iEx Safaris SEYMOUR DURST When you leave, please leave this hook Because it has heen said " Ever' thing comes t' him who waits Except a loaned hook." Avery Architectural and Fine Arts Library Gift of Seymour B. Durst Old York Library Digitized by the Internet Archive in 2014 http://archive.org/details/gothamsgreaterroOOswee L. E I D L I T Z, 128 BROADWAY, New York. Gotham's Greater Rotten Row. PETER B. SWEENY'S PROJECT A Splendid Public Pleasure Ground for Lovers of the Horse and the Horse Himself. A GRAND TERRACE ON THE WEST SIDE. Two and One- Half Miles of Magnificent Driveway Along the Shore of the Hudson, between Seventy- second and Ninety-eighth Streets, West of the New York Central Railroad and Riverside Park, WITH THE REASONS THAT MAKE THE SCHEME FEASIBLE IN THE NEAR FUTURE. INTERVIEWS WITH Messrs. Coleman, President of the Board of Taxes and Assessments, Lawson N. Fuller, Comptroller Myers, Commissioner Post, Commissioner Gilroy, W. E. D. Stokes, Russell Sage, Mayor Grant, Nathan Straus, John H. Starin, Collector Er- hardt, George S. Lespinasse, Robert Bonner, Leopold Eidlitz and Peter B. Sweeny. PREAMBLE AND RESOLUTION OF THE BOARD OF ESTIMATE AND APPORTIONMENT. THE GROWTH OF THE CITY. published by The Municipal Improvement Association. 1 890. i Press of John Polhemu 102 Nassau Street, New York. EDITORIAL FROM The New York Herald, OF AUGUST 3, 1S90. f\ I^ott^p I^ou/ for |\Ieu/ Yor% On another page of to-day's Herald Mr. Peter B. Sweeny ex- plains the details of a project which he considers entirely feasi- ble and which is certainly fascinating. It has only to be carried out to give this metropolis one of the finest, most picturesque pleasure grounds in the world — a promenade for drives and equestrians that will be to New York what Rotten Row is to London. This is a grand terrace stretching along the Hudson from ?2d to 98th street, a distance of a mile and a quarter, which would afford a round course of two and a half miles, with commodious thoroughfares for pleasure seekers in vehicles, in the saddle and on foot. Driving is steadily on the increase in the metropolis, and horseback riding is rapidly growing in popularity. Existing driveways do not satisfy the public wants, while the bridle paths in Central Park are wholly inadequate to the growing demands made upon them. That more public facilities of this kind are needed is obvious. This fact will lend a timely interest to the project outlined in the Herald this morning. 3 CONTENTS. Robert Bonner, Interview, Michael Coleman, Prest. Dept. of Taxes, Report, Interview, Preamble and Resolution, Leopold Eidlitz, Report, Interview, Joel B. Eriiardt, Collector of the Port, Lawson N. Fuller, Thomas F. Gilroy, Commissioner of Public Works, " Hugh J. Grant, Mayoi\ .... Proclamation, appointing Commissioners to examine and report upon plan, George S. Lespinasse, .... Interview, Theodore W. Myers, Comptroller, . Edwin A. Post, Prest. Dept. of Docks, Russell Sage. John H. Starin, . W. E. D. Stokes, . Nathan Straus, . Peter B. Sweeny, Letter, Interview, 57 to 60 30 to 33 39 and 40 64 to 66 21 to 26 63 and 64 50 33 to 35 38 and 39 44 to 47 68 and 69 52 and 53 37 and 38 38 42 and 48 50 41 and 42 49 5 to 21 54 to 56 61 to 63 66 and 67 70 to 80 (New York Herald. August 3, 1890.) GOTHAM'S GREATER ROTTEN ROW. Peter B. Sweeny's Project for a Splendid Public Pleasure Ground for Lovers of the Horse and the Horse Him- self — A Grand Terrace on the West Side — Two and One-Half Miles of Magnificent Driveway along the Shore of the Hudson, between Seventy-second and Ninety-eighth Streets, West of the New York Cen- tral Railroad and Riverside Park, with the Reasons that make the scheme feasible in the near future. ENGINEER EIDLITZ'S VIEWS. 66 By lier geographical position, by the enterprise and courage of her people, by the splendor of her endowments, with the sea at her feet, and the resources of mighty commonwealths drawn in iron bands to her doors; by her supreme energy and sagacity, this beautiful, noble Manhattan, this queen of cities, is an example of what freedom can do in the formation of a metropolis. History gives no such illustration of commercial success as the building of New York during the last century ."—From a Herald Editorial. Once more the spirit of Public Improvement, under whose be- nignly potent spell the metropolis of the Western World has grown to strength and beauty among the cities of the nations, has been invoked to work a new wonder for the welfare and pleasure of her people. Peter B. Sweeny is the magician who has summoned the mighty spirit for this latest benefit, and under his leadership a project which will give New York a grander promenade for horseback and carriage riders than Rotten Row, the famous London con- course, is about to take definite shape. This idea is one which Mr. Sweeny has cherished long and earnesth T , and to which he has devoted much study and investi- gation. 6 Now that his plans are almost matured, and with proper public support, the splendid scheme can be realized within the next few years. ALONG THE NORTH RIVER. The site for the great public drive or terrace is the picturesque strip of river front along the Hudson, west of the New York Cen- tral Railroad and Riverside Park, between Seventy-second and Ninety-eighth streets. This territory, most of it unimproved at present and some that must be filled in before it would meet the requirements of Mr. Sweeny's scheme, is a mile and a quarter in length and from three hundred to four hundred feet wide. When built up as intended it would make a magnificent terrace, with a driveway in each direction, giving two and one-half miles of the finest equestrian promenade in existence. There seems to be no obstacle to the speedy development of this important public enterprise, but of that Mr. Sweeny gives a better idea in his own words. I found him at home the other day, just after his return from Lake Mahopac, and asked him to give the Herald the details of his project. His room was littered with books and papers and he was making preparations to open his new law offices in the Equitable Building. Mr. Sweeny declared that he had not intended to make public his plans until Fall, when more people, having returned from their vacations, would be in the city; but as the Herald was read by everybody, at home and abroad, he was willing to disseminate his views through such a far reaching medium. "Here," said he, taking a printed slip from his pocket, "are a few sentences from a recent masterly editorial in the Herald which would make a good text for the head of your article. They tell the story of this city's power and position as tersely, yet elo- quently, as it was ever told." The extract is reproduced above. I asked several questions as to the general outlines of the project before Mr. Sweeny began to talk freely, but once warmed up on the subject he went into details enthusiastically. WASTED OPPORTUNITY. "Any one," he began, "who will take the trouble to walk down to the foot of Seventy-second street, on the North River, 7 my point of departure, and examine the water front, north and south, will receive an easy and useful object lesson. He will be struck by the difference here shown between what may be called private and public ownership. On the one side appreciation, enterprise and profitable development : on the other neglect, wasted opportunity and perpetuated loss. " The Central and Hudson River Railroad Compan}', owning the water front and water privileges adjoining Seventy-second street, at the south, have filled in the water and made a block of land of the utmost value for their purposes. This made land extends some four hundred and fifty feet beyond the railroad tracks. Here have been erected a dock and extensive buildings used for depot and mechanical purposes. " Immediately north of this the opportunity to reclaim the land and devote it to some useful purpose is wholly lost sight of. There is a great tract of land as idle as if the locality were the North Pole or Greenland's icy shores. " This is more or less the case all along the river front north. The land is unimproved except for about four blocks, commenc- ing at Seventy-fourth street, where piles have been driven, a wooden block built and the water front filled in for some three hundred feet out from the railroad tracks, except also docks built at Seventy-ninth and Ninety-sixth streets, and here and there little patches of made land for sailboat houses. "It is this line of neglected and deserted land under water, at least so much of it as may be necessary for the purpose, that I propose to devote to one of the most desirable and valuable public improvements ever made on this island since the establishment of Central Park. " At the space filled in, about Seventy-sixth street, there has sprung up, almost over night, like a toadstool emanation, a brick building, bearing in many forms the familiar device, "Lager Beer Saloon." It stands gaunt and alone on the river front, as a staring monument and warning of what may be expected to be the fatal fungous growth of this region. THE CITY'S RIGHTS. " Along this water front the city holds by grant from the State 400 feet outside of high water mark. It is supposed that the water right remains in the city, except in certain cases, not many, 8 in which water grants have been made. But, on the whole, the coast is clear. "On consulting the scientific map of the city I discover that the bulkhead line as established by the Harbor Commissioners was 440 feet beyond the original shore line at Seventy-second street — that is, the point to which filling in could be carried. This limitation was fixed chiefly to prevent material from being carried down by the tide to choke up the harbor and to prevent undue narrowing of the channel." PURPOSES OF THE SCHEME. FOR A GREAT PLEASURE GROUND OF THE PEOPLE BOTH RIDING AND ON FOOT. Having thus explained the lay of the land and the status of affairs from the official standpoint, Mr. Sweeny proceeded in response to my questions to give an idea of the purposes to which the proposed terrace would be devoted. " My plan," he went on, " is to construct west of the limits of Riverside Park, on an elevated or terraced space, an avenue for fast driving of sufficient width to admit of its being divided so as to allow driving in different directions, with turnouts and con- nections, by which any one can change his route, from Seventy- second street to Ninety-eighth street, one mile and a quarter each way — in effect, therefore, two miles and a half — of the best grade and the most perfect roadway. " Adjoining this drive it is proposed to have a shaded avenue for pedestrians and on the other side a broad course for lady and gentlemen riders, similar to Rotten Row in London but vastly superior. "The narrow winding alleys of Central Park, constructed thirty years ago, when there were not over fifty horseback riders in the whole city, have proved not only inadequate but danger- ous, and there has been no equestrian promenade of the character I propose. This ride along the river front on an elevated course, with broad, open views of captivating scenery, and in an air charged with ozone and saline invigoration, will be an exhilarating, health giving exercise not to be excelled. 