More on the Use of High Island as an "Actors' Paradise" by Famous New York Stage Legends in the 19th Century

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High Island is roughly an 18-acre island a few hundred feet off the northeastern tip of City Island.  It is one of the "Pelham Islands" that once were part of the Town of Pelham but since have been annexed by New York City. At low tide a sandbar links the island with City Island. A small private bridge wide enough for a single vehicle to pass also links the island to City Island. 

The island has a fascinating history about which I have written before.  See, e.g.:  Fri., Feb. 17, 2017:  More on the History of High Island in the Town of Pelham.  

For many years during the 19th and 20th centuries, the island was a popular tent and bungalow summer resort. In about 1962, the bungalows were removed and, in 1964, Columbia Broadcasting System purchased the island as a new location for its transmission tower for WCBS Radio. In 1967, a small plane crashed into the tower, knocking out radio transmissions the day before WCBS switched to an all-news format. Consequently, that switch-over was delayed by about a week. Today, the island is believed to be one of only two places in North America where "a single tower radiates not one but two non-directional 50,000 watt signals." See Tower Site of the Week from FYBush.com, High Island, New York (April 24 - May 1, 2003) (visited Sep. 28, 2019). Today the private island is home to two famous AM radio signals: WFAN (formerly WNBC) on 660 AM and WCBS on 880 AM."

One interesting aspect of the history of High Island is its use for many years beginning in 1869 as an annual encampment clubhouse and grounds of club known as "Multum in Parvo."  (The Latin phrase means "Much in Little.")  The Multum in Parvo club was a product of the imagination of an actor named Harry Cunningham.  He organized the club on September 12, 1869.  The club promptly leased High Island from its owner, a member of the King family of New York City fame, for a term that, according to differing accounts, was either for ten years or twenty years.  

The Multum in Parvo Club was an organization of well-known actors and entertainers principally from New York City. During summers in the early and mid-1870s, the organization installed a cook and an extensive bar in the clubhouse on the island and hosted over-the-top dinners for its members. The dinners became an odd spectacle because the actors often appeared in costume during the grand celebrations of the club. Heavy drinking was involved, even on Sundays when the bar in the clubhouse was closed but the members brought their own "bottles." 

Women were not allowed on the island. Thus, wives often accompanied club members, but remained on City Island where, according to one report, each day while on the island, "the married men have to go to the water's edge and say 'good morning' to their wives on City Island through a telescope." The Multum in Parvo Club had grand plans including a plan to construct a grand new clubhouse on High Island in 1872. The club, however, promptly faded into obscurity and, by 1878, reportedly was defunct though its ten-year lease of the island had not yet ended.

Harry Cunningham was a jovial and well-liked actor who graced the New York Stage for a few decades beginning in the early 1850s.  Though not a leading man, he is recorded as playing in Uncle Tom's Cabin as early as 1853 and, later that decade, in farces at Barnum's Museum in New York City during the summer season.  He played the Barnum's Museum house during summer and some regular seasons through the fall of 1864.  At various times in his career he played roles in shows at the Bowery Theatre, and the separate Bowery Amphitheatre.   

Today's Historic Pelham article transcribes the text of an article that appeared in the sporting magazine New York Clipper on August 31, 1872.  The article describes the club's third annual summer "encampment" on High Island.  The article is most notable, it seems, for conveying how outlandish and sophomoric the annual "encampments" of the club actually were -- strongly corroborating multiple sources that alcohol always was heavily involved in the gatherings.  

The encampment was held on High Island on August 4, 1872.  Visitors to the encampment traveled to City Island first.  From there, they were rowed to High Island for the festivities.  

A centerpiece of the encampment was a nice meal in the clubhouse.  The report makes clear that a man named "Brown" was hired by the club to act as a "chef."  The clubhouse -- the only structure on the island at the time -- had a small cellar that served as a dining hall.  Although the dining hall lacked niceties such as tablecloths and napkins, the food reportedly was excellent and centered around a clam chowder.  

After the meal, club members gathered near the water.  They placed two barrels and a wooden lounge near the water and lit a large bonfire.  During this particular encampment, members of the club dressed in witches costumes.  There was "quaint" live music.

New York City actor George Johnson, labeled the "life of the club" and referenced as "Governor Johnson," apparently served as the master of ceremonies.  Late in the evening, apparently after much enjoyment of hard liquor, Governor Johnson stood on the wooden lounge to stir the fire without realizing the bonfire had burned away the supports beneath the lounge on which he stood.  The lounge collapsed and he tumbled over a large rock into the "damp and darkness below."  His comrades found his misfortune hilarious and asked him what happened.  He replied that he merely thought it was his time to "exit" the stage.  

These men who trod the boards of New York stages around the time of the Civil War and afterward clearly enjoyed their time together -- and their time in the little Town of Pelham very summer!

Detail from 1872 Beers Map Showing the "Multum Inparvo

Club House" on High Island Just Off the Shores of City

Island.  Source:  "Town of New Rochelle, and Pelham,
Westchester County, New York [Insets] Pelhamville and

City Island" in Beers, J.B., County Atlas of Westchester New

York, pp. 53-54 (Washington, D.C., J. B. Beers & Co., 1872).

NOTE:  Click on Image to Enlarge.

High Island, Upper Right, With Sandbar and Bridge Linking

It to the Northeast Tip of City Island, on the Left.  Source:

Recent Google Maps Earth View.

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"THE ACTOR'S PARADISE.
-----
HIGH ISLAND CORRESPONDENCE OF THE NEW YORK CLIPPER.
-----

The idea of forming an association of actors for the purposes of mutual enjoyment and sociability, was ventilated in Harry Cunningham's place one day in the fall of '69, and the projects and plans then proposed appearing feasible, a course of action was immediately entered upon, which resulted in the organization of on the 12th of September, 1869, of the 'Multum in Parvo' club.

They secured a twenty years' lease of High Island, a desirable spot in Long Island Sound, in the vicinity of City and Hart's Islands, upon which every summer they hold their 'annual encampment,' where, in freedom of the most comfortable kind, they while away the summer solstice, and obtain that much-needed rest and recreation which certainly, of all people, the actor stands in so much need of.  The rules of the club, the means of enjoyment, the actions of the members themselves -- in fact, everything surrounding the 'encampment' point unmistakably to the objects in view, to wit, an entire freedom in actions and dress, and an utter disregard of uncomfortable customs and stilted formalities.

Each and every member appears to make earnest endeavors to contribute to the general comfort, so that, in the words of their preamble, 'we may continue to enjoy our annual encampment sociably and agreeably to promote harmony and good feeling.'

It may be easily imagined that with the above objects in view, and with a determination on the part of the members to stand by them, a decidedly pleasant and enjoyable state of affairs has been arrived at.  And such is the case, as a visit to the 'Encampment' last week satisfactorily proved, every thing working in harmony, and the members thereof enjoying themselves to the top of their bent, undisturbed by those little bickerings and petty jealousies which so often retard the growth and welfare of clubs and associations of all kinds.  At the third annual meeting, held on the Island on the 4th Inst., the following officers were elected for 1872-3: -- 

Harry Cunningham, president; Isaac L. Street, vice-president; Dr. S. S. Fitch, jr., treasurer; Gilbert V. Ryder, secretary; and Richard Street, captain of the boats.

Among the members, on the occasion of our visit, were Harry Cunningham, the worthy president and originator of the club; the jovial Harry Macarthy, prize swimmist and story-teller; Charlie Parsloe, the lively, with his talented little 'un, Sniffen; the Streets -- sociable, pleasant Streets -- one and all; George Johnson, the life of the club; 'Across the Continent' O'Neil, whose champion oar practice increases instead of diminishes his 'heft,' and who can row as well as the next man, if the passengers would but please be costive [sic] with their orders and directions; 'Gid' Ryder, another jovial 'consumptive;' Frank Sanger, easy-going and sociable; 'Doc' Fitch, the courteous and efficient treasurer, whose professional services, to judge by the remarkably healthy look of the 'Multum' tribe, will not often be required; Ben. Porter; J. H. Mulligan, whose moustache requires almost as much waxing as the Napolenoic Heresford's Hen. Fisher; Chas. Norris, who was made in the Boothenian mould, and who looks enough like one of the Booths to be taken for a -- friend; Gen. Wright, an enthusiastic 'Multum;' Mike O'Brien, the quiet, etc.

