Brief History of the Pelham Park and City Island Railway

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."

The archives of the University of Michigan contain a bound typewritten manuscript entitled "Toonervilles of the Empire State" by Felix E. Reifschneider, prepared in 1947.  Among the fascinating summaries of tiny railroads and trolley lines that once crossed communities throughout the State of New York is a summary of the history of the Pelham Park and City Island Railway.  I have written extensively regarding this railway that began as a so-called horse railroad.  A bibliography of articles with links appears at the end of today's article.

Reifschneider's brief summary of the history of the railway stitches together various stories of the "Railway's" many iterations over the nearly forty years that some form of public transportation served the route between Bartow Station on the Branch Line and Belden Point on City Island.  The Reifschneider summary is only a page long and is well worth a read.  

"City Island Car"
Source: "Chapter XX: City Island" in History of Bronx Borough City Of
New York Compiled for The North Side News By Randall Comfort,
p. 62 (NY, NY: North Side News Press: 1906). NOTE: Click on Image
to Enlarge.

A 1.6 mile horse railroad named the "Pelham Park Railroad" opened between Bartow Station and Marhall's Corner near the Marshall Mansion on May 20, 1887.  According to Reifschneider, the line was built with thirty pound rail at three-feet-six-inch gauge.  Five days later a "companion enterprise" named the City Island Railroad "extended the operation another mile and a half to Brown's Hotel on City Island."  As I have written before, people in the Town of Pelham -- particularly those who lived on City Island -- were furious because two fares had to be paid to the two inter-related railroads to ride the single short line between Bartow Station and Brown's Hotel.

"No. 28 -- All Aboard for City Island"  An Undated Postcard

View of Passengers Boarding the Horse Railroad Heading

for City Island.  NOTE:  Click on Image to Enlarge.

Within a few years, the City Island Railroad track was extended several times until it finally reached Belden's Point at the southern tip of City Island, a distance of 1.8 miles.  According to Reifschneider, "[c]ars made thru trips from Bartow to City Island over the single track, as the two roads were always operated jointly as one."

After the annexation of the Pelham Bay Park and City Island region by New York City in 1895, the Interborough Rapid Transit Company "[f]or some mysterious legal reason," bought the two horse car lines "so as to use their charters as the basis of its vast subway-elevated system."  A few years later, on July 9, 1914, the "Interborough disposed of them" to the Third Avenue Railway.

In 1910, the railway companies became involved with the Monorail Construction Company which led to a particularly famous (or, better said, infamous) chapter in the history of City Island.  Reifschneider says the Monorail Construction Company "was probably looking for a likely place to try its invention."  Clearly, the technology was unproven.  An article published in 1910 called it "The One Legged Railroad of Tomorrow."  

The monorail was constructed in early 1910 and began operation, according to Reifschneider, on July 15, 1910 from Bartow Station to the north end of the City Island Bridge near Marshall's Corners.  There passengers disembarked and either walked the rest of the way or had to board a horse railroad car.  

"THE MONORAIL IN PELHAM BAY PARK, BRON, N.Y., 1910-1914"

As Reifschneider noted and the image above confirms, the monorail car "was rather narrow with wedge shaped ends.  A single rail was supported on ties in the ballast in the usual manner, with a second rail supported by a steel overhead structure.  Wheels on the roof of the car pressed against the overhead rail which kept the car upright, a much more expensive scheme than using two rails on the ground."

"MONORAIL CAR, CITY ISLAND R.R."

NOTE:  Click on Image to Enlarge.

On July 19, 1910, while loaded with passengers, the newly-opened monorail derailed.  The structure was badly damaged a number of passengers were seriously injured.  The monorail car and the superstructure were quickly rebuilt and service resumed on November 14, 1910 "with speed restricted to 15 miles per hour."

The passengers injured during the monorail derailment, however, filed damage claims that forced the companies into receivership "from which emerged a consolidated Pelham Park and City Island Railway Co. on July 1, 1913."  Less than a year later, on March 16, 1914, the monorail was taken out of service.