9 A GREATER ROTTEN ROW. " Then the opportunity for meeting in general concourse and for graceful and spirited display would add to the interest and pleasure in no small degree. Of Rotten Row, it is said, that the statesman, the great lawyer, the surgeon of European reputation, the capitalist on whose signature miles of railroad and acres of docks all over the world are constructed — the journalist, whose brains are to him both capital and power — all the hard workers whose means permit and tastes allow, all the army of pleasure seekers who work hard at amusement, all the gatherers and dis- tributors of wealth, find in a perfect horse here a luxury, a rest, a healthy excitement, a pleasant fatigue, a medium for grave or serious converse, for lively gossip, for making love, for making friends, for patching up quarrels, for selling bargains or arrang- ing political combinations. "Claremont furnishes the fitting and attractive object point for rest and refreshment on the route I propose. The terrace would be joined with Riverside Park, at suitable points, by inex- pensive bridges. The connection at the southern end with Seventy-second street, and at the northern with 110th street, practically makes the Central Park a part of the plan, or rather the improvement would be an adjunct to the Park and give a grand tour or circuit through the whole region, embracing Central Park, Riverside avenue and the terrace rides and drives. AS A WORLD'S FAIR FEATURE. "I had still another object in view. In the eventual World's Fair to be held in Xew York the terrace devoted to these objects would provide the avenue for all nations, which was one of the great features of the World's Fair in Paris, extending there along the west bank of the Seine from the place of the Hotel des Invalides to the Champs de Mars, the latter place being appro- priated for the large buildings and architectural effects. " A similar place to complete our display would be found on the plateau of Riverside Park and drive and adjacent territory. " In April, 1893, the naval review of the world provided for in the Columbus Fair bill will be held in our harbor. All foreign nations are to be invited to send divisions of war ships. Our own contribution will be formidable and impressive. We will have from eighteen to twenty steel ships of the latest and best LO build and equipment. All the maritime nations of the world will participate and naturally will seek to produce the greatest possible effect in their representation, both in the number and power of their ships. The ships of all nations are to rendezvous at Hampton Roads and proceed from thence to our harbor. " There will be rather a crowded condition of affairs. Arrange- ments are already completed by which the President, Cabinet and diplomatic representatives are to participate in the review. But the people are not included. " This will not do. The display is to be part of a demonstra- tion for the interest and benefit of the public at large — of the whole country — as far as they choose to participate. A NATURAL GRAND STAXD. " What a splendid reviewing stand the proposed terrace improvement will provide for the general, State and municipal governments, say at Eighty-sixth street, where the river is but an arm of the sea, in which the people by the hundreds of thous- ands can take part. At this point the river is nearly a mile and a half wide. The channel is half a mile wide and at low tide has a depth of water to float freely the largest ships that will be sent to us, and they could sail past a given point in regulated order. "The Great Eastern, the longest ship ever launched and draw- ing the greatest depth of water of any craft of her time, sailed up under full steam above Seventy-second street and turned and descended without slackening her speed. What an effective dis- play could be made here, our military joining in a shore demon- stration, with artillery salutes from the high banks and the like/' ITS DIFFICULTIES. MANY AROSE BUT THE WAY IS NOW PAVED CLEAR FOR THE SUCCESS OF THE IDEA. " And did you encounter no difficulties? " I asked Mr. Sweeny. " Yes, indeed/' he exclaimed. " As I advanced in the eifort to mature my plan many obstacles presented themselves. There was the shore line to be considered, the soundings as to the depths of water, the elevation of the terrace, the question of grade, how the intersecting streets — Seventy-ninth and Ninety- 11 sixth — were to be provided for without breaking the driving and riding 1 courses ; then the railroad and its noise were to be com- bated and put out of harm's way. " It was necessary that there should be no leaping in the dark as to cost. Reliable estimates ought to be had and I could not make them. " There was only one way out and that was by securing com- petent assistance. I determined to obtain the best engineering aid the city aiforded. I had no difficulty in deciding as to the man for the crisis. I felt that if I could secure the services of Leopold Eidlitz, the distinguished civil engineer, the fortune of the scheme would be made beyond perad venture, because of his ability and his experience in like cases, but also because of his comprehensive local knowledge, having been identified with so many important city improvements and having resided for over forty years within the locality of Riverside Park. ENGINEER EIDLITZ CALLED IN. "I lost no time in calling on Mr. Eidlitz and laying my idea before him. He listened closely to what I had to say, and after some hesitation and delay, caused by his engagements, he decided, to my great relief, to take charge professionally of the development of the project for public consideration. " We have had many conferences on the subject since then. His conclusion is entirely favorable. He has made an estimate of the cost of every foot of the work. " His first master thought was to build a seawall along the whole line from Seventy-second street to Ninety-eighth street, with an exterior avenue adjoining for public use forty feet wide, thus securing at the outset wharf facilities for all the present and future wants of the upper western section of the city, and the possession by the city of water front property and franchises of inestimable value. But I will not further anticipate his report. "It was necessary for me to proceed with great caution to pre- vent a premature explosion of the scheme, by which its success might be jeopardized. I learned one day, however, about this time, that Michael Coleman, the able and indefatigable president of the Tax Board, had heard in a general way of my proposition and its principal object ; that he had taken it up and worked it out in his own way, and not knowing the special means I was 12 employing intended to present his scheme to the Board of Esti- mate and Apportionment for consideration forthwith. " I waited on Mr. Coleman and explained the situation, claim- ing something in the right of original discovery and urging him to wait for Mr. Eidlitz's report. Mr. Coleman, who evidently had no object to subserve but the public interests, acceded to my request, stipulating that there should be no unnecessary delay. I have obtained a copy of Mr. Coleman's report and plan, as well as Mr. Eidlitz's report. Mr. Coleman heartily favors the project,, but differs with me as to some details. WHAT OTHER CITIES HAVE DONE. "If we look for encouragement in this enterprise we find it amply in the largeness of spirit and the vigor shown by the authorities of the principal cities of the world in carrying for- ward public improvements. London furnishes a striking illus- tration in the Thames Embankment. To cover the unsightly annoyance of the mud on the shore of the river, as the tide receded, within the city limits London expended fifteen millions of dollars in constructing an embankment with a marine wall of large granite blocks facing the river. " The Victoria Embankment stretches from Blackfriars Bridge- to AVestminster, by which thirty-seven acres of land have been reclaimed. The Albert Embankment, from AVestminster Bridge to Vauxhall Bridge, gained about nine acres, chiefly occupied by St. Thomas Hospital. The Chelsea Embankment, between Vauxhall Bridge and Chelsea Hospital, reclaimed about nine and a half acres, now occupied as a roadway, seventy feet in width. " We will reclaim nearly double the quantity of land, besides the other great advantages, at one-third of the expense of Lon- don's achievement. I might refer also to the example of Paris with the Seine and of the grandeur of recent expenditures for local improvements in Berlin and Vienna. But we have stronger encouragement at home of rather a defying character, in the spirit and determination of our would-be competitor — Chicago. " Within a few days it has been decided to fill in Lake Michi- gan for the temporary uses of the fair, so as to make one hundred and fifty acres of land for exhibition purposes. 13 W EST SIDE IMPROVEMENTS. " During the last seven years private capitalists have expended over $150,000,000 west of Central Park, building up a beautiful city where before were stagnation, barren rock and a dreary waste of land, and taxable values have in consequence been increased to an almost inconceivable extent. Over five thousand build- ings have been erected in that time of a substantial as well as ornamental character. " In 1889, 839 buildings were erected in this district at a cost of $21,000,000, and the work does not diminish in the present year. The improvements of streets and avenues in grades and pavements have been of the best and most costly character — paid for by the local owners. " This improvement would fittingly and handsomely round out the magnificent development of the West End. Have the public authorities the energy, spirit and calibre to keep step with pri- vate enterprize? I think they have." NO BURDEN OF EXPENSE. IT WILL NOT COST THE TAXPAYERS A DOLLAR EXCEPT IN INTEREST. One of the most important considerations in any scheme of public improvement, of course, is the cost. In such a large pro- ject as that of the splendid west side terrace the question is nat- urally suggested at the very outset how much the public treasury will be taxed, and I put it to Mr. Sweeny. " It will not cost the taxpayers a dollar," said he, emphati- cally, " to make the improvement I propose, except interest on the total expenditure at two and a half per cent. Nor will the local property owners have to pay a penny for the assessment, because the work will be for the benefit of the whole city, and the adjoining property belongs to the municipality. "The sinking fund is well able to bear the expense at this time. The character and value of the city's resources are not generally known, nor what are called the mysteries of the sink- ing fund sufficiently explored. There is really no mystery. L4 " From time to time, as the city incurred debt, it pledged revenues as security for payment — stipulating that those revenues should always be devoted to the payment and redemption of the debt until the obligation was fully discharged. These revenues have been greatly augmented in value, so much so that what were originally hundreds of thousands have become millions. PLENTY OF MONEY OK HAND. In 1888 the revenues of the sinking fund were $8,903,284.80, drawn, from thirty-four separate accounts, being an increase on the year before of about $400,000. The chief items of this grand total were as follows : Market rents $287,993 62 Docks and slips rents 1,384,469 72 Revenue from investments, which means interest on bonds redeemed in advance of the maturing- of the debt, and which the law provides shall receive interest as a revenue to the fund 1,843,738 15 Assessment fund 484,054 29 Surplus revenue of the sinking- fund for the payment of in- terest on the city debt, Act of 1878 2,750,000 00 Redemption of city debt to transfer from citj T treasury 1,547,097 31 Twenty-seven smaller accounts 605,931 