In this connection we mustn't forget to make mention of Brown, the colored chef de cuisine, whose handiwork, it is needless to say, is well appreciated by the hungry High Islanders; in fact, Brown's work is always done Brown.  Among the High Island pets may be mentioned 'Beauty,' who is 'not poorly but good;' the Rock of Gibraltar Ram, who passes the time on an imitation Gibraltar near the house, meditatively musing, and wonderingly much no doubt how it ever came there; the hens 'Maggie Mitchell,' 'Janauschek,' etc., all of which it is needless to say are much petted by the boys, and are thriving wonderfully.

In company with a sociable crowd of 'Multums' we made the trip to the 'Encampment' last week.  After a pleasant run of about sixteen miles, we reached City Island, where we were met by another detachment of 'Multums' in costumes decidedly original and -- well, slightly out of style.  Top boots, whose appearance precluded the idea of their ever having fit anybody; pantaloons, which apparently wouldn't be much 'siled' if the wearers thereof should happen to brush against a dirty wall; hats 'fearfully and wonderfully made;' these were the principle articles of their costumes, which, as before remarked, although not entirely fashionable, were nevertheless decidedly comfortable and sensible withal, as all those can testify who have felt the entire 'out-of-placeness' -- if we can coin an expression -- of fine clothes, 'city' clothes, immaculate shirts and stiff collars, during a pleasant 'roughing' it in the country.

From City Island we were rowed over the THE 'Island' High Island -- and were received at the landing by still another detachment of 'Multums,' who, posted on 'Plymouth Rock,' welcomed our party with cheers and a salvo of firecrackers.  Passing over a bridge of primitive make, after our landing, we proceeded to the only house on the island, the 'Multum in Parvo Club' House, in the 'drawing room' of which our city costumes were laid aside and we were invested with the 'loose and happy' rig of the 'islanders.'  The curiosities and sights of the island were then inspected, viz., 'Whally's boots,' a pair of remarkably ferocious-looking top boots, in which Whally was won't to play his 'hefty' characters, and which were formerly used by the club as a mark of distinction for their visitors and guests, the putting on of which recognized the wearer as the guest of the club; 'Enoch Arden,' a tree overlooking the water, so called from its wonderful resemblance to a scene in 'Enoch Arden,' the illusion of which is heightened by the fact of there being a bush at the foot of it, which, at night, could be readily taken for a human figure peering over the waters, a la Enoch; the unique and original mantel ornament in the 'drawing room,' to which the attention of the visitor is at once called; the old well; the comfortable-looking old cellar (so pleasant to eat clams in -- real clams, too, manufactured  expressly for the Multums) -- all these, and many other sights and curiosities are the visitors called upon to examine.

The 'welcome cry of' -- not 'larboard watch' but 'dinner' caused all hands to inspect the attractions of the dining room, which may be summarized as follows:  --  An alarming absence of conventionalities, tablecloths, napkins, discomfort and bad food, and a corresponding increase and profusion of comfort, sociability and true politeness, topped off with a bill of fare which could not be improved upon.  Johnson's chowder was successful to the highest degree -- decidedly the chowderest chowder ever chowdered for hungry chowderists.  The meats, the 'puddins,' and last but not least, the 'A' High well water, together with the German mixture which ornamented the dining room were things of enjoyment indeed.  At night, two tar barrels and an antiquated lounge were placed on the rocks near the water, and the jovial 'Multums' having gathered around, the pyre was lighted with comical ceremonies, the Macbeth music being sung by the assembled 'witches,' Gov. Johnson officiating with a boat hook.  The scene at this juncture was decidedly picturesque -- the jovial 'Multums' in their outre costume, dispersed in various attitudes around the rocks, the quaint music (rendered in fine style) swelling on the night air, the ludicrous appearance of the 'party with the boat hook,' which a lively imagination would readily associate with the idea of old Neptune and his trident, as with exaggerated motions and comical antics he alternately stirred the fire and directed the assembled 'witches,' the whole picture made vividly distinct and striking by the blaze of the 'furniture,' was long to be remembered, and not to be equalled [sic] for effect by the most dazzling of 'transformation scenes.'

The climax was capped in the the [sic] above scene, when a sudden [illegible] had the effect of causing the 'witches' to roll over and over in paroxysms of laughter.  While attending the fire, Johnson was suddenly startled by the fall of the lounge, the supports of which had burnt away, and believing that he was to be damaged he jumped back with such 'emphaticness' [sic] that he was precipitated head and heels over the rock.  The sudden transition of Johnson in the blazing light on the rock to Johnson in the damp and darkness below, was as ludicrous as can well be imagined.  When, after a little appearance, in reply to a question as to why he had left the rock so suddenly, he gravely answered that, thinking the drop had come down, he had 'gone off, the hilarity was at its height.  Johnson's 'exit' from that rock was decidedly rich.  May all his comical 'exits' on the boards be provocative of as much mirth to his audience as was that.

Another Johnsonian adventure eventuated on the dock at City Island, fully as ludicrous as the above.  The boat, laden with passengers, was just about leaving, when Johnson espied an antiquated looking female of grotesque appearance passing near him.  Throwing up his hands, and giving a yell that attracted the attention of all on board, Johnson cried out, in fearfully pathetic tones, looking the antiquated  female straight in the eye: 'Ah! ha! ha! Yes, Tis me mother's face! Ah! ha!' and then 'swoonded' [sic] into the arms of a fellow 'Multum.'  The aged specimen on being thus 'come at,' uttered a yell of terror, and darted from the spot instanter, while the passengers were convulsed with laughter.  Among those who had been 'taking in' this scene were a number of countrymen on the dock, one of whom, with mouth open from 'here to here' with laughter, was approached by Charlie Parsloe with the question:  --  'Say, now, wasn't that funny, eh; wasn't that funny?'  The laughing countryman nodded assent.

'Wasn't it real good and funny, eh; wasn't it?' Again the countryman nodded.

'Did you see it?' continued Parsloe.  The countryman, still laughing, nodded negatively.

'Then what in thunder are you laughing at?' roared Parsloe, while a fresh burst of laughter from the spectators testified to the rib-tickling powers of the happy 'Multums,'  May they 'ever be happy.'"

Source:  THE ACTOR'S PARADISE -- HIGH ISLAND CORRESPONDENCE OF THE NEW YORK CLIPPER, N.Y. Clipper, Aug. 31, 1872, Vol. XX, No. 22, p. 1, cols. 5-6.  

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The Fate of the First Three-Masted Schooner Ever Built in a Pelham Shipyard

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On February 29, 1884, a local newspaper made a brief reference to the "first three masted schooner ever built on City Island" in the Town of Pelham.  Although the reference indicates that the schooner, christened the John K. Shaw, was built at Carll's shipyard in about 1869, it actually was built at the shipyard and delivered to its initial owner, A. S. Hatch, in 1872.  

I have written extensively about David Carll and Carll's Shipyard before.  See, e.g., Mon., Nov. 16, 2015:  David Carll's Shipyard in the Town of Pelham on City Island; Fri., Jun. 16, 2017:  Origins of Ship Repair and Shipbuilding on City Island in the Town of Pelham; Thu., Dec. 31, 2009:  Obituary of David Carll, Master Shipbuilder on City Island in the Town of Pelham.