The life of the little railway line between Bartow Station and Belden Point was coming to an end.  According to Reifschneider, after discontinuing monorail service:

"The company leased a gasoline bus and a horse drawn stage while new standard gauge track was being built.  On August 17, 1914 thru operation began with 12 leased single truck storage battery cars over a 3-mile route, as a part of the Third Avenue Railway System. The little battery cars were a familiar part of the scene on City Island, a favorite resort for fishermen and boat enthusiasts.  But rising expenses forced abandonment of the line on August 9, 1919."

"Bartow and City Island Stage Coach Line."

NOTE:  Click on Image to Enlarge.

*          *          *          *          *

"PELHAM PARK AND CITY ISLAND RAILWAY

The Pelham Park RR was a 1.6 mile horse car line built with 30 lb. rail, at 3 ft. 6 in. gauge.  It ran from Bartow station on the NY New Haven & Hartford RR to Marshall's Corner, and started operation on May 20, 1887.  Five days later a companion enterprise, the City Island RR, extended the operation another mile and a half to Brown's Hotel on City Island.  Within the next few years, the track was extended several times for short distances until it reached Belden's Point, a total distance of 1.8 miles.  Cars made thru trips from Bartow to City Island over the single track, as the two roads were always operated jointly as one line.

For some mysterious legal reason the Interborough Rapid Transit Co. bought the two tiny horse car lines in 1903 so as to use their charters as the basis of its vast subway-elevated system.  The Interborough disposed of them to the Third Avenue Ry. on July 9, 1914.

In 1910, the companies became entangled with the Monorail Construction Co.  The latter was probably looking for a likely place to try its invention.  A single monorail car began operation on July 15, 1910 from Bartow to the north end of the City Island Bridge, where passengers had to transfer to a horse car to complete their trip.  The car was rather narrow with wedge shaped ends.  A single rail was supported on ties in the ballast in the usual manner, with a second rail supported by a steel overhead structure.  Wheels on the roof of the car pressed against the overhead rail which kept the car upright, a much more expensive scheme than using two rails on the ground.  On July 19th, the monorail car was derailed, damaging the structure and seriously injuring a number of passengers.

After reconstruction, operation was resumed on November 14, 1910 with speed restricted to 15 miles per hour.  Damage claims from the accident had forced the companies into receivership, from which emerged a consolidated Pelham Park and City Island Railway Co. on July 1, 1913.  

The monorail system was discontinued on March 16, 1914.  The company leased a gasoline bus and a horse drawn stage while new standard gauge track was being built.  On August 17, 1914 thru operation began with 12 leased single truck storage battery cars over a 3-mile route, as a part of the Third Avenue Railway System.

The little battery cars were a familiar part of the scene on City Island, a favorite resort for fishermen and boat enthusiasts.  But rising expenses forced abandonment of the line on August 9, 1919."

Source:  Reifschneider, Felix E. Toonvervilles of the Empire State, p. 26 (Orlando, FL:  Sep, 1947) (typewritten manuscript).

*          *          *          *          *

I have written about the City Island Horse Railroad more than thirty times.  For examples, see:

Thu., Jan. 22, 2015:  Lawsuit in 1884 Cleared the Way for Construction of Horse Railroad from Bartow Station to Lower Part of City Island in Pelham.  

Mon., Sep. 22, 2014:  New York City Sport Fishermen Travel the Horse Railroad in 1886 to Fish in Pelham.

Mon., Jul. 18, 2011:  City Island Horse Railroad Temporarily Shut Down in 1892 Over Cruelty Concerns.

Thu., May 13, 2010:  More on the Early History of the Pelham and City Island Railroad.

Tue., May 4, 2010:  Questions Regarding the Trolley Franchise from Bartow Station to the Tip of City Island Arose in 1915.

Mon., May 3, 2010:  Efforts To Reorganize the Operators of the City Island Horse Railroad and Monorail in 1914.