71 Total $8,903,284 80 f< This year the total revenue of the sinking fund at the same rate of increase should be $9,700,000. I have not taken up this year, for a reason which need not now be mentioned, except to say that there is an item requiring correction. " The finances of the city are in an extremely healthy condi- tion. Last year $9,000,000 were expended for parks in the an- nexed district and Westchester county, from fourteen to twenty miles from the City Hall. That was an expenditure for posterity. I propose now an outlay greatly less for the benefit of the live men and live interests of New York. "The proposed improvement will require an Act of the Legis- lature to give the requisite authority to begin the work and to provide for the loan to pay for it. There were ten millions set apart for the World's Fair, which, of course, has not been used in any manner. The law stands. The appropriation is un- changed. L5 I propose that a portion of this un needed ten millions be appropriated for this project. It has relation to the fair of the future, and may have an important bearing on the naval review. THE SEA WALL QUESTION. " The condition in regard to the exterior river and harbor lines is changed. The present lines were established by a com- mission appointed under a law of the State passed in 1S55. But the general government has assumed control of the whole sub- ject as an incident of the national defence pursuant to an Act of Congress passed August 11, 1888, and conferred the authority on the War Department. The Secretary of War has appointed a scientific board to pass on all questions relating to the lines affect- ing navigation, at the head of which is the distinguished en- gineer, General Henry L. Abbott. The Board is sitting daily here in this city. " This Board has adopted the principle of requiring exterior sea walls, such as is proposed here, and have established an ex- terior line to Eighty-first street, which answers my purpose and in effect covers the whole ground. "I should remark that the expense for the dock and public street belongs to the Dock Department and should be separated from the cost of the terrace and its roads and walks. The latter are essentially a part of the Riverside Park." EULOGY OF THE HORSE. MR. SWEENY GROWS ELOQUENT OVER THE GOOD QUALITIES OF MAN'S BEST BRUTE FRIEND. After listening to Mr. Sweeny's logical and statistical argu- ments for the great public improvement in which millions of dollars will be involved, one would not suspect him of the elo- quence on the subject of the horse that he next favored me with. As the splendid west side terrace is to be devoted mainly to rid- ing and driving, however, it is not so strange after all that Mr. Sweeny should have bestowed considerable thought on the ani- mal that, next to man, will be most interested. " The horse is coming to the front remarkably in his individ- uality. I had almost said personality," observed Mr. Sweeny L6 after we had talked at random about the scheme for a few min- utes. " In the press, as you know, the horse is a favored com- petitor of distinguished men for notice. " The appearance, traits and achievements of the thorough- bred of first class ability are recorded with the minutest fidelity. The recent race between Salvator and Tenny, for example, was described in the Herald with a graphic force and an artistic brilliancy of word painting rarely equalled. What could be finer than the aristocratic beauty, the proud carriage, the spirited ex- pression of the eye, the dilated nostril and quivering emotion of Salvator before the race, his courage, power and endurance in the encounter and his magnificent rally at the desperate close, when victory was about to be rudely wrested from him ? POPULAE INTEREST. " Then, too, his bearing of conscious triumph when the vic- tory was won, as he grandly marched to his palatial stable every inch a king — how eloquently all these things were told ! How the rugged uncouthness, the bony rigidity and the haughty, disdain- ful sullenness of Tenny were set forth. His indifference at first and final determination, grimly taken at the last moment, for a death struggle to gain the battle — his Titanic efforts, alas, too late ! " Forty thousand spectators — the greater part from this city and drawn from every walk of life, many of them ladies — attended that contest, giving up their day to it ; witnessing the event with breathless eagerness. It lasted just two minutes and eight seconds. But what a zest it gave to that day's life of the forty thousand eager human beings ! And what a revelation it opens up of the relation of the horse to man in these later days ! "Citizens who own fast trotters and who have the ability and desire to drive them at high speed are very numerous in this city. One driving club numbers two thousand members of our heaviest taxpayers. They are representative, influential men in every department of civic usefulness. " It is no exaggeration to say that they contribute — largely in giving stamina to trade, firmness to finance, courage to Wall street and a stirring share of the general magnetism which goes to make up the progressive force of this brilliant metropols. i; " Every profession is represented in the list I have referred to except the law. And yet it seems only yesterday since the pro- fession was represented here by ' the noblest Roman of them all/ Roscoe Conkling, whose picturesque vitality behind his splendid horse was a feature of the road not soon to be forgotten. Men conservative in character, of the highest rank for distinguished service in the most useful fields, have been and are among the most zealous votaries of this exhilarating diversion and exercise. FOUR FAMOUS DRIVERS. i( As I am talking four names of the contemporaneous fast driv- ers come to my mind — General Grant, Commodore Vanderbilt, Robert Bonner and Russell Sage. Two have gone before, two re- main. How different in character, but how thoroughly they agreed in this mode of leisure occupation. " General Grant dearly loved a good horse, and of all recre- ation driving a first class stepper was his greatest delight. How he enjoyed his rides with Mr. Bonner behind Maud S. ! General Grant was considered, with all his great qualities, a cold, delib- erate, slow man of latent power needing to be aroused. His life, as told by himself, disproves that. He was of an ardent, in- tense nature under good control. He could wait on necessity, but he had daring and dash equal to his genius. He took no risks which calculation did not justify. And for all these rea- sons he was a model driver. " Commodore Vanderbilt displayed the same Napoleonic in- difference — contempt, if you please — for mere man on the road that he did in all his life's transactions. He asserted and took in his own hands the supreme right to go ahead of all others. Every one had to get out of his way or take the consequences. He drove straight ahead, as direct at the steel rails of the Cen- tral. If there was any turning to do, others had to do it. He never missed the road for his afternoon's drive for any business whatever. " Robert Bonner, with all the calm, sagacious staying qualities of his race, imperturbable and impenetrable, is, to the surprise of many, a devoted fast driver. There is a wide field for thought in the whole subject. " Russell Sage, with his calmness of judgment and subtle 18 reach, who daily risks a fortune in asserting his ability to see further into the middle of next week, or for that matter next month, than all the rest of the world, and who baffles all Wall street, confesses to but one great extravagance, a fast team of the fastest, which go over the road for all their owner is worth. THE CHARM OF IT. " What is that which gives this charm to the pursuit? High action and hastened motion create pleasurable excitement, quickening and vitalizing the energies of body and mind. It is an open air exercise and brings health in its train. It is attended with agreeable associations and friendly contests, the successes of which require to be maintained and the failures re- versed. " Let us look a little into details as to what the practice in- volves. In the first place the owner must be able to drive a fast horse, and this requires certain qualifications — courage, steadi- ness of nerve and alertness of mind. The rapid goer must be secure in all dependent incidents, leave nothing to chance, strong of wagon, sure of axle, bolts and cross pieces, with an eye to discover the slightest defect at a glance. He must be cer- tain of his harness and above all command his horse. " The duties of ownership involve something — the stable, the morning visits to the stalls, the kindly relations with the animal, and finally the excitement of the road. The time spent in this way is time well spent. It may be costly in mere money, but it is profitable. It is not entered in the ledger, but the returns are very sure. " The practice is increasing daily in New York. In no other city is there any approach to the general habit which prevails with us. But there is no longer a place on Manhattan Island where a man can speed his horse and get the enjoyment he is en- titled to without being chased by a policeman and hunted as if he had committed a crime of the blackest magnitude against the law." 1!' STEPS TO BE TAKEN. SUGGESTIONS AS TO THE COMMISSIONS THAT MUST BE APPOINTED AS SOON AS POSSIBLE. Having heard with much interest this eloquent tribute to the horse and description of his rapid advancement in popularity among New Yorkers, I asked Mr. Sweeny what steps he pro- posed to take to advance the magnificent project to which he had committed himself so heartily. He was as ready with an answer as he had been to all my questions. " I propose," he said, " that the subject, not necessarily my proposition, but the consideration of the improvement of the river side west of Riverside Park be committed to an advisory commission, after the manner adopted in regard to the World's Fair. This commission can present a perfected plan to the Legislature for the requisite authority. "The advantage of this course, among other things, will be that the Legislature will have prepared for it an impartial body, appointed by home authority, to carry forward the work without being called on to give such extensive power to any partisan department or body which would probably defeat it. • f An important commission will be required to be appointed by the Supreme Court to decide all questions of claimed owner- ship and to make awards for the extinguishment of such claims. This commission should be composed of eminent men of business capacity, who will act with all speed. For example, such men as Thomas C. Piatt, William C. Whitney and Mr. Astor. DEPEW AT THE HEAD. " For the advisory committee we should have as its head Chauncey M. Depew. His unrivalled qualifications make it fitting that he should be first in every movement for the public benefit. Besides, there are interests of the Central Railroad involved which he can represent and reconcile. It will be remembered that Mr. Depew said, not long ago, that the Yanderbilts would not allow their private interests to stand in the way of any general public demand. " The rest of the committee I would suggest as follows : Robert Bonner will be indispensable in all respects, among others, 20 for the development of the conditions under which the fast driv- ing privileges are to be enjoyed. These privileges should be carefully guarded. Professionals must keep to their own ground, the race tracks, for which there is ample provision. " There