Schooners are a class of sailing vessels that have fore-and-aft sails on two or more masts. The most common type has two masts, the foremast being shorter than the main.  Although other schooners had been built at Carll's Shipyard prior to construction of the John K. Shaw in 1872, it would appear that the earlier ones were the more common two-masted version of the vessel, if the brief newspaper reference published in 1884 is to be believed.  

The newspaper reference is fascinating because it revealed the fate of the three-masted schooner John K. Shaw.  It stated:

"About fifteen years ago, the first three masted schooner ever built on City Island, the John K. Shaw, was built at Carll's shipyard. During these fifteen years, the vessel never met with any serious mishaps until Friday last, when she was wrecked off Woodlands on the New Jersey Coast."

Source:  PELHAM AND CITY ISLAND, The Chronicle [Mount Vernon, NY], Feb. 29, 1884, Vol. XV, No. 754, p. 3, col. 4.  

The tragic wreck of the John K. Shaw off the Woodlands on the New Jersey coast with the loss of its entire crew of Manasquan, New Jersey men on about Friday, February 22, 1884 captured national attention.  Many believe the schooner was involved in a rare instance of a maritime "hit and run" and was sunk by a vessel that fled the scene after a terrible collision. 

The 158-foot, 379 ton schooner John K. Shaw left Newport News between 12:00 noon and 1:00 p.m. on Thursday, February 21.  The vessel carried nearly nineteen tons of iron ingots on its deck as well as Captain Lucien Osborn and his crew of six men from the borough of Manasquan in Monmouth County, New Jersey.  Three days later on the afternoon of February 24, observers near Deal Beach, New Jersey spotted the spars of a wreck in the waters off the beach.  The pilot of a local tugboat named the Maggie Moran traveled out to the wreck.  He found the afterpart of the deck afloat, and took off a bell having the name "John K. Shaw" on it.  For a time thereafter, other parts of the wreck washed ashore (or were brought ashore) and were identified as belonging to the John K. Shaw.  

There was no certain proof as to how the schooner was lost.  However, the appearance of the remnants of the wreck suggested that a terrible collision had occurred.  The broken planks on one side of the deck suggested that a collision sank the vessel.  No other vessel (or remnants of any vessel) were on the scene.

Within a short time, the owners of the John K. Shaw began an investigation.  Soon they learned that a steamship named the Newport was bound from New York to Havana on the evening of Saturday, February 23, 1884 and that, while off Deal Beach, had a collision with an unidentified three-masted schooner.  The owners of the John K. Shaw filed a maritime action in libel against the owners of the Newport in the United States District Court for the Southern District of New York.   The libelants (i.e., plaintiffs) alleged that the steamship Newport collided with and sank their vessel and sought $21,062 in damages (about $735,000 in today's dollars).

The owners of the Newport admitted that their steamship collided with an unknown three-masted schooner off the coast of Deal Beach.  They alleged, however, that the schooner was not the John K. Shaw and the collision was a "slight one, her starboard bow grazing the schooner's starboard quarter without injury to either vessel."  

The Court dismissed the action, holding that the libelants had failed to establish that the steamship Newport had collided with the John K. Shaw.  That did not, however, end the matter.  The owners appealed, but were unsuccessful.  See The Newport, 36 F. 910 (2d Cir. 1888).  Instead, the owners of the John K. Shaw and the insurer of the ship's cargo subsequently filed a lawsuit against the Master of the steamship Newport at the time of the collision.  That case made it to the United States Court of Appeals for the Second Circuit where the Court ruled that because the owners of the Newport were parties to the first lawsuit, they could not re-litigate the question of whether the Master of the steamship Newport was responsible.  The insurer that was not a party to the earlier lawsuit, however, was permitted to proceed.  See Bailey v. Sundberg, 1 F. 101 (2nd Cir. 1892).  

The location of the remnants of the John K. Shaw is well known.  Indeed, the vessel seems to have been run down and virtually split in half with the two halves settling near each other in two adjacent locations off the New Jersey shore.  The two locations of the wreckage of the vessel have become popular with recreational divers in the last few years.    

Though proceedings continued in the related litigations involving the owners and the insurer of the John K. Shaw for years, the mystery remained.  Indeed, the mystery of what happened to the John K. Shaw more than 134 years ago remains unsolved to this day.  The mystery of who sank the first three-masted schooner ever built in the little Town of Pelham likely will never be solved.

"View of City Island" by Frederick Rondel, 1872. Oil on Canvas

Painting, 20.25 inches x 30 inches. This Painting Depicts the Marine

Railway at David Carll's Shipyard in 1872, the Year the John K.

Shaw was Built at the Shipyard.  NOTE: Click on Image to Enlarge.

*          *          *          *          *

"PELHAM AND CITY ISLAND. 

Mr. George O. Hawes is erecting a neat cottage at Bartow, for a gentleman of New York City. 

A pound party was held at Grace Church parsonage on Monday evening last. It was a very social and pleasant affair. 

Mr. Dudley R. Horton will occupy the handsome dwelling adjoining the M. E. Church, owned by Mr. Horton Sr., this spring. 

The pigeon match at Secord's Bartow, on Washingtons Birthday, between Will. Pell and Ben. May, for $25 a side, was won by Pell killing eight straight birds. 

Mr. Hawes the carpenter and builder, is at work rebuilding the summer residence of Mr. Wm. Belden. We understand the alterations are to be very extensive. 

Through the persistancy [sic] of the Board of Town Officers, City Island bridge has been temporarily repaired, so that it is at least safe. Cannot something be done to put the road between City Island and Bartow in a passable condition? 

The talk about that scheme to build a horse railroad from City Island to Bartow is all gas. Such an enterprise would doubtless be a grand thing for City Island but a good macadamized road between the two points would be quite as advantageous as a horse railroad. 

Mr. J. F. Horton, representing the Hell Gate pilots, before the Committee on Commerce and Navigation of the Assembly, on Tuesday of last week, made such forcible arguments against the bill to further reduce the fees of pilots, that the committee reported unanimously adverse to the bill. 

About fifteen years ago, the first three masted schooner ever built on City Island, the John K. Shaw, was built at Carll's shipyard. During these fifteen years, the vessel never met with any serious mishaps until Friday last, when she was wrecked off Woodlands on the New Jersey Coast. 

On Wednesday morning last, about seven o'clock, Andrew Anderson, a sailor on board the schooner J. H. Leeds, fell from the masthead to the deck when the vessel was nearing [illegible] and was instantly killed. The schooner put in at City Island and Coroner Tice held an inquest, when a verdict of accidental death was rendered. Anderson was a Swede, about 32 years old, and was unmarried. 

On Saturday last, John Cochran and Hugh Ryan went out in the bay to get some drift wood. After they had gotten their wood and towed it where they wanted it, they rowed around the Island to the cove, and just before landing, their skiff was capsized. Cochran swam ashore, but before Ryan could be rescued he came very near drowning. He was carried to his home in an insensible condition and it was nearly an hour before he was recusitated [sic]. 

The last will of Samuel P. Billar, an oysterman of this place, was a short time ago, admitted to probate by the Surrogate without opposition. It provided that his estate, about $30,000, should be enjoyed by his two children and widow as long as she remained single. In case of her re-marriage, the estate should be divided into thirds and each given their share. Application was recently made to the Surrogat to decide whether she was entitled to the personal estate, the executor having some doubts on the legal construction of the will. The Surrogate has decided that she is so entitled."

Source:  PELHAM AND CITY ISLAND, The Chronicle [Mount Vernon, NY], Feb. 29, 1884, Vol. XV, No. 754, p. 3, col. 4.  

"NO TIDINGS OF THE CREW.

The tug Maggie Moran, the schooner C. Hawsahan, and the revenue steamer Grant, all reported yesterday having passed a wreck off Woodlands, N. J.  The wreck provides to have been the three-masted schooner John K. Shaw, which left Newport News for New-Haven on Feb. 20.  Two of her spars and a portion of her stern were sticking above water.  The Moran's crew wrenched off a small brass bell, which bore the name of the schooner, and which established her identity.  Nothing whatever has been heard of her crew.  they were six men, under the command of Capt. Lucien Osborn.  The vessel was valued at about $12,000, and is said to have been uninsured.