Fri., April 30, 2010:  "Truly, An Illuminating Little Passage in the History of New-York!" - Efforts to Develop Shore Road Trolley Line in 1897.

Thu., April 29, 2010:  City Islanders Complain and Force the Operators of Their Horse Railroad to Agree to Replace Antiquated Cars in 1908.

Wed., April 28, 2010:  Efforts by the Pelham Park Horse Railroad to Expand and Develop a Trolley Car Line on Shore Road in 1897.

Tue., April 27, 2010:  New York City's Interborough Rapid Transit Company Sued to Foreclose a Mortgage on the Horse Railroad in 1911.

Mon., April 26, 2010:  Public Service Commission Couldn't Find Marshall's Corners in 1909.

Fri., March 5, 2010:  Construction of the City Island Horse Railroad in 1887.

Thu., March 4, 2010:  Beginnings of Horse Railroad - News from Pelham and City Island Published in 1884.

Wed., March 3, 2010: 1879 Advertisement for Robert J. Vickery's City Island Stage Line, A Predecessor to the City Island Horse Railroad.

Tue., March 2, 2010:  1901 Report Indicated that The Flynn Syndicate Planned to Buy the Pelham Bay Park & City Island Horse Car Line.

Mon., March 1, 2010:  Flynn Syndicate Buys the City Island Horse Car Line in 1907 to Incorporate It Into Electric Trolley Line.

Fri., February 26, 2010:  1913 Decision of Public Service Commission to Allow Reorganization of City Island Horse Railroad for Electrification.

Thu., February 25, 2010:  Photograph of Patrick Byrnes and Article About His Retirement of the City Island Horse Car in 1914.

Wed., February 24, 2010:  Attempted Suicide of City Island's Long-Time Horse Car Driver

Wed., February 3, 2010:  Early Information Published in 1885 About the Organization of the "City Island Railroad", a Horse Railroad from Bartow Station to City Island

Tue., February 2, 2010:  Information About the Pelham Park Railroad at its Outset

Fri., January 22, 2010:  1884 Account of Early Origins of Horse Railroad Between Bartow Station and City Island.

Mon., January 4, 2010: 1888 Local News Account Describes Altercation on the Horse Railroad Running from Bartow Station to City Island.

Wed., December 2, 2009:  Accident on Horse-Car of the Pelham Park Railroad Line in 1889.

Thu., December 31, 2009:  1887 Election of the Board of Directors of The City Island and Pelham Park Horse Railroad Company.

Tue., September 1, 2009:  Pelham News on February 29, 1884 Including Talk of Constructing a New Horse Railroad from Bartow to City Island.

Wed., Jan. 04, 2006:  Another Post Card Image of the Horse Car That Ran Between Bartow and City Island.

Fri., Dec. 30, 2005:  Subdivision Development Map Created in 1873 for Bartow Village in the Town of Pelham.

Mon. Dec. 12, 2005:  19th Century Subdivision Map of Planned Bartow Village.

Thu. Jul. 21, 2005:  Today's Remnants of the Bartow Station on the Branch Line Near City Island.

Thu., June 23, 2005:  Horse Cars Come To City Island in the Town of Pelham in the 1880s.

Thu. Mar. 24, 2005:  The Bartow Area of Pelham in the 19th Century: Where Was It?

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."

Public Service Commission Couldn't Find Marshall's Corners in 1909

Please Visit the Historic Pelham Web Site
Located at http://www.historicpelham.com/.
Please Click Here for Index to All Blog Postings.

Marshall's Corners once was an area in the Town of Pelham near the Marshall Mansion known as Hawkswood on the mainland near the City Island Bridge.  Marshall's Corners was a stop on the horse railroad where the Pelham Park Railroad once joined the City Island Railroad in an area annexed by New York City in the mid-1890s. 