should be no announcements of events or betting allowed. The terrace is to be simply a place where the private citizen can decorously enjoy a much valued recreation. OTHER COMMISSIONERS. " John D. Crimmins I suggest for his experience and general ability. No one is so generally consulted in regard to structural work in this section of the country. Leonard W. Jerome, the veteran gentleman horseman of the United States, who knows all about the requirements ; Russell Sage, for his thoughtful advice — there cannot be too much Sageness in the movement ; Joseph H. Choate, as a skillful horseman — not quite so distinguished in that line as in his profession, where as an all round lawyer he leads everyone in the race, but as the representative of the lady and gentlemen riders of New York — he can guard the equestrian part of the scheme, he would also keep the commission straight on the law ; John D. Rockefeller, an interested citizen who has the merit of accomplishing all he undertakes ; Leopold Eidlitz, the engineer, who has matured the project and who has all the plans and estimates and data as to cost ; Michael Coleman, the walking encyclopaedia of municipal knowledge — especially of all property information, and who, as I have shown, has studied the subject — he is a fast driver in his public duties as well as on the road, and, as the taxpayers know, a first class man ; Frederick Law Olmstead, who has made his name imperishable by the work of his creative genius in the Central Park ; Lawson N. Fuller, the indomitable and irrepressible, who has been in the lead, agitating the subject for years, his help is a vital necessity ; Frank Work, the successful banker, who has been a fast driver from way back, and knows exactly what is needed ; Mr. Gilroy, Commissioner of the Department of Public Works, Mr. Matthews, president of the Department of Docks, and the president of the Department of Parks, for their practical suggestions and assistance ; the president of the Park Board, whose name is "Gallup," especially appropriate to the project, though he has been Gallnping danger- ously fast of late in the wrong direction on the Menagerie course ; 21 the engineer of the Dock Department, Mr. Greene, and the engineer of the Park Department for their professional guidance, and Mr. Myers, the Comptroller, for his ability and because he will have to look out for the finances involved. MAYOR GRANT WILL HELP. " These are some of the names that have occurred to me. The rest should be arranged so as to give neither Democrats nor Republicans cause to complain. It is fortunate we have a Mayor who can comprehend the whole subject, the character of the men who ask this consideration, the justice of their claim, and the advantage to the city at large of this ornamental development. " I shall be surprised if the scheme does not enlist Mayor Grant's hearty and powerful support. He will lose no part of his popularity by so doing. " This will end my connection with the matter. I commit it now to abler and more influential hands. I will be engaged otherwise and elsewhere when it requires to be advanced to success. I have done all that can be required of me." ENGINEER EIDLITZ'S VIEWS. HE SHOWS HOW THE SCHEME IS PERFECTLY FEASIBLE AND ADVANTAGEOUS. The following is the report on Mr. Sweeny's project made by Mr. Eidlitz : Mr. Peter B. Sweeny : Dear Sir.. — The property holders on Riverside Drive and its vicinity have long considered the expediency of the acquisition by the city of the water rights west of the Hudson River Railroad and of the realties connected with it along the line of Riverside Park, extending from Seventy-second street to 130th street, for the purpose of protecting the Riverside Park and Drive against possible objectional uses of that property in the hands of private individuals, and of regulating the shipping and its landing priv- ileges in that neighborhood. By the law of 1885 Riverside Park has been extended to the easterly boundary line of the Hudson River road, and thereby the Twelfth avenue heretofore contemplated has been absorbed by 22 Riverside Park. It becomes necessary, therefore, that a road for traffic shall be opened west of the Hudson River road, and with that view, and to further the above mentioned interests of the property holders, the Park Commission has favorably entertained the project of acquiring a space of say two hundred feet west of the Hudson River Railroad, and treat this space as an extension of the Park. No active steps, however, have as yet been taken in that direc- tion beyond the preparation of some tentative sketches by the architect of the Park Commission, showing mainly how access to the new road might be gained by arching over the railroad occa- sionally, and by light bridges where the ground presented favor- able abutments. Your views on this subject are vastly more comprehensive than anything heretofore contemplated, and as you wished me to consider and report to you upon the technical possibilities of the project, and to prepare a drawing of the intended improvement, I take the liberty herewith, as a preliminary to my work, to pre- sent to you an informal statement of my understanding of the various elements of the case as I gather them from the several conversations we had upon the subject. THE SCHEME IN DETAIL. You say primarily that there is a great need of a driving avenue on this island; that a large number of wealthy, cultivated and influential gentlemen are interested in having it. You cite as a proof of this beyond your own knowledge, the fact that from time to time the project is agitated to have a place for fast driv- ing in Central Park. You fully agree with the course heretofore pursued by the Park Commission to resist this pressure. You are of opinion that a driving course in the Central Park is incon- sistent with its uses, but you think that the danger of its intro- duction there can be avoided only by constructing it elsewhere, and you think the west side of the Riverside Park, if extended some three hundred feet into the river, a proper and convenient place for it. You further believe that we need an equestrian promenade, somewhat of the character of Rotten Row in London, which also might be provided in the same locality. In connec- tion with all this you think that somewhere, say in the neighbor- v 23 hood of Ninety-sixth street, there-should be provided a landing place of state, for the reception of distinguished guests of the city. You propose that the city should, for these public uses, acquire the lands and water rights between Seventy-second and 130th streets (the bulk of this land and the riparian rights appertaining to it are now owned by the city), build an embankment and fill behind this a sufficient breadth of land to accommodate all these improvements, and in this connection you ask whether the New York Central Railroad may not be arched over and the ground thus gained be utilized for this purpose — an idea which had occurred to others as well as to yourself, and which should be considered in its legal and technical bearings. You are further of the opinion that the roadway for fast driv- ing should be eighty feet and the equestrian road not less than fifty feet wide, and that a cart road for traffic should be provided to take the place of the so-called Twelfth avenue, contemplated by the law of 1885. PRINCIPLES INVOLVED. Permit me to precede my report upon these questions by a statement of general technical facts and principles which will mainly govern the carrying out of the plan proposed. 1. The rights of the railroad in the use of its roadway should not and probably cannot be impaired in its functions as far as by law they are construed to be of public use. This refers to the con- struction of an artificial tunnel, and to the accessibility of the road from the river for the purpose of the transhipment of goods. 2. The proposed driving and equestrian roads should be con- nected with the Riverside Drive at least at their termini, and if practicable at intermediate points for pedestrians. 3. The traffic road must be placed on the outer line of the em- bankment to be throughout its length accessible from the ship- ping, and must have unimpeded outlets at Seventy-ninth and Ninety-sixth streets, hence must at these points pass under the driving and equestrian roads. 4. The northern terminus of the equestrian road and its con- nection with Riverside Drive may be fixed at Ninety-seventh and Ninety-eighth streets. It will there be a mile and a quarter long, which is quite long enough. 24 5 and 6. The same applies to the driving and traffic roads, with a provision in the present plan to extend them further north at some future time if needful. In response to your questions as to the feasibility of the project and technical conditions involved in constructing the proposed driving and equestrian roads on the west side of Riverside Park, I most respectfully report that a fast driving road eighty feet and an equestrian road fifty feet in width, with a sufficiency of greensward and shade trees on either side and between them, and also a roadway for traffic of fifty feet in width can be con- structed entirely to the west of the railroad by fixing the shore line 270 feet west oi it. The bulkhead line up to Eighty-first street as now approved by the Harbor Board and the Secretary of War answers fully up to that point. Beyond it and up to Ninety-eighth street an extension of some eighty feet, on an average, beyond the bulk- head line as now established by the old Harbor Commission, will be needed and will probably meet with favorable considera- tion by the Harbor Board in view of the importance of this improvement. cak't be a tuoel. It seems to me impracticable to cover the railroad with an arch and convert that roadway into a tunnel. It is a great ques- tion in my mind whether the law of eminent domain would permit the city to take partial possession of the property now occupied by the railroad to arch it over and thus measurably impair its facility of travel for a public use no more important than that of an equestrian road. Of this, however, you are better qualified to judge than I am. To tunnel the road would involve a heavy wall on either side of it and an arch of from sixty to eighty feet span between these walls. If the ground over the road is not used, one of these walls and the arch are not needed. Ic is supposed that the railroad, when arched over, will afford space for the equestrian roads, but a moment's reflection will show that the artificial railroad tunnel would have to be venti- lated, and a place subject to the constant emission of smoke and steam is not to be recommended for ladies' pleasure riding. 