A. S. Hatch & Co., of the Chesapeake and Ohio Railway, were part owners of the lost vessel, and Capt. Osborn owned a share of her.  Mr. H. P. Havens, of No. 107 South-street, the agent of the vessel, received a letter on Saturday from the wife of Capt. Osborn asking if he had yet arrived in port.  She resides at Manasquan, N.J.  It is feared that the whole crew have perished, for if they had been rescued so near this port some tidings of the fact would have reached the agent.  The cargo consisted of about 350 tons of coal and 150 tons of pig-iron.  The vessel was built at City Island in 1872 and measured 379 tons.  Her agent thinks that perhaps she was run down by some steamer."

Source:  NO TIDINGS OF THE CREW, N.Y. Times, Feb. 26, 1884.  

"Wreckage on the Jersey Coast.

LONG BRANCH, March 3. -- The search continues for the bodies of the crew of the schooner John K. Shaw, which was sunk off Woodsland several days ago.  The sunken vessel now lies bottom up, and is supposed to be intact.  Parts of another vessel were washed ashore yesterday at Asbury Park.  The body which washed ashore near Bear island yesterday was buried to-day alongside of the other victims of the British bark Elmina.  The life saving crews will keep up the watch for bodies of the Shaw's crew.  The wife of Captain Osborn has offered a reward for the recovery of her husband's body."

Source:  Wreckage on the Jersey Coast, The Evening Bulletin [Maysville, KY], Mar. 3, 1884, p. 4, col. 1 (Note:  Subscription required to access via this link).

"The Newport.1 
[Footnote 1 reads:  "1 Reported by Edward G. Benedict, Esq., of the New York bar."]

Hatch and others v. The Newport. 

(District Court, S. D. New York. September 17, 1886.) 

Collision — Steamer And Schooner — Identity Of Colliding Vessel — Circumstantial Evidence—Witnesses Discredited—Costs Not Given. Libelants' three-masted schooner the S., which sailed on the twenty-first of February, 1884, from Newport News for New Haven, was sunk off the New Jersey coast, and all on board perished. The appearance of the wreck, discovered on the 24th, indicated collision as the cause of the loss. The steamer Newport, on the evening of the 23d, was in collision in the same neighborhood with a three-masted schooner. Libelants, claiming that the vessel struck by the Newport was the schooner S., and that she was sunk by the steamer's fault, brought this suit against the steam-ship for their loss. Held, on the evidence, some of the libelants' witnesses being discredited, that libelants had not established the identity of the Newport with the vessel that had sunk the S., and that the libel should be dismissed; but, considering the libelants' misfortune and probable case, without costs. 

In Admiralty. 
L. E. Chittenden and Geo. A. Black, for libelants. 
Goodrich, Deady & Goodrich, and R. D. Benedict, for claimants. 

Brown, J. In February, 1884, the libelants' three-masted schooner John K. Shaw, while on a voyage from Newport News to New Haven, and when some four or five miles off the Jersey coast, and about opposite Deal beach, was sunk, and all on board perished. She left Newport News between 12 and 1 o'clock P.M. of Thursday the 21st. In the afternoon of the 24th the spars of a wreck were seen projecting above water off Deal beach. The pilot of the tug-boat Maggie Moran, upon going near, found the afterpart of the deck afloat, and [Page 658 / Page 659] took off a bell having the name John K. Shaw upon it. Other parts of the wreck which came ashore, or were brought ashore afterwards, were identified as belonging to the John K. Shaw. 

There is no certain proof how the schooner was lost. She was deeply loaded, and had 19 tons of iron on deck. The wind on the night of the 23d was high from N.W., blowing about 50 miles per hour, with a considerable lumpy sea; and the weather during the afternoon previous was snowy. But the schooner is proved to have been staunch and sound, and her captain an experienced and capable officer, well acquainted with the coast; and the appearance of the wreck, from the breaking of the planks on the sides of the deck, indicated collision as the cause of the loss. 

The steamer Newport, bound from New York to Havana, when about opposite Deal beach, and at about 7 P.M. on the evening of the 23d, had a collision with a three-masted schooner. The libel charged that this schooner was the John K. Shaw, and that she was sunk by the steamer's fault, and claims $21,062 damages. The answer avers that the schooner with which the steamer collided was not the John K. Shaw, but some other schooner unknown to the claimants; and that the steamer's collision was a slight one, her starboard bow grazing the schooner's starboard quarter without injury to either vessel. 

Assuming that the John K. Shaw was sunk by a collision, the principal question in the case is whether the identity of these collisions has been satisfactorily established; in other words, whether, during the 24 hours preceding the afternoon of the 24th, when the wreck of the Shaw was first discovered, there were two collisions in that vicinity, or but one. 

As there is no direct proof identifying the John K. Shaw as the schooner with which the steamer collided, the evidence on the libelants' part is necessarily circumstantial only. The chief circumstances relied on to show that the schooners were one and the same are the following: (1) Both were three-masted schooners bound up the coast; (2) the John K. Shaw, from the time she left Newport News, might easily have been off Deal beach at the time of the Newport's collision, since only an average speed of four and one-half miles would have been requisite to bring her there at 7 P.M. of the 23d; (3) the site of the wreck when discovered in the afternoon of the 24th, was not far—certainly not over two or three miles—from the admitted place of the Newport's collision, and the latter place is but approximately fixed by estimates only; (4) one witness, the mess-boy of the Newport, testifies that he saw the schooner list and sink a few minutes after the collision, and when from a quarter to a half mile distant; and two others of her seamen, who watched the schooner from the steamer's port side, though they do not swear to seeing the schooner sink or capsize, think she must have sunk, because she vanished or disappeared suddenly when a half mile or thereabouts distant; (5) [Page 660 / Page 661] there was no other known wreck of a schooner at that time and place; (6) if the two schooners were not the same, then there were two collisions at about the same time and place, and hence two other colliding vessels to be accounted for; but there is no evidence of any other collision,—no other was reported, and no other vessel colliding with the Newport is proved. The Newport has not shown what other vessel it was, if any other, that collided with her or with the John K. Shaw. 

These circumstances present a pretty strong prima facie presumption and probability that it was the John K. Shaw with which the Newport collided. But the most important circumstance of all, if true, is that the schooner that collided with the Newport sank shortly after. If that could be deemed proved, it would have great weight in discrediting the opposing testimony; for, if another three-masted schooner had been sunk and lost there on the 23d, that fact would in all probability have become known and reported; although this, even, would not be certain, since it might be a schooner returning from a long voyage, and her wreck might have wholly disappeared. But one of the weakest parts of the libelants' testimony is the alleged sinking of the schooner with which the Newport collided. If, on the other hand, that schooner did not sink at the time, or is not known to have sunk; and, still more, if the direction and the kind of the colliding blow were not such as were likely to cause a schooner to sink; and if the schooner, after passing the steamer, showed no signs of sinking, and gave no signal for assistance, though means of doing so were at hand,—then the other circumstances relied on by the libelants are obviously wholly inconclusive. 

Careful consideration of the particulars, as regards each of the circumstances relied on by the libelants, has satisfied me not only that they are insufficient to establish their case by a preponderance of proof; but that, notwithstanding my first impressions to the contrary, the probabilities, upon the facts and circumstances proved by the claimants, are that, however the John K. Shaw may have been sunk, it was not through the Newport, but that the schooner colliding with the latter was another vessel. I shall state some of the chief reasons only for this conclusion, without going into all the details of the testimony. 