After the annexation, Marshall's Corners was removed from maps of the area.  That, it seems, presented a bit of a problem during hearings of the Public Service Commission conducted in 1909 as the Commission considered an application of the American Monorail Company for permission to issue $100,000 in bonds for construction of the now infamous monorail that replaced the horse railroad. 

The article below describes the Commission's troubles determining the location of Marshall's Corners during the hearing.

"MARSHALL'S CORNERS HARD TO FIND.
-----
Maps of City Searched in Vain for It at Monorail Hearing Before P.S.C.

The whereabouts of Marshall's Corners, New York City, provided a poser at a Public Service Commission hearing held yesterday to pass on the application of the American Monorail Company for permission to issue $100,000 in bonds for the construction of its monrail road from Bartow station to Belden's Point, City Island.  Bion L. Burrows, president of the company, and Commissioner John E. Eustis, who was holding the hearing, got out all the maps accessible, and finally decided that Marshall's Corners used to be in Pelham Bay Park, but was crossed off the map some years ago.  At any rate, it is the point where the Pelham Park Railroad joins the City Island Railroad.  These two roads at present operated a horse car line over the proposed route of the monorail road.

Of the $100,000 of new bonds, $55,000 will go toward refunding the maturing obligations of the Pelham Park and City Island roads and $45,000 will go toward the construction of the new monorail line.  The total cost of this line is figured at $76,731, divided as follows:  Construction, $38,181; three monorail cars, $20,530, and hower house, $18,000.

'We are all ready to go ahead with the construction of the road, said Mr. Burrows.  'The city has given us the right to proceed through Pelham Bay Park, hedged about with certain restrictions.  We hope to have the road in operation in the fall.'

The Board of Estimate and Apportionment has already approved of the route, as has the Public Service Commission and it is expected that the commission will act favorably on the bond issue.  The hearing was adjourned until next Wednesday."

Source:  Marshall's Corners Hard To Find, New-York Tribune, Apr. 25, 1909, p. 5, col. 4.

Please Visit the Historic Pelham Web Site
Located at http://www.historicpelham.com/.
Please Click Here for Index to All Blog Postings.

More on the So-Called "Horse Railroad" that Once Ran from Bartow Station to City Island

Please Visit the Historic Pelham Web Site
Located at http://www.historicpelham.com/.
Please Click Here for Index to All Blog Postings.

Recently I have documented here a great deal of the research I have conducted on the City Island Horse Railroad that once ran from Bartow Station to the end of City Island.  Examples of such postings appear at the end of today's posting.  Today's posting documents some additional research relevant to the end of the railroad companies that once oversaw the horse railroad that ran from Bartow Station.

In 1914, at the request of the President of Bronx and the Commissioner of Parks (Bronx), the Bureau of Franchise of the Board of Estimate and Apportionment of the City of New York conducted a number of inquiries and prepared a number of reports relating to the City Island Railroad Company (Pelham Park Railroad Company and Pelham Park & City Island Railway Company, Inc.). 

A series of reports were presented to the Bureau of Franchise on March 6, 1914, March 20, 1914, April 3, 1914 and October 30, 1914.  The subjects of these reports have been described as follows: 

"Status of old companies and their rights.  Removal of monorail tracks and temporary power house from Pelham Bay Park.  Action against Pelham Park Railroad Company for forfeiture of franchise.  Failure of reorganized Company to live up to agreement with Public Service Commission.  Operation of buses by Commissioner of Parks.  Application of reorganized Company for consent of City as a property owner to railway in Pelham Bay Park and for its approval of railway from Marshall's Corner to City Island."

[and]

"Acquirement of properties by Union Railway Company of New York City; temporary permit for operation on route to be fixed."

Source:  Report of the Bureau of Franchise of the Board of Estimate and Apportionment of the City of New York - 1914, p. 74 (NY, NY:  M.B. Brown Printing & Binding Co. 1915).

The reports recommended the following actions be taken by the Board:

"(For previous reports and action, see Annual Reports, 1911-1912-1913.)
January 23, 1914 -- Order of Public Service Commission extending time to April 1, 1914, for completion of construction and issue of capital stock by reorganized company, received and filed.