25 HEADING LEVELS. • The traffic road is placed ten feet above tide water, the same level as the railroad tracks. The driving and equestrian roads are placed thirty feet above tide water, and twenty feet above the traffic road. At Seventy-ninth and Ninety-sixth streets the traffic road will pass under the pleasure roads, the latter being carried across these streets on double arched viaducts. On the west side of the railroad a revetment wall is projected to sustain the earth filling of twenty feet in height. It is intended to raise that filling between the equestrian road and the revetment wall on an incline, beginning with one foot at the easterly line of the equestrian road and rising to five feet at the westerly line of the railroad, and to build up the revetment wall twenty-five feet high to the top of this rise. Above this line there is to be a battlement of five feet in height to exclude noise and smoke. This slope between the equestrian road and the railroad is to accommodate a walk some ten or twelve feet wide next to the equestrian road, the balance to be thickly planted w T ith shrubbery. RAILROAD AND SHORE. Below and immediately adjoining to Seventy-second street the New York Central Eailroad Company has constructed a series of docks and switches for the convenient transhipment of goods. The facilities afforded by the present arrangement will doubtless answer the purposes of the road for some years to come, but there is no doubt that with the growing commerce of the country they must be increased hereafter. It is estimated by persons well informed on the subject that in time they may extend as high as Seventy-sixth street and perhaps Eightieth street. A side track will probably have to be built upon the projected traffic road, and this track will be connected with the main road from time to time by oblique tracks and switches. These connections can conveniently be made by tunnels through the filling (twenty feet high), which sustains the driving and equestrian roads whenever needed. TERMINI. The driving and equestrian roads will be entered from the Eiverside Drive at about Seventy-sixth or Seventy-seventh street, 26 where it will connect with a road through Riverside Park run- ning south to Seventy-second street, and there crossing the rail- road with a bridge so that the southern end of the pleasure roads will be placed at Seventy-second street, and the roads will thence continue to Ninety-eighth street, where they connect again with Riverside Drive on a convenient grade. This will make the pleasure roads one and a quarter miles long. Most respectfully, LEOPOLD EIDLITZ. (New York Herald, Aug. 4, 1890.) THE GREAT DRIVEWAY ALONG THE HUDSON. Enthusiastic Approval of Me. Peter B. Sweeny's Project as Published in the Herald — It is a Vital Improvement — What is Demanded by the Eapid Growth of the City's Population and Wealth — A Popular Pleasure Drive. PROPERTY OWNERS WILL BE BENEFITED. Many people who went to Eiverside Park yesterday — and there were lots of them — either carried a copy of the Herald in their hands, or, standing by the edge of Eiverside Drive, looked over toward the New Jersey shore of the Hudson, and remarked : 4e That's what the city wants — a grand terrace on the other side of the railway track ; just what the Herald suggests. Then the foreground of the view from this walk would not consist of dam sloops and decaying canal boats." Judging from the remarks heard on all sides the description and plans published in the Herald yesterday detailing Mr. Peter B. Sweeny's project for a broad, high terrace along the river front from Seventy-second street to Ninety-eighth street, west of the Hudson Eiver Railway tracks and parallel with the beautiful Eiverside Drive, struck the popular fancy. It means a finer road- way for horsemen and riders than any now existing in the world. Certainly the announcement of the detailed plan has caused more enthusiasm concerning the project than has been manifested by New Yorkers in many a day concerning any other public improve- ment. The suggestion, too, that the $10,000,000 which was author- ized at the last session of the Legislature for the Columbus fair should be used in part for the erection of this magnificent road- 27 28 way, at once answered any person who was inclined to express curiosity as to how the money for the suggested improvement could be raised. GO AND LOOK FOR YOURSELF. It is only necessary for a person who has any faint objections to the plan on the ground of expense to go to Riverside Park, and, looking away from the score or so of beautiful houses at the right of the drive, consider what the park will probably amount to in the course of a few years, when the present wharfage facili- ties of the lower part of the city will be in every sense inadequate and the great crowd of craft of all sorts will claim pier room along the upper shores of the island. The district to the east of Riverside Park, as far as Central Park, is likely, or, rather, sure to become within the next twenty years, perhaps, the location of the most beautiful residences in the world. The advantages of pure air and beautiful surround- ings, glimpses of the New Jersey hills at the end of each street, with the glitter of the Hudson between ; the nearness of the parks and the accessibility of the district will be insurmountable factors in its popularity. That is as it appears now. So it seemed to a much less degree to the persons who built mansions on Columbia Heights in Brooklyn many years ago and had their lawns slope to the shore of the East River. Now their views take in the tops of ugly warehouses and the hideous wooden grain elevators, while with a westerly wind the odors of molasses and coal gas become strong enough to be nearly stifling. The persons who built these warehouses owned the sites upon which their houses stood, and, instead of erecting bone boiling establish- ments, oil refineries, chemical works and similar commercial nuisances, contented themselves with storage warehouses. A MATTER OF MOMENT. Persons who live east of Riverside Park do not own the land between the Hudson River Railway tracks and low water mark. Such individuals as do hold rights of a water frontage are more likely to use them for the purpose of building manufactories from which goods may be shipped direct, to avoid the cost of inter- mediate transportation, than they are to consult the persons who own property on the hill. Soft coal is used more abundantly in 29 this city by manufactories every year, and it will not be pleasant for the housewives of the future tenderloin district to find soot marks upon their delicate lace hangings. Yet, unless something of the nature of the improvement which Mr. Sweeny suggests is accomplished, the West End will not be such a desirable place to live in as it is at present. These are, perhaps, only such views as real estate investors and owners would take of the future possibilities of the West End. It is generally agreed, however, now that Xew York can afford to begin to decorate herself. As the time of square brick and brown stone houses has gone by, so also has the time when Xew York can afford to neglect her approaches and her outward appearances. Tourists who approach Xew York by the bay ex- claim, " Oh, what a beautiful city \ " They change their minds when they have to continue their sail up the Xorth or East River. Successions of mud banks and dump docks do not lend much picturesqueness to uptown Xew York from the water. RIVERSIDE PARK CHARMS. Eiverside Park is acknowledged by all who visit it to possess possibilities in the way of landscape gardening that no other pleasure ground in the city has. It has the supreme advantage of an almost unobstructed view of the Hudson. The narrowness of certain portions of the park and the necessary proximity of the Hudson River Railway trains to the driveway is the chief evil, for high spirited horses are nearly as susceptible to the noise of locomotives as they are to the actual view of one. Then the smoke and cinders of the locomotives, when there is a westerly breeze, make promenading and driving anything but pleasant. All persons who have recently visited the park, or who visited it during the discussion of the international fair project, saw the possibilities of its use in a much more satisfactory manner than at present. At the time when sites were the chief topic of dis- cussion, one of the city's most prominent business men suggested that several of the smaller fair buildings should be erected upon a platform on the same plane as the Riverside Drive, the eleva- tion of the platform being sustained by steel pillars and trusses somewhat similar but more elaborate, of course, to the elevated 30 railway structure. His general idea was to secure a view of the river from the platform and a view of the buildings from the river. COMMISSIONER COLEMAN'S VIEWS. THE REPORT OF THE PRESIDENT OF THE TAX DEPARTMENT UPON" THE IMPROVEMENT. That Commissioner Michael Coleman, president of the Tax Commission, regards the scheme with very great favor, so much so in fact that he urges that it be begun as a necessity for pre- serving the usefulness and beauty of Riverside Park, is clearly enough indicated by the following report to the Board of Estimate and Apportionment : " The request of the Park Department for money to build a re- taining wall between the Hudson River Railroad and the River- side Park is the opening wedge for the expenditure of a large sum of money, and calls for careful consideration of the subject. Large sums of money have been appropriated by the Board of Estimate and Apportionment during the past twenty years and have been spent by the Park Department on Riverside Park, and let me ask what we have to-day in return? We have a driveway elevated by the natural topography of that side of the city, which is the commencement of a magnificent improvement, and but little else of a favorable nature can be said of it, for the park, excepting a small portion about Claremont, is in a rough and ragged condition, entirely inaccessible in most parts and ex- posed to the noise and rattle of railway trains and the nuisance of black and sulphurous smoke from them. Upon the whole the prospect to the taxpayer is not at all encouraging, when he con- siders what he has received and is receiving for the large amounts appropriated by the Board of Estimate and Apportionment and that have been collected from him in the shape of direct assess- ments. THE RETAINING WALL NOT ENOUGH. The proposed retaining wall, while it would put some finish on the park adjoining the railroad and would somewhat improve the grade of the surface, will be very far from presenting to New York what is needed there. 3] PARK COMMISSIONERS SHOULD WORK. The noise and nuisances will still remain. I do not think the advantages would at all justify the expenditure. I am not ready for any general condemnation of the Park Department. I desire to encourage them and to say that we want more and better work from them — greater efficiency in all respects. Our park interests are now very great and demand the full attention of a thoroughly competent Board, all the members of which should be paid and their full time required. The rapidly increasing wealth and population of the city demand expenditures which a few years ago would have been extravagant. Instance the fact that a population of five hundred thousand has located between 59th and 110th streets almost within the last ten years. Previous to that peried there was no need of a communication between the east and west sides across the park. Now it is one of the absurdities that no public means of communication exist. Note also the change in the ability of the park roadways to ac- commodate the driving public. A few years ago it was ample ; now it is so crowded that in pleasant driving weather the road- ways are a maze of vehicles, and driving faster than a walk is dangerous to life and property. Then also, note the condition of Lenox and Seventh avenues above 110th street, which a few years ago furnished a drive on which to speed horses, but are now so built upon and so much frequented, as well by the travel on the avenues themselves as by the constant crossing of the rapidly increasing population, that the horseman must defer any effort at speed until he crosses the Harlem River. These situations have been so keenly felt by the driving public that several unsuccessful attempts have been lately made to legislate in favor