(1) There is no satisfactory proof that the schooner that collided with the Newport was substantially injured. The weight of direct proof, and the probabilities of the case, are to the contrary. The mess-boy is not supported by Murphy, who stood by him watching the schooner. The latter says she sailed away into the darkness, as usual, apparently uninjured. The testimony of the other two seamen for the libelants, that they thought she sank, is based upon her disappearing suddenly some five or ten minutes after the collision, and a half mile or so distant, whereas they thought she should have been seen longer; but their credibility and good judgment are cer- [Page 660 / 661] tainly not sustained by their further testimony that a schooner on that night could be seen, as the one says, seven miles, the other twenty miles, off. Four other witnesses who were watching the schooner from a better post of observation say that she gradually disappeared, sailing away, as usual, into the darkness, without apparent injury. The night was dark, being still clouded and thick to the south and east from the previous snow, but clearing to the westward. 

(2) Most of the witnesses say that the schooner, before the collision, was sailing close-hauled, and therefore heading about N. by E.; that her sails at the collision were shaking from an apparent luff to avoid the Newport; and all say that after raking past the steamer she sailed away, or filled away, upon her previous course, until she disappeared from sight. This would not be natural or probable if she had been seriously injured as to sink within 10 or 15 minutes after the collision. 

(3) The schooner gave no call for help, nor signal of any kind indicating disaster or need of assistance. As she passed the steamer, several of the witnesses heard something said from the quarter deck. Two witnesses say it was in substance, 'Where in h—l are you going;' an exclamation certainly not indicative of serious injury or impending disaster. After she had passed, a light like that of a lantern was seen on board; but it was not swung, nor was any other signal for help displayed. It is scarcely credible that the vessel should have filled away on her course, and exhibited no signal for help, if so damaged as to sink shortly after. 

(4) The libel alleges that the colliding blow was given on the schooner's starboard bow, forward of the foremast,—the lookout of the steamer so testifies; and, if this had been true, doubtless the schooner would have been cut in two or capsized. But all of the other witnesses of the collision disprove the lookout's account in this respect. The blow was clearly a glancing blow upon the schooner's starboard quarter, given when the schooner, having luffed somewhat, was heading either N. or a little W. of N., while the steamer was heading about S. 1-2 W.; and the schooner's quarter raked along the steamer's side, as shown by the mark on the latter, for some 50 or 60 feet, beginning about 25 feet from the steamer's stem. Such a blow was not one that would necessarily do much damage to either vessel. It did none to the steamer, and the subsequent conduct of the schooner would indicate that none was done to her. If so, that furnishes all the explanation called for to account for the absence of proof of the name of the schooner collided with. The collision, in this view, was not one that required reporting, and accordingly was not reported; and hence the schooner was unknown. The steamer, for the same reason, made no official report of her collision, as she would have done had it been accompanied by damage. 

(5) There is no certain proof that the Shaw was sunk by collision. [Page 661 / Page 662] The breaking of the sides of her deck might have occurred in foundering, and from the great weight of iron on deck. So far as the appearances indicate a collision, however, they would indicate a different kind of collision from that with the Newport, viz., a collision on the port side, instead of one on the starboard side; and in the waist, cutting her in two, instead of a glancing blow along the starboard quarter. The wreck of the Shaw showed the taffrail mainly in place, and the rail and stanchions for a considerable distance still standing on the starboard quarter much further than along the port quarter. A sideling blow from the Newport on the schooner's starboard quarter could only have caused her to sink from crushing in that part of her; and it is hardly conceivable that a blow sufficient to crush in her quarter could have left her rail and stanchions standing; and the Shaw's wreck indicated a blow, if any, upon the opposite side. 

(6) A moment or two before the collision, the steamer's wheel was hard a-starboard, and her engines were stopped for five minutes. Her previous speed, aided by the wind, was about 15 knots. Under her starboard wheel she swung to port till she headed due north, when she went ahead under one bell at 'half speed,' being about nine knots. In swinging round to due north she would have gone due east from the meridian of the collision at least a third of a mile. She continued going north about 10 or 15 minutes, without seeing any signs of the schooner, and then swung around again to the southward, and continued on her course. As the schooner was probably going at the rate of six to seven knots, if she continued on her course without injury she would not have been overtaken by the steamer, on this return of about two miles to the northward, after the five-minutes stop of her engines. But, if the schooner had been seriously damaged, she would not have been likely to continue under full sail to the northward; and she would probably have been seen, or at least some boats or signals for help would probably have come into view, since there was clearly ample time, while the schooner was in sight, and before the steamer had got headed to the northward, to have launched her small boats. 

(7) The weight of testimony leaves no doubt that on board the Newport there was not, at the time, any belief or thought that the schooner had been sunk or materially injured; and such is the entry in her log. All the circumstances point to this belief on their part; and the testimony of one or two of the discharged seamen to the contrary is not sustained. Every probability is otherwise. 

(8) It is not wholly insignificant that out of the seven witnesses that looked down upon the deck of the schooner as she passed the steamer, illuminated to some extent by the steamer's lights, not one noticed any deck cargo; while the Shaw's large deck-load of iron must have been easily distinguishable. 

(9) The evidence all tends to show that the place of the Newport's collision was some two or three miles from the place where the wreck [Page 662 / Page 663] of the Shaw was found the next afternoon. This conclusion depends, to some extent, on estimates; but by no means wholly so. The place of the wreck is fixed, by its bearings from the stations Nos. 5 and 6, as less than five miles off Deal beach. The officer at station No. 5 testified at the trial that it bore from his station S. E. He afterwards made affidavit that he should have said E. S. E.; and as it bore E. by N. from station No. 6, the former would make the wreck less than three miles from shore; the latter, four and a half miles. 

All the witnesses from the Newport, however, as well as three for the libelant, estimate the place of the collision as from seven to eight miles off shore. The master went out further than usual to avoid the many coasters that had gathered near shore during the thick and snowy weather previous. It is scarcely probable that all on board should have misjudged the distance from shore in the same way, by making it one-third greater than it was. 

The distance and course run by the steamer after passing Sandy Hook and Scotland lightship, and the bearing of the Highland lights, after the Newport had got headed north, confirm the estimates given by the witnesses of their distance from shore at nearly seven miles. Upon heading north, the Highland lights, as the pilot testifies, bore 'about N. N. W.;' the two lights being in range and showing as one. The master says that the Scotland lightship at the same time bore N. by W. westerly. By passing from half a mile to a mile to the eastward of the latter at 5:50 and running 40 minutes S. by E., and then 10 minutes S. 1/2 W., as the master testifies she did run, the steamer would have reached, at 6:40 P.M., when the engine was stopped, about 12£ miles from the Scotland light-ship, and would be bearing, when headed to the northward, within half a point of S. S. E. from the Highland lights, which the pilot says bore 'about N. N. W.;' and this would also bring the Scotland light-ship N. by W. westerly, as the master testifies. This would make the steamer about seven miles from shore. The mate's statement that the Highland lights bore N. N. W. from the steamer after she got headed south again, I consider a mistake, as it is not reconcilable with anything else in the case, nor with the libelants' theory. 

The witnesses upon whom the libelants rely for proof that the schooner struck by the Newport was seen to sink, not only testify under somewhat suspicious influences, but the force of their testimony is greatly weakened by the manifest mistakes and improbabilities that attend it. One of the witnesses, Anderson, who says the schooner disappeared suddenly when about half a mile distant, also says 'it was a clear night at the time;' that the steamer was 'under full speed;' that it was moonlight; and that without moonlight the schooner could not be seen a half mile off, but thinks it could have been seen a quarter of a mile. Now, the proof is certain that the steamer was not then under full speed, but that her engines were either stopped or going slow; that it was not then a clear night; and, [Page 663 / Page 664] as the moon fulled on the evening of February 11th, there was no moon above the horizon at 7 P.M. of the 23d. From this it is manifest that not only can no value be attached to the witness' inference that the schooner sank when half a mile off because she suddenly disappeared, but the false circumstances stated discredit him altogether. There are other circumstances that compel me to withhold confidence from the statements of the other witnesses that testify that they saw the schooner sink. 