March 20, 1914 -- On Report of Bureau reciting failure of reorganized Company to comply with order of Public Service Commission and to apply to Board for necessary rights (presented March 6, 1914) resolution adopted requesting Commission to co-operate with Board to relieve situation and directing Commissioner of Parks to take steps to remove temporary power house from Pelham Bay Park and to issue no further permits for wire construction; Commissioner also authorized to establish and operate a temporary 'bus service at 5-cent fare.

April 3, 1914 -- Report of Bureau reciting commencement of 'bus service on March 21, 1914; also commencement of similar service by Interborough Rapid Transit Company.  Application of reorganized Company for consent and approval of City to new railway, referred to Committee on Transit.

April 17, 1914 -- Report of Commissioner of Parks re operation of 'bus service and removal by railway company of its property from Pelham Bay Park; also communication from City Island Board of Trade thanking Board for 'bus facilities to be sent Public Service Commission.  Order of Public Service Commission extending time to June 1, 1914, for completion of construction by reorganized Company, received and filed.

July 9, 1914 -- Presentment of Bronx County Grand Jury recommending grant of permit by City for operation in Pelham Bay Park and that Public Service Commission should thereafter require Company to construct and operate railway by electric system.  Referred to Committee on Transit.

July 10, 1914 -- It appearing that the Union Railway Company has acquired control of Company and was about to apply for franchise, resolution adopted authorizing Commissioner of Parks to issue temporary permit for railway through Park on Route to be fixed  by President of Bronx, Commissioner of Parks and Chief of Bureau of Franchises with usual stipulation to remove structure if no franchise obtained.

October 2, 1914 -- Order of Public Service Commission extending time to December 31, 1914, for completion of construction by reorganized Company, received and filed.

October 16, 1914 -- Request of Corporation Counsel for Board's attitude as to forfeiture proceedings already instituted against Pelham Park Railroad Company, referred to Bureau.

October 30, 1914 -- On report of Bureau reciting grant of temporary permit by Commissioner of Parks, Corporation Counsel directed to procure adjournments of forfeiture action pending application of Company for franchise."

Source:  Id., pp. 74-75.

For other postings reflecting research on the City Island horse railroad, see:

Fri., March 5, 2010:  Construction of the City Island Horse Railroad in 1887.

Thu., March 4, 2010:  Beginnings of Horse Railroad - News from Pelham and City Island Published in 1884.

Wed., March 3, 2010:  1879 Advertisement for Robert J. Vickery's City Island Stage Line, A Predecessor to the City Island Horse Railroad.

Tue., March 2, 2010:  1901 Report Indicated that The Flynn Syndicate Planned to Buy the Pelham Bay Park & City Island Horse Car Line.

Mon., March 1, 2010:  Flynn Syndicate Buys the City Island Horse Car Line in 1907 to Incorporate It Into Electric Trolley Line.

Fri., February 26, 2010:  1913 Decision of Public Service Commission to Allow Reorganization of City Island Horse Railroad for Electrification.

Thu., February 25, 2010:  Photograph of Patrick Byrnes and Article About His Retirement of the City Island Horse Car in 1914.

Wed., February 24, 2010:  Attempted Suicide of City Island's Long-Time Horse Car Driver

Wed., February 3, 2010:  Early Information Published in 1885 About the Organization of the "City Island Railroad", a Horse Railroad from Bartow Station to City Island

Tue., February 2, 2010:  Information About the Pelham Park Railroad at its Outset

Fri., January 22, 2010:  1884 Account of Early Origins of Horse Railroad Between Bartow Station and City Island

Tue., September 1, 2009:  Pelham News on February 29, 1884 Including Talk of Constructing a New Horse Railroad from Bartow to City Island

Wed., December 2, 2009:  Accident on Horse-Car of the Pelham Park Railroad Line in 1889

 Thu., December 31, 2009:  1887 Election of the Board of Directors of The City Island and Pelham Park Horse Railroad Company

Mon., January 4, 2010:  1888 Local News Account Describes Altercation on the Horse Railroad Running from Bartow Station to City Island

 Please Visit the Historic Pelham Web Site
Located at http://www.historicpelham.com/.
Please Click Here for Index to All Blog Postings.