of a fast driving road on the westerly side of the Central Park. The class of citizens who are thus seeking recognition represent very large interests in our city and number among them our largest taxpayers and most representative men, and their just demands should receive prompt and favorable consideration. ADVOCATING THE GRAND DRIVEWAY. In this connection I offer here, and would ask this Board to request the attention of the Park Department to it, a suggestion 32 which, while more expensive than that proposed by the Park Department, will be of such infinitely greater results in alleviat- ing the difficulties that I have enumerated as to make the ex- penditure a wise one. I propose a viaduct along the westerly side of Riverside Park with arched side openings overlooking the Hudson Kiver. The viaduct will accommodate the Hudson River trains, which will get light and ventilation through the arched openings, and will completely relieve the park from the smoke and cinders, and practically relieve it from noise and danger. This viaduct will extend from 72d street to 129th street, and will add a finish to the whole park by improving the grade and width of an unusu- ally narrow and steep park, and thus make it available for walks and shrubbery to an extent not attainable in its present grades. On the viaduct I propose that a superb roadway be built of the same width as Seventh avenue (eighty-five feet), to be devoted to fast driving, with sidewalks on either side of twenty feet each, and suitably supplied with shade trees. This would give a nearly straight away drive fifty-seven blocks long, with only two cross streets, and perhaps they might be arranged to cross at different grades, and thus make an uninterrupted stretch of six blocks greater than Central Park, safe for all time from the dangers of crossings of all kinds. NOW IS THE TIME. CROSS SECTION OF DRIVEWAY AT 106TH STREET. All this would be done by simply having the retaining wall, which the Park Commissioners are now proposing to build on the easterly side of the railroad, placed on the westerly side of the railroad between it and the river, and enclosing the railroad by an arch surmounted with the driveway. This work could be especially well and cheaply done at this time, as the contractors 33 with large forces and plants of machinery and tools are just com- pleting their contracts on the aqueduct and sinking the tracks of the Harlem railroad, and they would be ready and able to take such contracts on very favorable terms to the city. This work would be much less expensive than such work would be in many locations because of the abundant facilities for receiving materials along the whole water front, extending from end to end, and from the fact that it would not be subject to the interruptions of travel as in the heart of the city. The already enumerated advantages to the city of this im- provement, relieving as it does such necessities, and the especial conveniences at this time for doing it, all point toward the adop- tion of such a scheme, and personally I ask the Park Department to give it careful consideration and thereby give to New York the finest driveway in the world. MICHAEL COLEMAN, President of the Tax Department. LAWSON N. FULLER ENTHUSIASTIC. HE SAYS THE SCHEME ISA MAGNIFICENT ONE AND IS DEMANDED BY THE CITY'S GROWTH. Lawson N. Fuller is naturally one of the most enthusiastic ad- vocates of Mr. Sweeny's project. For many years Mr. Fuller has been an eloquent and energetic promoter of all sorts of west side improvements. He was as eloquent as ever when I asked him what he thought of Mr. Sweeny's idea. "Why, sir," he exclaimed, "it's grand! it's glorious ! You can't make me say anything too strong in favor of it. I've wanted, for years, to see just such a scheme carried out. I've talked im- provements on the west side of Riverside Park so much, and urged the establishment of a great riding and driving plaza up that way so long, that the subject is familiar to me in all its details. " Yes, sir ; Mr. Sweeny's project is entirely feasible. It's the most magnificent suggestion yet made. There isn't the slightest objection to it. It is splendid. I haven't the least hesitation in 34 saying that such a terrace for riding and driving would be a greater source of innocent amusement for the people than all the attractions in Central Park put together. Take that down ! A greater source of innocent amusement, sir, than all the attrac- tions in the park put together ! "Why, think of it a minute ! Think what healthful and ex- hilarating exercise horseback riding is, and how little chance there is for it in this great metropolis. Think how few people ever get an opportunity even to see that noble animal, the horse, at his best. Outside of the race tracks, with all their evils of bookmaking and trickery, there is no popular exhibition of horsemanship. " And why? Solely because there is no suitable place to speed high bred and valuable horses." GREAT POPULAR EXHIBPITONS. " Imagine Sunol or Axtell or Maud S. or any of the famous flyers taken for an outing some afternoon on the beautiful terrace that Mr. Sweeny contemplates. Why, sir, 25,000 persons would turn out to see the noble animal. And without a cent to pay, without any of the jugglery of the race course, with only inno- cent pleasure in the graceful motions of the intelligent beast. Wouldn't it be delightful? Wouldn't the children clap their hands with pleasure and older folks enjoy the treat ? " And such horses as the ones I have named would be driven on the terrace frequently. The only reason their owners don't take them out more now is that, as I have said, there is no place within easy reach where such high priced animals can be driven with safety. Mr. Bonner is not going to run the risk of having Maud S. cast a shoe or sprain an ankle on a rough and uncertain road. No one can blame him. It would be a reckless and cruel way of treating one of the finest animals that ever lived, let alone the great loss to him financially should the peerless mare be dis- abled. But on the splendid and well kept terrace from 72d street to 98th street, with its two and one-half miles of level roadway, Maud S. or any other horse could be driven at high speed with the utmost safety. " And then think of the benefit to the people of such a ren- dezvous. Rich and poor, young and old, could meet there and 35 each enjoy himself in his own way, while mutual education would result to the classes from the unconscious comparison of conditions. " Oh, I could go on indefinitely in praise of this grand scheme. We'll have it sometime. We've got to have it, and with Mr. Sweeny's admirable idea, as promulgated through the Herald, for a definite, tangible point of departure, it ought not to be long before the splendid dream becomes a magnificent reality. EXPENSE XO OBJECT. "Obstacles? Xo, sir; I tell you there are none. The only possible question that could be raised is one of expense, but that is no obstacle. The west side terrace wouldn't take a dollar out of the people's pockets ; for every dollar spent ten would be returned. By the method which Mr. Sweeny suggests the whole original cost could be carried through small interest bearing bonds, and the increased valuation of property would more than offset this expense. " Why, sir, I know that hundreds of thousands of dollars would be added to the value of property by the building of such a terrace. I know it. Then, too, a great deal of capital would be brought to the city in horseflesh, increased demands for car- riages and all that — hundreds of thousands more — to say nothing of the advantages to the health of the people as well as their pleasure from the inevitable growth of horseback exercise. In the last five years, with only the narrow, winding bridle paths of Central Park, see how the pastime has increased. It would increase ten times over with the great terrace. " Oh, we've got to have that terrace ! Mr. Sweeny has started the ball a-rolling and the Herald must keep it going. It won't be long before the public and their servants in official life see the beauties of the project. Once seen, the thing's done — the ter- race is a certainty ! " (New York Herald, August 5, 1890.) THE HUDSON DRIVEWAY A PUBLIC DEMAND. The Proposed Riverside Park Exterior Improvement Will be Brought Before the next Legislative Session — Municipal Authorities Enthusiastic — Com- missioner Coleman Believes the Completion of His Plans Will Not Cost the City More than Five Million Dollars. There need be no fear on the part of the persons who are interested in improving the Western side of the city by the erection of a viaduct along the river front that their ideas will not be fully discussed. Most of New York was talking yesterday of the magnificent plans of Mr. Peter B. Sweeny, as described exclusively in Sunday's Herald. And there seemed to be no objectors. At least I found none who were at all familiar with the necessities of the west side of the city. But this approval was by no means confined to citizens who were merely interested in the improvement of their own property. The heads of the municipal departments regarded the project with more than favor — it might be almost said with enthusiasm. They all agreed that the plans as explained by the Herald were magnificent. It is true that they spoke of the cost as the one thing which would probably stand in the way of a popular sup- port, but this reservation was acknowledged to be unwarranted by any careful consideration of the project. So general was the pleasure with which the exterior drive proposition was received that persons may safely look forward to see a well organized movement take life for its accomplishment next autumn. The next session of the Legislature will undoubtedly be requested to act upon the matter and authorize the city to go ahead and improve itself. 