These circumstances altogether are sufficient, as it seems to me, to explain and to outweigh the apparent probabilities against the Newport at first presented. Her narrative is not attended, so far as I can perceive, by any serious inconsistencies, or by any difficulties or improbabilities. I cannot regard the case of the libelants, therefore, as established by any such preponderance of proof as to warrant a decree against the Newport, and the libel must be dismissed. The Grace Girdler, 7 Wall. 196; The Albert Mason, 2 Fed. Rep. 821; S. C. 8 Fed. Rep. 768; The City of Chester, 18 Fed. Rep. 603. But, considering the misfortune of the libelants, and their apparent probable case, the dismissal may be without costs."

Source:  The Newport, 28 F. 658 (S.D.N.Y., 1886) (Federal Reporter).

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The Original Name of a Famous Pelham Roadway Was "Woolf's Lane"

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Wolfs Lane extends from today's Boston Post Road to the New Haven Main Line railroad tracks where it becomes Fifth Avenue, the principal commercial stretch within the Village of Pelham.  Pelhamites have debated for years whether the proper name of the road is Wolfs Lane or Wolf's Lane (i.e., with or without an apostrophe).  There is, however, evidence that the original name of the roadway was "Woolf's Lane."  This, of course, would make sense because the pathway that became the roadway extended from today's Boston Post Road to the homestead of early Pelham settler John Anthony Woolf (known in Pelham as "Anthony Wolf").  Woolf was a shoemaker and early Mormon convert who settled his family during the 1830s in a homestead once located on the north side of Third Street between today's Fifth Avenue and Sixth Avenue long before the area became known as "Pelhamville."  The roadway, of course, is named after John Anthony Woolf.

There are a few early records that refer to the roadway as "Woolf's Lane."  None of those early records refers to it as either "Wolf's Lane" or "Wolfs Lane."  

For example, on Monday, December 23, 1872, the Board of Supervisors of Westchester County met in an adjourned meeting of the Board's Annual Session.  One matter before the Board was the Town of Pelham's application to issue bonds to fund the "building, completing and repairing of a road now being constructed in said town, and known as Woolf's Lane, and for the building, completion and repairing a certain road in said town, running from Woolf's Lane to Hutchinson's River. . ."

The town officers of Pelham had made application to be permitted to borrow $2,000 to build, complete, and repair "Woolf's Lane."  The matter had been referred to the Judiciary Committee of the Board of Supervisors.  Reporting that day on behalf of the Judiciary Committee, Supervisor Odle Close reported that the committee had considered the matter favorably and proposed the following resolution:

"Resolved, That the Supervisor of the town of Pelham be, and he hereby is authorized, with the consent of the Justices of the Peace, Town Clerk and Commissioners of Highways of said town, to borrow on the credit of said town the sum of $12,000, for the building and completing a highway in said town, known as Woolf's Lane; and also a highway running from Woolf's Lane to Hutchinson's River; and also a bridge across said Hutchingson's [sic] River; that the bonds or obligations to be issued to secure such loan shall be exercised by the Supervisor of said town, and shall be executed by the Supervisor of said town, and shall be each of the denomination of $500, and bear interest, respectively, at the rate of 7 per cent per annum; that the entire principal sum and interest shall be made payable within eleven years from the date of said bonds or obligations, at the East River Savings Institution, and the consent of the Justices of the Peace, Town Clerk and Commissioners of Highways of said town to the issuing thereof, shall be endorsed on said bonds or obligations, and upon each and every of them."

As the authorized work later was being performed, public records continued to reference the roadway as "Woolf's Lane."  For example, an abstract of the town accounts of various Westchester towns published on the front page of the February 23, 1877 Eastern State Journal of White Plains.  The abstract of accounts audited by the Board of Town Auditors of the Town of Pelham indicated that during 1876, the Town of Pelham appropriated $300 "To build retaining walls on road from Woolf's lane to Hutchinson river."  See Fri., Oct. 23, 2015:  Abstract of the Town Accounts of the Town of Pelham in 1876.

John Anthony Woolf in An Undated Photograph. Caption:

"Born July 31, 1805. Came to Utah Oct. 6, 1847, Edward Hunter

Company. Pres. of Seventies. Bishop's Counselor, Farmer and

Stockraiser." Source: Esshom, Frank, PIONEERS AND PROMINENT

MEN OF UTAH COMPRISING PHOTOGRAPHS - GENEALOGIES -

BIOGRAPHIES, p. 96 (Salt Lake City, UT: Utah Pioneers Book Publishing

Co., 1913).  NOTE:  Click on Image to Enlarge.

I have written about members of the Woolf family and the Woolf Homestead (often referenced in an anglicized fashion in local records as the "Wolf Homestead) on numerous occasions.  See, e.g.:

Tue., May 09, 2017:  Absolom Woolf, Famed Original Mormon Convert, Born in Pelham in 1832.

Thu., Aug. 27, 2015:  More About Anthony Wolf of Wolfs Lane Fame Who Built the Wolf Homestead that Once Stood in Pelhamville.

Wed., Aug. 26, 2015:  Stories About The Old Wolf Homestead in Pelhamville, Told by J. Gardiner Minard.

The Anthony Woolf Homestead that Once Stood in Pelhamville in an

Undated Photograph Courtesy of The Office of The Historian of the 

Town of Pelham.  NOTE:  Click Image to Enlarge.

No one knows how the name of the roadway came to be anglicized to "Wolf's Lane."  Nor is there any indication as to why the roadway since has been referenced in official and unofficial records as "Wolfs Lane" without any apostrophe.  It certainly seems, however, that in its earliest days, when the roadway was still under construction, it was named "Woolf's Lane."

*          *          *          *          *

"MONDAY, December 23, 1872.

Board met pursuant to adjournment. . . . 

MR. CLOSE, from Committee on Judiciary, to which was referred the application to borrow money upon the credit of the town of Pelham, presented the following report thereon; said report was considered and adopted, two-thirds of all the members of the Board, including the Supervisor of the town of Pelham voting in favor thereof.

To the Board of Supervisors:

The Judiciary Committee, to whom was referred the application of the town officers of the town of Pelham, for authority to the Supervisor of said town to borrow the sum of $2,000 for, and upon the credit of said town, for the purpose of building, completing and repairing a road now being constructed in said town, and known as Woolf's Lane, and for the building, completion and repairing a certain road in said town, running from Woolf's Lane to Hutchinson's River, and also for building and completing a bridge across said Hutchinson's River, pursuant to chapter 855 of the Laws of 1869, respectfully report that your committee have had the matter under consideration, and submit for adoption the following resolution:

Resolved, That the Supervisor of the town of Pelham be, and he hereby is authorized, with the consent of the Justices of the Peace, Town Clerk and Commissioners of Highways of said town, to borrow on the credit of said town the sum of $12,000, for the building and completing a highway in said town, known as Woolf's Lane; and also a highway running from Woolf's Lane to Hutchinson's River; and also a bridge across said Hutchingson's [sic] River; that the bonds or obligations to be issued to secure such loan shall be exercised by the Supervisor of said town, and shall be executed by the Supervisor of said town, and shall be each of the denomination of $500, and bear interest, respectively, at the rate of 7 per cent per annum; that the entire principal sum and interest shall be made payable within eleven years from the date of said bonds or obligations, at the East River Savings Institution, and the consent of the Justices of the Peace, Town Clerk and Commissioners of Highways of said town to the issuing thereof, shall be endorsed on said bonds or obligations, and upon each and every of them.

All of which is respectfully submitted.

ODLE CLOSE,                 )
AMHERST WIGHT, Jr.     }     Judiciary
DANIEL HUNT,                }      Committee.
E.G. SUTHERLAND,       ) "

Source:  ANNUAL SESSION OF THE BOARD OF SUPERVISORS OF WESTCHESTER CO., pp. 363 & 366-67 (Westchester County:  1873).  