A History of the Early Years of City Island When it Was Part of the Town of Pelham, Published in 1927

Please Visit the Historic Pelham Web Site

Located at http://www.historicpelham.com/

Click here to see a single index of all Historic Pelham Blog Postings to date.

Regular readers of the Historic Pelham Blog likely realize (as the banner at the top of the site suggests) that many posts are my research notes regarding issues of interest regarding the history of Pelham and surrounding areas. Today's post is another example of such an instance.

Below is text that I have transcribed from portions of a book published in 1927 entitled "The Bronx and Its People: A History, 1609-1927". The excerpt deals with issues relating to the history of portions of Pelham annexed by New York City in the mid-1890s. A full citation to the source appears beneath the excerpt.

"In Pelham -- Nearly all of the part of the township of Pelham that was taken within the city of New York is included within Pelham Bay Park. There is a small section in the vicinity of the Boston Road not included in the park, and also City Island; the first part is negligible. There are now many different ways of reaching City Island. Until 1912 a one-horse, bob-tailed car, a relic of former days, used to connect with the railroad station, and for a fare of five cents, the passenger was taken to Marshall's Corners at the end of Rodman's Neck; for an additional fare, he was carried to the end of the island. In 1910 a monorail electric train was inaugurated; but the first day of business was an unfortunate one, for the car met with an accident and several people were killed. City Island was originally called Minnewits, or Great [Page 346 / Page 347] Minnefords, Island. The origin of the name is doubtful, it being ascribed to Peter Minuit, the Dutch Governor and purchaser of the island of Manhattan, and also to Minnefords, Minifers, or Minnewies, the original Indian proprietors. It was within Thomas Pell's purchase of 1654, and also within his manor-grant of Pelham. It received its name of City Island from a scheme of the inhabitants of 1761-62 to establish upon the island a city that was to outrival New York. General Heath uses the name 'New City Island' in his 'Memoirs,' so that the name must have been well established in Revolutionary days. On May 10, 1763, a ferry was established 'acrosst from Mr. Samuel Rodman's Neck to said Island.' The same year a ferry was established from the north end of the island and leased to Mrs. Deborah Kicks, 'the best and fairest bidder.' On May 13, 1766, a ferry was established between the south end of the island across the Sound to Long Island; it was leased to John Barnes for five years. The first purchaser from Thomas Pell, the manor-lord, was John Smith, of the town of Bruckland (Brooklyn). The island on June 19, 176, came into possession of Benjamin Palmer, the builder of the free bridge at Spuyten Duyvil, for £2,730. He appears to have suffered considerable loss during the war; for, in 1788, he sent a petition to 'His Excellency, George Clinton, Esq., Governor in and over the State of New York, and Vice-Admiral of the navy of the same,' for relief. This failing he again petitioned for redress of grievances in 1789, this time to 'His Excellency, George Washington, President of the United States.' His distress was mitigated by a subscription.