3 6 37 COMPTROLLER MYERS APPROVES* Mayor Grant is not inclined, as a rule, to express his opinion concerning any city improvement which is still merely in the nebulous stage of development, and so he declined to discuss the matter yesterday, save to say that the project would have to be approved by the Legislature before the local authorities could take any action ; but the Mayor has so often expressed himself concerning the advisability of providing additional means of recreation for the people that his hesitancy concerning the River- side Park exterior drive may be correctly attributed entirely to official caution. Comptroller Myers, however, did not hesitate to declare at once that the scheme was not alone feasible, but that it would be a magnificent addition to the city's attractions. "The main thing, of course, to consider," he added, "is the expense. I believe that the exterior drive, according to the Herald's illustration last Sunday, would be very costly, and we must be very careful that we do not get too near our consti- tutional limit of indebtedness. Of course for such an improve- ment the whole city would have to be taxed, and this might arouse some opposition, and then would come in the structural difficulties of the enterprise. To tunnel over the tracks of the New York Central Railway would cost a good deal of money, and we might arouse a very serious opposition from that corporation, too, which might object to have its light and air and access interfered with. I am, however, decidedly in favor of the idea. It opens up the most splendid possibilities, for in time it might be extended around the head of the island and so connect with the exterior drive which has been already planned along the shore of the Harlem River, north of the Central Bridge. There you would have the most magnificent roadway in the world. " The necessary progression for this matter to take would be to bring it before the next session of the Legislature, and upon the passage of the bill to carry it through the Board of Street Openings and the Board of Estimate and Apportionment. I do not know how the city officials would regard the matter as a body when it was before the Legislature ; whether or not they would advocate the passage of the bill. That would depend, of course, 38 upon the amount of popular approval that was manifested. I think that the city authorities are anxious to improve the city in any way they can legally do." COMMISSIONERS POST AND GILROY APPROVE. When the opinion of Commissioner Post, of the Department of Docks, was asked, he said that he too approved of the scheme, though he had not given the subject sufficiently careful attention to speak officially about it. "There is one thing which must be considered," he continued. " The river along the territory proposed to receive the improve- ment is very deep. It ranges at the bulkhead line, between Seventy-second street and 125th street, all the way from eighty feet to one hundred and seventy-five feet. At once the problem arises of how far the exterior confining wall of the viaduct shall go out into the river. Of course, to build a wall strong enough to answer the necessities of this splendid plan in water as deep as I have mentioned would mean a colossal outlay of the city's money. Anything done of that description would have to be ex- ceptionally well done. If, however, it is proposed to go out only to the low water mark the cost could be very materially lessened. The plan would certainly improve the city to a very marked degree and would be of immense advantage to that particular part of the island." Commissioner (xilroy, of the Public Works Department, was enthusiastic about the driveway. He said: " I regard the scheme as magnificent, and if it can be carried out it should be done. The question has been raised whether or not the New York Central would interpose an objection, but it seems to me that this city has reached a stage of development that will enable it to improve itself despite what the New York Central or any other corporation says. "The completion of the driveway will be costly, no doubt, but it seems to me that the city can afford to make herself beautiful and add to the comfort and pleasure of her citizens. You know, of course, that there is now building an exterior driveway along the East River front, the road being fifty feet in width and the bulkhead sixty-five feet additional. With this 115 feet of space the people of the east side will have no reason to complain if the people of the west side be given similar advantages. Of course, the east side improvements will be occupied mainly for commer- 39 cial purposes. The increase of wharfage which will be coincident with the Hell Gate improvements will bring vessels of all classes up there and with them will appear factories and other places of employment, convenient to the great population of artisans on that side of the city.* NECESSARY TO THE FUTURE OF THE WEST SIDE. . " As to the future of the west side of the city, so far as its re- maining a purely residential district is concerned, I believe it is dependent upon some improvement of the general character pro- posed. Unless such a scheme as this is carried out, the water front along the North Kiver will be devoted to factories, and not alone will the usefulness of Riverside Park be seriously impaired, but the advantages of the West End will be considerably lessened. AVith this driveway as a starting point, its extension would be required as the city developed and the demands for it increased. " Concerning the cost of this improvement, I, of course, know nothing. To speak intelligently about such matters, one must have given careful consideration to the necessities of every aspect of the question. Such a thing, I, of course, have not done. The scheme certainly should receive the approval of every one whose wish is to beautify the city." Perhaps next to Mr. Sweeny himself there is no one who is so enthusiastically in favor of the exterior drive as Commissioner Michael Coleman, president of the Tax Department. I chatted with him yesterday concerning the probable cost of the drive. He has given careful thought to the matter, and has had prepared plans of his own which differ from Air. Sweeny's, as was shown by the illustration in yesterday's Herald. "I believe," Air. Coleman said, "that the plans for this exterior driveway, viaduct and general improvement of Riverside Park could be carried out for between $4,000,000 and $5,000,000. This estimate is based upon the possibility of not being com- pelled to pay great prices for condemned property along the river front. But this property is not valuable. I have made inquiries recently, and find that the owners regard it as very nearly worth- less, mainly because their communication with the rest of the * Nearly three millions of dollars are being expended for the improvement of the Riverside at the "East End'' of the city by building an exterior street and dock on the East River from Forty-ninth street to Eighty-first street. ~ That part of the improvement alone, from Sixty- fourth street to Eighty-first street, being estimated to cost $1,645,190.50. See report of the Commissioner of Public Works to the Commissioners of the Sinking Fund, dated July 1st. 1890. Certainly the easterly Riverside is being liberally taken care of by the municipal authorities. 40 city is so restricted. My plans are not so elaborate as those of Mr. Sweeny's, and do not contemplate any subsidiary exterior avenue along the water front. If we should have to give up the idea of the purchase of riparian rights then the necessity for this water avenue would increase, very greatly, the cost of the improvement. mr. colbman's elaborated idea. " But I do not think we should have any trouble in that direction. The reproduction of my sketch of the road, which appeared in this morning's Herald, only gave a transverse view. A longitudinal view would show that the roadway is supported on a true viaduct and not upon a closed tunnel. The water side of the wall would be a succession of arches which would admit light and air to the trains and afford the trains even better facilities than they now have for the movement of cars and their loading and unloading. So while the trains would be entirely invisible to persons in or about the park they would be clearly seen from the river. " Another advantage of this would be a great lessening of the cost of the structure as well as giving the view from the river a much greater lightness of effect. It should not be necessary to assess the property owners' of the West End, who would most greatly benefit by this improvement, more than one-half of its total cost. The remainder should be borne by the city, because the work would be a municipal improvement of a general value. The money could be raised by bonds bearing three per cent, interest, and so far as adding to the tax rate is concerned the citizens would not be aware of the difference. " The situation of the proposed driveway is immensely in favor of its cheapness. All contractors will tell you that the greatest item of cost in any undertaking is the cost of labor. Here there would be no time lost in getting to work, in transporting material, in placing men at their various duties. The work would be in the open air and full light. So far as stone is concerned there is none available at that locality, but you remember that there is to be a viaduct built at Central Bridge across the Harlem to connect with the Washington Heights bluff. There will be lots of stone taken from the blastings there. It has been a serious question what the city could do with it. Well, here's a chance. Use it for the viaduct for the Riverside Park's exterior driveway." (New York Herald, August 6, 1890.) NEW YORK MUST HAVE THAT HUDSON DRIVEWAY. It Will Not Be Necessary to Secure Special Legislative Action in the Matter — Ample Powers Already. — Russell Sage Tells What He and Other Owners of Fast Horses Think of Peter B. Sweeny's Project. Peter B. Sweeny's project for a terraced or viaduct driveway on the easterly bank of the Hudson, at Riverside Park, continues to meet with popular approval, and various communications commending it have been received by the Herald, which first conveyed information of the magnificent scheme to the people at large. W. E. D. Stokes, in a letter dated Monday, after referring to the fact that nearly every one is in favor of the project, makes the suggestion that it will not be necessary to apply to the Legis- lature for special authority to carry out the proposed measure. He says that Chapter 320 of the Laws of 1887 gives full power to the Board of Street Opening and Improvement to locate and lay out such a park or driveway as that proposed, to acquire title to such land as may be required for the purpose, to take posses- sion, through the Department of Parks, and improve the property and to determine what proportion of the expense shall be assessed, upon the property in the neighborhood and what proportion shall be paid by the city. It also provides for the issue of funds for the payment of damages and the construction and mainten- ance of the driveway. The Consolidation Act of 1882, Section 955, as amended by Chapter 320 of the Laws of 1887, gives all the additional powers that are required. GOOD WORK BY THE " HERALD." This being so the situation is greatly simplified, and compara- tively little trouble should be experienced in carrying the pro- posed undertaking to completion. The Board of Street Opening 41 42 and Improvement is composed of the Mayor, Comptroller, Com- missioner of Public Works, the president of the Park Commis- sion and the president of the Board of Aldermen. Urging the Herald to pursue the good work it has undertaken, Mr. Stokes suggests that, inasmuch as a tunnel over the tracks of the New York Central and Hudson River Railroad Company, as proposed in Mr. Sweeny's plan for the driveway, would be expensive and, perhaps, to a certain extent impracticable, the location of the driveway be somewhat changed. He says : " I would suggest that Twelfth avenue, now laid out alongside and west of the railroad property line and seventy-five feet in width, be preserved ; that between it and the bulkhead line the whole width be taken for the new water park and drive, and that all use of the property west of the proposed park for any business use be abandoned, so that the outer wall of the drive shall rise directly from the river, as is the case with the bulkhead wall at the Battery. To make the requisite width for this series of drives, roads and paths, say 200 feet, a new bulkhead line, far- ther out in the river, must be established. The present line, es- tablished in 1868, does not extend far enough into the river, nor does it afford a park spaoe of even width. " Upon the area lying between the present Twelfth avenue and the exterior or river line," continued Mr. Stokes, "an elevated park should be built, high enough to permit arches under it where required for landings and ferries. It could be con- nected with Riverside Park, over the railroad and avenue, by occasional arches and bridges. Its surface could be divided into a sea walk, with platforms and drives and roads, and its eastern border planted with trees and shrubbery to serve as a screen for the smoke and noise