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1873 Committee Report on Proposal to Have Westchester County Purchase City Island Bridge

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In 1872, the Board of Supervisors of Westchester County appointed a special committee to study and prepare a report regarding whether the county should purchase (and take over) City island Bridge between the mainland and City Island, then a part of the Town of Pelham.  The initiative was pushed by Pelham Town Supervisor Benjamin Hegeman who served as supervisor from 1861 until 1873.  Today's Historic Pelham article provides background and context for the report issued by the special committee.

Today we seem to think nothing of hopping onto I-95 with an EZ-Pass and paying tolls to travel the highway, cross the Tappan Zee, and -- frankly -- travel throughout the region.  Things were similar in the 19th century, though Westchester County decided to do something about it.  

In the 19th century there were tolls everywhere in the region as well.  The Harlem Bridge was a toll bridge.  Pelham Bridge was a toll bridge.  The Westchester Turnpike and Post Road, otherwise known as the section of today's Boston Post Road that passes through Pelham Manor, was a toll road.  Other bridges and highways in the county required tolls as well.  

The people of Westchester were not happy about it.  Thus, Westchester County pursued a lengthy initiative to open its bridges and thoroughfares to free use.  It rebuilt the Harlem Bridge and removed the toll.  It purchased Pelham Bridge from stockholders and made it a free bridge.  It purchased the Westchester Turnpike and Post Road and opened it to the public.  And, in 1872 and 1873, it considered purchasing City Island Bridge, then a toll bridge that exacted cash from every Pelhamite who used the bridge to get to and from their homes and businesses on the island.  

On December 8, 1872, during a meeting of the Board of Supervisors of Westchester County, Pelham Town Supervisor Benjamin Hegeman proposed a resolution to appoint a committee of three people to prepare a special report to the board regarding "the propriety and expediency of purchasing the City Island Bridge."  Under the Board's rules, the resolution was laid over until the following day.  The following day, the Board of Supervisors adopted the resolution.

Several days later, on December 23, 1872, the Chair of the Board of Supervisors, F. M. Carpenter, announced that he had appointed three members to the Special Committee to prepare a report on whether to purchase the City Island Bridge.  They were Odle Close (Supervisor of the Town of North Salem), Edmund G. Sutherland (Supervisor of White Plains), and George W. Davids (Supervisor of New Rochelle).   

The Committee worked for the next two weeks to study the matter, come to its conclusions, and prepare its special report.  The matter, however, was controversial and the Committee could not reach a consensus.  The Supervisors of White Plains (Mr. Sutherland) and New Rochelle (Mr. Davids) supported purchase of the City Island Bridge to make it free.  Supervisor Close of North Salem apparently opposed such a purchase.

On January 4, 1873, a "majority" of the Committee (i.e., the two members who supported purchase of the City Island Bridge) presented a report to the full Board of Supervisors.  The brief report, quoted in full below, sheds fascinating light on the history of the City Island Bridge.  

The report noted that City Island had a population of about one thousand.  It noted the economic importance to the County of the small island in the Town of Pelham.  It emphasized the importance of the oyster and ship building industries on the island and further noted that of the roughly 300 acres of land on the island, 250 acres were devoted to farming with a great deal of "gardening" on the remaining 50 acres.  

The report recounted a little of the history of the City Island Bridge.  It noted that the City Island Bridge Company was chartered in 1864 by an act of the State Legislature with a capital stock of $50,000.  Of that capital stock, the company issued $33,700 worth of shares to fund construction of the first wooden City Island Bridge which opened on July 4, 1869.  The bridge cost $33,689.98 to construct.  A majority of the stock was purchased by Pelham residents.  The remainder was bought by residents of Westchester County, New York City, and Brooklyn.  According to the report, the non-Pelham residents bought the stock "not as a valuable investment, but to afford a relief to the people of Pelham in getting to and from City Island, which is a portion of said town."

The report recounted the recent history of the County in acquiring and opening to the public toll bridges and toll roads throughout the County.  It then concluded that:

"The town of Pelham has been called upon to pay its equal share, according to the taxable property of its inhabitants, of the expenses incurred in the purchase for erection and and repair of turnpikes and bridges, without enjoying an equal share of the benefits derived therefrom.  The undersigned are therefore of the opinion that the people of Pelham are justly entitled to relief at the hands of the County from the onerous and oppressive special taxation in the form of heavy tolls which they are called upon to bear in passing from one part of said town to another part of it.  No other town in the County is situated like the town of Pelham, it being divided by a body of water which cannot be crossed in the absence of a bridge except by a ferry boat or other vessel.  In view of these facts and circumstances the undersigned do not hesitate to recommend the purchasing of City Island Bridge, providing it can be purchased at a sum not exceeding $25,000, one half of the purchase money to be advanced by the County and the other half by the town of Pelham."

In effect, the report concluded that unlike most other toll roads and toll bridges acquired by the County and made free, the City Island Bridge would be acquired by the Town of Pelham and Westchester County.  Pelham residents, therefore, would pay more than other residents of the County for maintenance of the bridge since a portion of both their County and Town taxes would pay for such expenses.

The report concluded by recommending passage of the following proposed resolution:

"Resolved, That the Senator from this District and the Members of Assembly from the County be and they are hereby requested to procure the passage of an Act at the ensuing session of the Legislature, to authorize the Board of Supervisors of this County to purchase, at their discretion, City Island Bridge, at a cost to said County not exceeding $12,500, provided the town of Pelham shall pay the balance of the cost of said purchase, and that the said Act also provide for the issue of the bonds of the County and the bonds of the town of Pelham necessary to cover the amount of said purchase."

Immediately upon presentation of the Special Report by the Committee, Odle Close of North Pelham moved that consideration of the report by the Board of Supervisors "be indefinitely postponed."  The Board voted 14 to 4 in favor of postponing consideration "indefinitely."

This initiative to have Westchester County and Pelham purchase the City Island Bridge and make it free withered on the vine.  

"Old City Island Bridge" Source: "Chapter XX: City Island"

in History of Bronx Borough City Of New York Compiled for

The North Side News By Randall Comfort, p. 59 (NY, NY: North

Side News Press: 1906). NOTE: Click on Image to Enlarge.

*          *           *          *          *

"WEDNESDAY, December 8 [sic; should be 18], 1872.

Board met pursuant to adjournment. . . .

Mr. HEGEMAN presented the following resolution:

Resolved, That a Committee of Three be appointed by the Chairman of this Board to inquire into and report to this Board as to the propriety and expediency of purchasing the City island Bridge, connecting said City Island with the main land in the town of Pelham.

Laid over under the rule."

Source:  ANNUAL SESSION OF THE BOARD OF SUPERVISORS OF WESTCHESTER CO., p. 342 (1873).  

"THURSDAY, December 19th, 1872.

Board met pursuant to adjournment.

Present -- F. M. CARPENTER, Esq., Chairman, and a quorum of members. . . . 

2 O'CLOCK P. M.

Board reassembled.

Present -- F. M. CARPENTER, Esq., Chairman and a quorum of members.

Mr. HEGEMAN called up the resolution presented by him yesterday, relative to City Island Bridge, whereupon said resolution was considered and adopted. . . ."

Source:  ANNUAL SESSION OF THE BOARD OF SUPERVISORS OF WESTCHESTER CO., p. 361 (1873).   

"MONDAY, December 23, 1872.

Board met pursuant to adjournment. . . . 

2 O'CLOCK, P. M.

Board re-assembled. . . .

The Chair announced the following Special Committees:

On City Island Bridge, Messrs. Sutherland, Close, and Davids.

Source:  ANNUAL SESSION OF THE BOARD OF SUPERVISORS OF WESTCHESTER CO., p. 371 (1873).  

"SATURDAY, January 4, 1873.

Board met pursuant to adjournment. . . . 

1 1/2 O'CLOCK, P. M.

Board re-assembled. . . . 