The Revolution prevented the accomplishment of the plan of building a city upon the island, though it was revived in 1790. The island was cut up into 4,500 lots, each twenty feet front and one hundred feet in depth, besides two squares, of thirty lots each, reserved for churches, meeting-houses, schools and the like. Ten pounds was the stated price of the lots, and many were bought and sold at that price. In 1818 Nicholas Haight and Joshua Husted owned nearly all of the island as well as Rodman's Neck and what later became the Marshall estate. In the year following, forty-two acres passed into the possession of George W. [Horton]. In 1804 the State Legislature passed an act allowing the construction of a bridge between the island and the mainland, and subscriptions were started for its erection; but the attempt failed for want of support. On December 1, 1873, a toll bridge, erected by a stock company, was thrown open to the public. It occupied the site of the bridge laid down on the map of 1761. It was one thousand feet long with a draw of one hundred and twenty feet; the draw being that of the original Coles, or Harlem Bridge, at Third Avenue. A large part of the materials used in its construction came from the old United [Page 347 / Page 348] States frigate 'North Carolina,' which had been condemned and sold by the National Government. This bridge was made a free bridge in 1895, at the time of annexation, and was replaced by the present fine steel structure, constructed at a cost of $200,000, not including approaches, which was opened for public use on July 4, 1901. Work had been begun upon it in December, 1898.

In spite of the ferry and the bridge, City Island had been more or less isolated before the opening of Pelham Bay Park in 1888, and the advent of the bicycle. The inhabitants were engaged chiefly in fishing, piloting, and oyster culture. The fishing was formerly very fine, and upon a Sunday or other holiday the old bridge was lined with ardent anglers. The demolition of the old wooden bridge drove many of the anglers to the wharf at the south end of the island, at the end of the island's one long thoroughfare. In 1762, the owners of the island petitioned for four hundred feet under water, and the land was granted to them by Lieutenant-Governor Cadwallader Colden, on May 27, 1763. When the new wharf at the lower end of the island was built in 1901, we find Mrs. De Lancey asserting her claims to the land under water as an inheritrix of the ancient grant, but the case was decided against her. There are several yacht clubs located here and the activities connected with the water constitute the principal business of the island. Several shipyards build and repair pleasure vessels, and in the winter season many of the crack yachts are laid up and housed there. Upon several occasions the defenders of America's Cup have been so laid up. The yachting industry is principally with sailing vessels; in stormy weather, many sailing vessels from the Sound find safe anchorage near the island until the weather moderates. There are numerous bathing pavilions, and the bathing is considered helpful, as the island extends far into the Sound. Rowboats, sail-boats, and small launches are plentiful, and there are many places where they can be hired for sailing and fishing, while several of the hotels and restaurants have more than a local fame. The population was self-contained and isolated, and it took the people a little time to get accustomed to interference from Manhattan, after annexation. Probably the greatest object of interest on the island is the 'Macedonian Hotel.' It bears the following legend: captured on Sunday, October 25th, 1812, by the United States Frigate 'United States,' commanded by Capt. Stephen Decatur, U. S. N. The action was fought in Lat. 24° N., Long. 29° 30' W., that is about 600 miles N. W. of the Cape De Verde Islands off the W. coast of Africa and towed to Cowbay in 1874.' However, it would appear that while the house is the remains of a ship 'Macedonian,' it was not the one captured in Decatur's gallant action. The original British 'Macedonian' [Page 348 / Page 349] was a new ship at the time of her capture, and was afterwards repaired and taken into the United States Navy. She was blockaded in the Thames River, Connecticut, until the close of the War of 1812, and then served as a cruiser until 1828, after which she did nothing. In 1835 she was broken up at the Norfolk, Virginia, navy yard. In the meantime Congress appropriated funds to build a new ship of the same name, which was begun in 1832 and launched at Gosport, Virginia, in 1836. She was rebuilt at Brooklyn in 1852, and broken up in 1874 at Cow Bay, Long Island. For a time this second, American-built 'Macedonian' was used as a practice ship at the United States Naval Academy at Annapolis, where the figurehead of the original British frigate is still preserved as a relic of the heroic days of our infant navy."

Source: Wells, James L., Haffen, Louis F., and Briggs, Josiah A., eds., The Bronx and Its People: A History 1609 - 1927, Vol. I, pp. 346-49 (NY, NY: The Lewis Historical Publishing Co., Inc., 1927) (Historian Benedict Fitzpatrick).

Please Visit the Historic Pelham Web Site
Located at http://www.historicpelham.com/
Click here to see a single index of all Historic Pelham Blog Postings to date.