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a nominal consideration the exclusive carriage and baggage privilege at the Grand Central depot. This agreement was to continue in force until December 1, 1919.

May 31, 1910, this Company entered into another agreement with the Westcott Express Company, granting the latter company the exclusive carriage and baggage privilege at 125th street, West 42d street and at Desbrosses street. This agreement was to continue in force until December 1, 1919.

Construction. Up to December 31, 1912, the Company had constructed in the city of New York tracks as follows:

[graphic][graphic][table]

The above figures include the length of tracks of the Hudson division, Harlem division, the Putnam division and the Port Morris branch.

471 The New York City and Northern Rail-road Company

(The Bronx)

Incorporation. March 1, 1878; General Eailroad Law of 1850;

corporate life, 50 years; capital stock, $2,250,000; route (about

52 miles), as follows:

Commencing at or near the junction of the Harlem and East rivers, and thence by the most direct and feasible route along the Harlem river, to or near Kings Bridge; thence northerly through Yonkers, Greenburgh, Mt. Pleasant, Ossining, New Castle, Somers, Carmel and South East, to a point on the Harlem Railroad at or near Brewsters in the town of South East, Putnam County.

Map. April 9, 1878, the Company filed in the office of the

register of New York County,

A map and profile of the route from High Bridge to the Westchester County line; on June 11, 1879, an amended map of the same route, and on July 18, 1882, in the office of the county clerk, a map of the Hudson river division of its route from the junction of the main line to the Hudson river.

Stock. In 1884 the capital stock of the Company was increased to $3,000,000.

Intercorporate relations. (See also chart VI, no. 26.) March 21, 1878, the Company leased the railroad of the New York, Westchester and Putnam Railway Company, a constituent company of the New York, Boston and Montreal Eailway Company. On the same date the Company acquired a majority interest in the stock of the Westchester Company. May 1, 1880, it leased the railroad of the West Side and Yonkers Railway Company (no. 709), which on July 16, 1887, was merged into this Company. April 12, 1881, the Company entered into an agreement with the Metropolitan Elevated Railway Company, Manhattan Railway Company, lessee, whereby the Metropolitan Company agreed to construct proper stations, accommodations and appurtenances at and on the easterly side of the present terminus of the railway of the Metropolitan Company in Eighth avenue, and to allow and secure to the Northern Company a transfer and interchange of passengers and baggage between the two roads with facility and despatch. The agreement provided that such transfer was to be entirely under the control and subject to the regulations of the Metropolitan Company or its lessee. May 1, 1880, this Company executed a first consolidating mortgage to the Central Trust Company of New York as trustee, for $4,000,000. This mortgage was foreclosed July 22, 1887, and the property sold to William Mertens and others August 17, 1887. Mr. Mertens and his associates acted as a committee of reorganization* they subsequently reorganized the Company as The New York and Northern Railway Company (no. 434).

Construction. In its report to the state engineer for 1878, the Company stated that it had constructed its entire main line from High Bridge to Brewsters, 51.33 miles.

472 The New York City Central Underground Railway Company

(Manhattan)

Incorporation. April 17, 1868; chapter 230, laws of 1868; for purpose of constructing and maintaining a. tunnel, and to construct, operate and use therein a double track railway; corporate

life 100 years; capital stock $10,000,000; route as follows:

Commencing at a point on the easterly line of Broadway, in City Hall park, and northerly of the projected southerly line of Park place; thence easterly, and under ground, passing in front of the old City Hall, southerly of the nagging in front of the same, and northerly of the proposed General Post office, curving to the left, passing westerly of the comptroller's office and southerly of the superior court building, corner of Chambers and Centre streets, to Centre street; thence under and across said Centre street to City Hall place; thence easterly under said City Hall place to Pearl street; thence across said Pearl street, and running northeasterly in a curved line to Mulberry street, at a point on said street between Bayard and Park streets; thence northerly under said Mulberry street to Bleecker street; thence northerly under and across said Bleecker street in a straight line, as near as practical, to Lafayette place; thence northerly under said Lafayette place to Astor place; thence under and across said Astor place and Eighth street to the northerly side of said Eighth street; thence across the block between said Eighth street and Ninth street, and easterly of St. Ann's church, on said Eighth street, to Fourth avenue; thence northerly under the westerly side of said Fourth avenue to 14th street; thence under and across said 14th street and said Fourth avenue to Union square; thence northerly under said Union square to 17th street; thence under and across said 17th street, and through the blocks, as near as possible, in a direct line to 23d street; thence under Madison square, or Madison avenue, to 26th street; thence northerly under and across said 26th street to Madison avenue; thence under said Madison avenue as now opened to 86th street; thence under said Madison avenue, as declared by chapter 403, laws of the state of New York of 1867, to 120th street; thence northeasterly continuing the same line to the Harlem river; thence easterly and westerly along said Harlem river, and connecting with the Harlem bridge at the terminus of Third avenue. And in case the lowness of the surface at any point north of 99th street is such as to render the construction of a tunnel impracticable, said main line may be constructed and operated by an elevated or surface railway from said 99th street to and along the said Harlem river.