[Page 448]

Dated January 4, 1873.

CHARLES E. JOHNSON,
Clerk of the Board of Supervisors.

Mr. SUTHERLAND, from Special Committee on purchase of City Island Bridge, presented the following report thereon:

To the Board of Supervisors:  

The undersigned, a majority of the Special Committee to whom was referred the question of the propriety of purchasing City Island Bridge, respectfully report, that they have had the matter under consideration, heard parties in relation thereto, and from the evidence presented and the circumstances of the case, have arrived at the following conclusions.

First -- That the City Island Bridge Company was chartered by an act of the Legislature of 1864, with a capital stock of $50,000, with the privilege of extending the amount to _________.  [Left blank in the original.]  That a majority of the stock was taken by a few liberal and public spirited residents of the town of Pelham, and the balance by persons in various sections of the County, and in New York and Brooklyn, who were induced so to subscribe therefor, not as a valuable investment, but to afford a relief to the people of Pelham in getting to and from City Island, which is a portion of said town.

Second -- That City Island, between which and the main land of said town the bridge is located, contains a population of about 1,000 persons, a portion of whom are engaged in the oyster business, one of the important industries of the country, and another 

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portion in ship building.  The Island contains about 300 acres, and 250 of which are devoted to farming purposes, and gardening is also carried on in the Island to a large extent.

Third -- That City Island Bridge was erected at a cost of $33,689.98, and was completed and opened for use on the 4th day of July, 1869, as a toll bridge.  It is built of the best timber, and is a substantial structure.  The shares of stock issued amount to $33,700.

Fourth -- The policy of the County, some years since initiated of opening our bridges and other thoroughfares to free use and travel, is in the opinion of the undersigned a wise policy, for obvious reasons which need not be here enumerated.  The Harlem Bridge, formerly a toll bridge, is now a free bridge, it having been rebuilt at the expense of the Counties of Westchester and New York.  Pelham Bridge, also formerly owned by an incorporated Company, exacting toll for passing over it, has been purchased from the stockholders, paid for by the County, and is now a free bridge.  The Westchester Turnpike and Post Road has likewise been purchased from the stockholders, and paid for partly by the County, and partly by the town, through which it passes, and its toll gate removed.  The Five Mile Turnpike in the upper part of the County was also purchased from the stockholders and made a free public highway.  The Central Bridge over Harlem River was erected at a joint expense of the Counties of Westchester and New York -- the Westchester portion of said expense being borne partly by the towns of Morrisania and West Farms, and partly by the County at large.  City Island Bridge is the only bridge or thoroughfare in the County of Westchester on which tolls are now exacted from our citizens.  

Fifth -- By a special Act of the Legislature passed in 186_, [Left blank in original] the bridges over the Croton River, including its branches, were thenceforth made a charge upon the County at large, and many thousands of dollars

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have been expended in the construction of iron and other costly bridges over that river, and no session of the Board of Supervisors passes in which more or less money is not required to be expended in the repair and superintendence of these expensive structures.

Sixth -- The town of Pelham has been called upon to pay its equal share, according to the taxable property of its inhabitants, of the expenses incurred in the purchase for erection and and repair of turnpikes and bridges, without enjoying an equal share of the benefits derived therefrom.  The undersigned are therefore of the opinion that the people of Pelham are justly entitled to relief at the hands of the County from the onerous and oppressive special taxation in the form of heavy tolls which they are called upon to bear in passing from one part of said town to another part of it.  No other town in the County is situated like the town of Pelham, it being divided by a body of water which cannot be crossed in the absence of a bridge except by a ferry boat or other vessel.  In view of these facts and circumstances the undersigned do not hesitate to recommend the purchasing of City Island Bridge, providing it can be purchased at a sum not exceeding $25,000, one half of the purchase money to be advanced by the County and the other half by the town of Pelham.

To this end the undersigned recommend the passage of the following resolution:

Resolved, That the Senator from this District and the Members of Assembly from the County be and they are hereby requested to procure the passage of an Act at the ensuing session of the Legislature, to authorize the Board of Supervisors of this County to purchase, at their discretion, City Island Bridge, at a cost to said County not exceeding $12,500, provided the town of Pelham shall pay the balance of the cost of said purchase, and that the said Act also 

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provide for the issue of the bonds of the County and the bonds of the town of Pelham necessary to cover the amount of said purchase.

All of which is respectfully submitted.

E. G. SUTHERLAND,     }
                                        } Special Com. on Purchase of City Island Bridge.
GEO. W. DAVIDS.          }

Mr. CLOSE moved that the consideration of said report be indefinitely postponed.

The Chair put the question upon the motion and it was determined in the affirmative -- ayes 14, nays 4.  

On motion of Mr. CLOSE the Board adjourned until Saturday, January 18th next, at 10 1/2 o'clock, A. M."

Source:  ANNUAL SESSION OF THE BOARD OF SUPERVISORS OF WESTCHESTER CO.  pp. 448-51 (1873).  

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To learn more about the City Island Bridge, early efforts to develop a bridge from the mainland to City Island and about Benjamin Palmer, Samuel Rodman, and others involved in efforts to build such a bridge, see the following.

Fri., Jun. 09, 2017:  The Big Picture: Controversy in the 1880s Over Who Should Pay to Rebuild or Replace City Island Bridge.

Mon., Jun. 05, 2017:  For Once, Pelham Manor Mainlanders Told City Islanders "No" in 1883.

Mon., Aug. 08, 2016:  More on Unsuccessful Efforts in 1884 by Town of Pelham to Replace the Wooden City Island Bridge.

Wed., Jul. 20, 2016:  Bill Introduced in 1884 to Authorize the Town of Pelham To Build a New City Island Bridge.

Wed., May 06, 2015:  Another Interesting History of City Island Published in 1901.

Fri., Mar. 13, 2015:  An Important History of the City Island Bridge Built in 1868 and the Way Brothers' Ferry That Preceded It.

Mon., Dec. 15, 2014:  Brief History of City Island Including the Legend of the Macedonia Hotel with Photographs Published in 1906.

Thu., Dec. 04, 2014:  Park Department Commissioners Condemned -- But Didn't Close -- the "Dilapidated" City Island Bridge in 1894.

Tue., Oct. 07, 2014:  Legislative History of the 1775 Statute Authorizing Construction of City Island Bridge.

Fri., Oct. 03, 2014:  1775 Statute Authorizing Construction of City Island Bridge.

Tue., Jul. 22, 2014:  Stories of City Island Bridge Published in 1892.

Wed., May 28, 2014:  Description of City Island in the Town of Pelham Published in 1868.

Wed., Mar. 10, 2010:  1899 Article About City Island's New Bridge Describes History of Area and Includes Wonderful Images.

Wed., Dec. 05, 2007:  Photograph of the Old Wooden City Island Bridge.

Tue., Dec. 26, 2006:  1775 Statute Authorizing Samuel Rodman and Benjamin Palmer to Build City Island Drawbridge.  

Tue., May 02, 2006:  Benjamin Palmer's Advertisement in 1756 To Raise Subscriptions To Fund a Free Bridge From Manhattan.

Wed., May 17, 2006:  More About Benjamin Palmer's Involvement With Raising Funds for a Free Bridge from Manhattan. 

Fri., May 05, 2006:  1763 Announcement That City Island in the Manor of Pelham Has Been Laid Out in Lots for Sale.

Mon., May 15, 2006:  Resales of Lots in the 1760s on the Island Known Today as City Island.

Thu., Apr. 19, 2007:  An Account of How Soldiers Were "Recruited" in Pelham in 1758 for the French and Indian War.  

Mon., Jan. 29, 2007:  Palmer Family Offers One Thirtieth of City Island for Sale in 1785.

Archive of the Historic Pelham Web Site.

Home Page of the Historic Pelham Blog.

Order a Copy of "Thomas Pell and the Legend of the Pell Treaty Oak."