham.

Another road ordered in 1729 led from the King's road "to the landing below John Hunt's house, which landing was formerly known by the name of

4 .A. P. Bollen was the engineer of this bridge and Smith & Ridley the contractors. It is the most graceful structure which spans the stream. excepting, perhaps, the High Bridge.

5 Many of our readers will undoubtedly recall the old covered woodeu structure which used to span the stream at this point with a way for foot-passengers as well as the railroad.

6 This bridge was constructed under the same anthority as the New York City and Northern Railroad bridge above mentioned. J. J. Rt. Croes was the engineer. By the efforts of the company, and especial- ly its president, Mr. S. R. Filley, of Woodstock, the people of the all- nexed district are insured of a speedy connection with the east-side system of elevated railways in New York City. Much praise is due to Mr. Filley for his unremitting efforts, in spite of great opposition, in ac- complishing the organization of his company and promoting rapid transit.

1 Laws 1798, page 448, Chapter Ixxvi. (Loring Andrews' edition of the Laws).

2 Laws 1797 (Robins' edition).

3 Laws 1808, page 16.

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WESTCHESTER.

White Bank," and the people ou whose property it touched were authorized "to keep gates." It would seem that this must be a road leading from the high- way between Morrisania and West Farms to Hunt's Point. On November 15th of the same year a road was ordered to begin at the King's road in Fordhamn, and lead " nigh to the water side and landing ; " and the same day provision was made for a road " begin- ning at the King's Road in Fordham, at the Corner of Peter Kens' field, and thence southerly until it comes to the abovesaid road leading to the Dutch meeting- house."

The present Farmers' Bridge road dates back to June 6, 1730, when Commissioners Honeywell and Leggett, acting upon the complaint of the people of Fordham Manor, condemned the King's road " down the hill through the farm which Benjamin Archer now possesseth," and laid it " through the enclosed field of Archer to the eastward where the road now is eleared and beginneth at the Post road leading to King's Bridge at the corner of the fenee near John Archer's orchard, and thence southerly until it comes to the road that leads through the farm which John Vermil- yea now posscsseth on the Manor." June 13, 1730, an order was passed for a road from the King's road below the hill on Fordham Manor to the highway leading to the Fordham Meeting-house. The meeting- house which was the old Dutch Church formerly stood at the junction of the Maeomb's Dam road and the Berrian Landing road. It was mentioned that this thoroughfare was to pass by "Michael Odle's Still." A road to East Chester must have been in existence prior to 1733, as it is alluded to in the act of March 1st of that year, On April 9, 1733, the highway through Jonathan Lawrenee's land down to West Farms was altered and laid " nigher the river, aceording to stakes set up and rocks marked." What is now the road from Farmers' Bridge to the depot at King's Bridge was made under the following order in 1734 :

" Upon a review of the road from King's Bridge to Halstead's Bridge, we have made the following alteration, to wit : Beginning where said road and the road from West Farms meet, we have laid out said road through the Widow Archer's land as stakes are now set up to the old road, and then across said road to the Yonkers line, from which place John Archer, assisted hy us, las himself agreed to and laid out the said I'matd to run through his land in the Yonkers as stakes are this day set up until it meets ye former or old road again, and then ye old road is continued as formerly."

The old Maeomb's Dam road came under the eare of the commissioners in 1768, their proceedings of May 3d in that year being understood to have refer- ence toit. The transcript from the road-book of that date says,-

"Commissioners, at request of the freeholders and inhabitants of that part of the Manor of Fordham lying upon llarlem River to the South of the Old Dutch Church, viewed the road as then used from the publick road (laid out to the river by said church', beginning a little to the eastward of the said Dutch Church and thence running southerly as the said road runs to the landing at the back of the house now occu- pied by Charles Doughty on the patent to Turnenr ; and have at their request now laid out the same road as and for a publick highway, to be

two rods wide, with privilege to hang gates on the same, provided they are kept in repair so as to swing with conveniency and not otherways."

The present cross-road from the Macomb's Dam road to Tremont is of recent date (say about 1845) and the road connecting the Macomb's Dam road with the King's Bridge road, near the present Dutch Re- formed Church, was opened about the same time.

The writer can remember when no road led to West Farms from Tremont, but a person desiring to drive from Harlem River to West Farms was com- pelled to drive by way of Fordham. Fordham Avenue was merely a lane through Gouverneur Mor- ris' farm, which extended from the old Quarry road near the Home for Incurables to Rae's Corners (the crossing of the Coles road at Mill Brook at One Hun- dred and Fifty-sixth Strect), and then the lane eon- tinued south to Saint Ann's Church and Gouverneur Morris' gate, substantially by the route of St. Ann's Avenue as now laid out. Most of the cross-roads and some of the main ones of to-day were opened by land-owners for the purpose of developing their property. The limits assigned to the author does not permit him to pursue this subject further.

POLITICAL HISTORY OF THE TOWNSIHP, INCLUDING

THE COLONIAL, REVOLUTIONARY AND MODERN PERIODS.