The Company was given all the powers and privileges of a railroad corporation, incorporated under the General Eailroad Law of 1850 and its amendments, except so far as the provisions of these laws were inconsistent with the terms of the special act incorporating the Company. The Company was specifically empowered "to make, construct and maintain a tunnel, and to construct, operate and use therein a double track railway, and the necessary sidings, and to convey passengers, freight and property, in cars propelled by steam or other power * * * »

The Company was given the right of eminent domain and was authorized to charge for the transportation of passengers six cents for any distance under three miles, and for every additional mile or fraction thereof, two cents more. The construction of the tunnel and railway was not to commence until $3,000,000 of the Company's stock had been subscribed. The tunnel and railway were to be completed to 42d street within three years and to the Harlem river within five years. It was provided that "no omission to construct any portion shall work a forfeiture of this franchise in respect to any section of said tunnel and railway which may have been commenced and completed."

Change of route. By chapter 824, laws of 1869, the original act of 1868 was amended, changing the route as follows:

Authorizing the Company to pass through City Hall place by tunnel, or on a line east or west of City Hall place by tunnel or open cut to Pearl street; also through Mulberry street by tunnel, or east or west thereof, in the same general direction by tunnel or open cut, to Bleecker street; also under and across Bleecker street by tunnel or open cut to LaFayette place; also from 17th street to 23d street either through the block between Broadway and Fourth avenue, as near as practicable in a direct line by tunnel or open cut, or through to Madison avenue as it may hereafter be extended southerly; thence northerly under the said Madison avenue as it would be if projected southerly; thence under Madison square or Madison avenue to 26th street; thence northerly under and across said 26th street to Madison avenue; thence under said Madison avenue, as now opened, or east of said avenue, in whole or in part, by open cut or tunnel, to 86th street.

Other parts of the original route were not changed, The Company was authorized, however, returning from Centre street to "pass in the rear of the City Hall" and to make connections with any steam or horse railroads in the manner deemed best by it. Thq Company was also authorized to construct a branch of its main line to Central Park and, with the approval of the Commissioners of Central Park, into and under the said park. The time for completing the sections to 42 d street and the Harlem river was fixed at three years and five years respectively from the commencement of construction by the Company, instead of from the passage of the original act. The Company was also authorized, if it should so elect, to construct its road or tunnel on any line between Madison avenue and Fourth avenue north of 40th street. It was further provided that any railroad company or companies incorporated under the laws of New York or any other state might subscribe to the capital stock of this Company, upon the assent in writing of a majority of their stockholders. It was expressly stated that nothing in this act should authorize the Company " to use locomotive or any description of steam carriages upon or along any street or avenue in the city of New York." The Company was authorized to make their tunnel "single or double tunnel or subways as the corporation may determine." It was provided that none of the Company's privileges or powers should be deemed to have been forfeited or lost by reason of noncompliance up to that time with any of the provisions of the original act.

Maps. The Company filed in the office of the county clerk of New York County maps as follows:

March 5, 1870, a map of its route from Battery park under Broadway, City Hall park, City Hall place, Mulberry street, private property, Lafayette place, Fourth avenue, Union park, Madison avenue, extended to Madison square; thence up Madison avenue to Harlem river and along same to Spuyten Duyvil creek. Also under Madison square to Broadway and 25th street, and under Broadway and Boulevard to Manhattan street to Hudson river.

May 10, 1872, the Company filed in same office a map of underground route from a loop around City Hall to and under City Hall place, and thence in a curve under private property to the bend of Mulberry street and under the same.

The Company also filed in the ofiice of the register of New York County the following route maps:

May 15, 1872, a map of its route from Fourth avenue and Union square, Eighth street to 17th street.

August 9, 1873, a map of its route from Fourth avenue at 10th street to southeast corner of Union square, and thence one branch known as the connecting line northerly under Fourth avenue to the Grand Central depot; main line under Union square and Broadway to 19th street; thence under private property to Madison avenue and under same to 62d street; also under Broadway from Union square to 59th street; October 10, 1877, it filed a map of its route from the Battery park on west side of Whitehall street south of State street, and thence through the park along the west side of State street to Broadway at and under Bowling Green, and thence continuing on Broadway to Murray street, and thence under City Hall park to Park Bow, near Chambers street with a branch from Broadway at Vesey street; along Park Bow to join the other branch; November 13, 1889, a map of its underground route from a loop around the City Hall across the park to and under City Hall place, by a curve under private property to Mulberry street at the bend.

Intercorporate relations. The Company's property and franchises were sold under foreclosure February 8, 1876, to Origen Vandenburgh and Hervey Sheldon, who organized a new company

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