Cornelis Steenwyck, one of the earliest proprietors in Westchester town, was a member of the Council of the province of New Netherland during the restora- tion of the Dutch rule, in 1673. We find Lewis Morris in the Council from 1684 to 1685, and also James Graham. Richard Paxton, in 1689, was one of the Councilors of Leisler, and Samuel Edsall, at one time owner of Bronxland, in 1690. Caleb Heathcote was also in the Council from 1692 to 1697, and Robert Waters, of Westchester, served from 1698 to 1702, when he was suspended for taking the popular side. Caleb Heathcote served as Waters' successor fron 1702 to 1720, and Waters was again in the Council from 1710 to 1731. He died in June, 1731. Lewis Morris was in the Council again from 1721 to 1729, in Caleb Heathcote's place, and the rival family of De Laneey, as suecessor of Heathcote, displaces Lewis Morris in the person of James De Lancey, who served from 1729 to 1753. This distinguished man was Lieutenant-Governor of the province from 1753 to Sep- tember 3, 1755 ; also from June 3, 1757, to July 30, 1760. He returned to the Conneil from 1755 to 1760, when he died. Oliver De Laneey served in the Council from 1760 to 1766, and James, the son of James, was offered a seat in 1769, but declined it. Gouverneur Morris, a citizen of this township, was one of the members of the Council of Safety, which was appointed by the New York Assembly and sat from May 14 to Sept. 10, 1777, and from Oct. 8, 1777 to Sept. 10, 1778. For many years Richard Morris, of Fordham, chief justice of the Supreme Court, served as a member of the Council of Revision. The township has at various times furnished its quota of

. 802

HISTORY OF WESTCHESTER COUNTY.

distinguished men to the State Senate. Lewis and Richard Morris served at the sessions of 1777-1778 ; Richard alone in 1778-1779; the two brothers again in 1780-1781; and Lewis in the fourth session down to July 1, 1781. He was returned in 1784-1787-1788- 1789 and 1790. Philip Livingston, who owned the Van Schaick place, on Throckmorton's Neck, was a State Senator in 1780-1790-1791 and 1792. Samuel Haight, from the old borough town, represented the district in 1799-1800; and Thomas Thomas in 1807- 1808. Then the old town furnished no Senator until 1868, when William Cauldwell, of Morrisania, was elected, and was returned in 1870.

Caleb Heathcote was the first of the townsmen who filled a place on the bench of the County Court. He was appointed in 1695, and Samuel Purdy in 1752. In 1777 Lewis Morris was appointed, but the next year resigned in favor of his son-in-law, Robert Graham. Silas D. Gifford became a judge of the County Court November, 1871. March 13, 1715, Lewis Morris was made chief justice of the Supreme Court of the province, and on August 21, 1733, was succeeded by James De Lancey. Richard Morris was appointed chief justice of the Supreme Bench of the State October 23, 1779, and served until he was retired by reason of age. Abraham Tappen was elected to Supreme bench November 5, 1867, his term expiring January 1, 1876.

The township has furnished three surrogates of the county. John Barton held the office from 1739 to 1754, inclusive, and Richard Hatfield entered upon the discharge of its duties March 23, 1778. On May 15, 1862, Silas D. Gifford was appointed sur- rogate by the Governor in place of Mr. Coles, de- ceased.

NATURAL CHARACTERISTICS, RESIDENCES, ETC .-- The territory comprised within the limits of what was formerly the townships of West Farms and Morrisania, now Twenty-third and Twenty-fourth Wards, New York City, presents varied aspects of scenery. The rapid growth of the city of New York has already destroyed much of its natural beauty, and in a few years its appearance will be changed. A plain, old-fashioned country road is already the exception ; macadamized avenues and in many places paved streets fill up the valleys and cut through the hills where formerly the green country lanes, shaded by beautiful trees, delighted the wayfarer. Still, there is much of natural beauty left, and the city authori- ties, in adopting plans of streets, roads and avenues through the townships now in the city limits, have shown good taste and judgment in abandoning the rectangular plan of strects so common in all modern municipalities and laid out the thoroughfares in accordance with the natural slope of the ground. The country is hilly, with broad valleys between, the direction of the hills running generally north and south. Along the ridge overlooking the picturesque Spuyten Duyvil and Harlem are to be found views

which a resident of the great city would travel miles in foreign lands to visit. Owing to the windings of the stream and the irregular shape of Manhattan Island, vistas of Hudson's River and the straight line of the Palisades of New Jersey greet the eye looking westward, while at the base of the ridge the Harlem and Spuyten Duyvil lie in a deep valley, giving the appearance of a succession of lakes rather than one continuous stream.

Historic associations, blended with natural beauties, tempts one who has known the territory all his life, in giving a description of its present appearance, to con- bine with it a short gossipy account of its present as well as former owners. Beginning at the northwest corner of what was West Farms, just south of the Yonkers line, we find a beautiful panoramic view of the Harlem and Spuyten Duyvil Creek. At one's feet lies King's Bridge or Paparinamin or Fordham, as we see by the colonial account of the region the present King's Bridge was formerly called; just over the Yonkers line, on the site of the present residence of William O. Giles, stood Fort Independence, the last American work on the Westchester side aban- doned by the American army on Washington's re- treat to White Plains. Immediately south of the Giles place is still to be seen, just east of Sedgwick Avenue, the remains of an old powder magazine used by the British during the Revolution, and just east of the avenue stood the Negro Fort, now on the grounds of H. B. Claflin, which afterwards, with other works, formed a chain of redoubts and canton- ments and outworks for the British during the entire period of their occupancy of New York City during the Revolution.

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History of Westchester county : New York, including Morrisania, Kings Bridge, and West Farms, which have been annexed to New York City, Vol. I, Part 199

Author: Scharf, J. Thomas (John Thomas), 1843-1898, ed Publication date: 1886 Publisher: Philadelphia : L.E. Preston & Co. Number of Pages: 1354

Author: Scharf, J. Thomas (John Thomas), 1843-1898, ed
Publication date: 1886
Publisher: Philadelphia : L.E. Preston & Co.
Number of Pages: 1354