of the railroads." RUSSELL SAGE IS HEARTILY IX FAVOR. Mr. Stokes, it will be seen, modifies Mr. Sweeny's plans in cer- tain particulars, but it is with him merely a question of means and adaptability of location for carrying out the proposed great public improvement which Mr. Sweeny has conceived. He re- peats in the concluding paragraph of his communication that he merely offers a suggestion. Mr. Russell Sage, who, by the way, is almost as great a lover of 43 the horse as he is an adept at the business of "puts" and "calls" and the cutting of Manhattan and other railway coupons, said when I questioned him yesterday concerning Mr. Sweeny's project : " In favor of a driveway there? Of course I am. So is every man who owns a horse in this city. Why, what greater pleasure could a man have than driving a spirited horse, full of fire and go, over a fine drive such as that can be made. Xo fear of acci- dents or police interference then, and if a fellow wanted to get a little speed out of his nag, why, he could get it, that's all. "You see, we fellows, the Vanderbilts and the rest of us who own horses and don't spend all our time in Europe, but right here on Manhattan Island, find our chief pleasure in driving. Some of us own pretty good animals, too. I have four that trot way down — well, in the 'twenties.' They're dandies, I can tell you, and I ain't obliged to take any man's dust if I don't want to. See !" and Mr. Sage chuckled gleefully. A CHAXCE TO SPEED FAST HORSES. " Well, then, if we like to speed our animals now and then, and in such a splendid place as that drive up Eiverside way can be made, wouldn't thousands of people like to see the sport? I tell you there are some horses that would be seen on that drive that people would go a long way to see. " So the driveway would be a public benefit for that reason alone, if for no other. It would be a daily show, free to every one, and without any bad surroundings either. It would really be much more sensible to go to see it than pay 84 for a stall in the Metropolitan Opera House to hear the foreign squealers. "Yes, the idea is an excellent one and I hope the Herald will keep up the fight. We — that is, the taxpayers — will stand be- hind it and see the thing through. We have long wanted a Hudson River drive and we are going to have it now, I guess." Mr. Sage became enthusiastic at this point, and proceeded to describe the pleasure of holding the lines over a fast nag while putting the animal through its paces. It was like an electric shock, he declared, to feel the sudden impulse communicated through the veins as the horse responded to " cluck " or whip, and I left the famous dealer in " puts" and " calls " with the impression that if once the Hudson driveway is built one of its most constant patrons will be Russell Sage. (New York Herald, August 7, 1890.) MAYOR GRANT APPROVES OF THE RIVER DRIVE. Mr. Peter B. Sweeny's Suggestions Regarding a Terrace Along the Hudson Should Be Considered by Citizens — Modifications of Proposed Plans — It Is an Improve- ment that Will Benefit Property Owners and Afford Pleasure to Citizens Generally. As more consideration is given the subject, the greater becomes the desire of the representative men of the city to see the idea of Mr. Peter B. Sweeny for a Hudson Biver drive, as expressed in last Sunday's Herald, carried out. The necessity for an exte- rior driveway along the Hudson and above the tracks of the Xew York Central and Hudson Biver Railway, from Seventy-second street to Xinety-sixth street, is acknowledged on every side. Persons are beginning, too, to express wonder that tlvs has not been done before — that it was not included in the plans which were adopted for the improvement of Riverside Park. It is not often that Mayor Grant expresses his opinion con- cerning the advisability of a city improvement with as much emphasis as he used when conversing with me yesterday concern- ing this proposed Hudson Biver terrace. But he was not deter- mined concerning the details of any one plan. He was in favor of the idea of such an improvement — he was in favor of almost any idea which would lead to an increase of the charms of the city. Mayor Grant has been for some years decidedly in favor of some such avenue as has been proposed — some place where own- ers of valuable horses might enjoy their property and where the people could also take pleasure in seeing the beautiful animals. He has aroused considerable newspaper comment and criticism because of his advocacy of the building of some sort of an avenue which could be partly devoted to the speeding of fast horses. Concerning Mr. Sweeny's proposition he said yesterday : 44 45 MAYOR GRANT'S APPROVAL. " When I was first spoken to on this subject I did not care to express an opinion for the reason that I had not read the Herald article carefully nor given the matter the consideration it de- serves. I have since read the statements which it made and am free to say that it possesses much merit. It gives evidence of thought and broad idea. " Mr. Sweeny had much to do with the adornment of this city by beautifying our parks. It was during his administration as president of the Park Department that the unsightly fences which formerly surrounded our parks were taken away, and during his two years of administration he did more to beautify our city than was ever done before or since in the same time. He has traveled extensively in Europe and from his observations in the larger cities there he is fully capable of speaking understand- ingly on this subject. " The scheme is, as I understand it, to not alone provide for the construction of a gran i riding and driving avenue outside of the west boundary of Riverside Park, but also to preserve the water front, so that there shall be no interference with the de- mands of commerce, but that instead the latter shall be bene- fited by securing such outlets to the arteries of traffic as the topo- graphical possibilities of the park will permit. It has suggested itself to me that these tranverse roads might appear at conveni- ent intervals, by means of tunnels. For instance, there was a very marked declivity at Eighty-sixth street, where there was a bridge. This natural ravine might have been taken advantage of for one of these roads. Some time ago, something like five years, I believe, commissioners were appointed to condemn the property at the foot of Eighty-sixth street for a somewhat sim- ilar plan to that advocated by the Herald. I do not remember that these commissioners took any action. " There is a very steep declivity in the grade at Ninety-sixth street, and while I believe Mr. Sweeny's plan does not contem- plate making use of this in any way, still I fancy the exterior drive might be continued beyond this point. A light suspension structure — a thing wholly feasible, I think — might be thrown over the valley so as to keep the grade up and avoid the traffic to and from the river, which could pass under the structure. 46 Then the bluff at Claremont should be improved ; it is now nearly tumbling down. It seems to be absolutely necessary that a retaining wall should be built there, and built as speedily as possible. The continuance of that bluff demands it. A NEW SUGGESTION". "The thought has often occurred to me, when riding along, what a grand place the high point of rocks at Eighty-third and Eighty-fourth streets, called by some of the residents Mount Tom, would be on which to erect a colossal statue of Columbus, or of Fulton, the first steam navigator of our glorious Hudson. Columbus might have a statue in his honor, even if some of our friends did prevent us from having a fair here in commemora- tion of his discovery of this continent. "Considering the means of how to best secure this improve- ment, I am by no means satisfied that the Board of Street Open- ing and Improvement has the power to carry out the project unaided. I think that some legislative action will be necessary. I do not agree with W. E. D. Stokes that the west wall of the pro- posed driveway should rise directly from the river. I am anxious to jealously guard all possibilities of commerce, and in that con- nection certainly the water front should not be interfered with. As I understand Mr. Sweeny's plan, it is to secure control of the water front and improve it, aiding in its development by means of a subsidiary exterior roadway, which could be used by heavy drays and the like. This, to my mind, is a wise provision. " I am in favor of a liberal and judicious expenditure of pub- lic money in the improvement of our city, and of course of not alone adding to its material good, but making it more beautiful. We cannot do too much to add to our city's charm, and certainly Mr. Sweeny's suggestions should receive very thorough and careful discussion. AN IMPROVEMENT FOR EVERY ONE. "On the whole the project seems feasible and commendatory, and I think the Herald cannot ventilate it too much. Our citi- zens generally should look into the matter. The opinions and ideas of such men as Mr. Robert Bonner, Mr. C. N. Bliss, Mr. J. H. Starin, Mr. Morris K. Jesup, Mr. John D. Rockefeller, Mr. Nathan Straus and Mr. William C. Whitney could not be but valuable. 47 " It should be understood that this improvement is not only for those who ride and drive, but for the pedestrian as well, who, by this plan, is provided with an opportunity for enjoying the river scenery and seeing the driving as well. Provision might also be made for the accommodation of bicycles. " The rapid growth of our city has demonstrated that our park roads are insufficient in width, and as a consequence they are overcrowded. This new drive and ride, if built, should be built with that liberality which the future of our city demands. "The whole subject is well worthy of all the thought that can be given to it, and I shall take early opportunity to pursue the subject further. I intend to give careful consideration to the plans and details as prepared by Mr. Sweeny and Mr. Eidlitz, and would be pleased to talk to the Herald again on the sub- ject." [New York Herald, August 8, 1890.1 A HUDSON RIVER DRIVE DEMANDED EOR SAFETY. Mr. Nathan Straus Declares the Present Roads Above and Below the Park Dangerous to Horsemen— Im- provements SHOULD BEGIN AT ONCE — SCORES OF UNRE- CORDED Accidents would be Avoided and the City would be Greatly Beautified by the Road. Now tliat there is some prospect that many citizens who enjoy driving are going to have a hearing, and that respect will be shown to their wishes, they are ready to come forward, and not alone approve of the idea of a grand Hudson River road on the west side of Riverside Park, but to formally demand it. The discussion which has taken place in the Herald has awakened many gentlemen, who vaguely "believed" that some- thing as has been suggested should be done, into a decisive ac- tion in the matter. The scores of owners of valuable horses who, even in midsummer, drive up the road, contemplate send- ing a petition to the Mayor asking that the Board of Street Openings and Improvements be called upon to take necessary steps to make the Riverside Park improvements. Many of the gentlemen mentioned by Mayor Grant in the Herald yesterday are passing the warm weather at their country places and their individual approvals o£ Mr. Peter B. Sweeny's suggestions could not be readily ascertained. But I am in- formed by persons who know their ideas on this subject that they would be heartily in accord with any plan which would not alone make the city more beautiful, but would actually give it what within a very short time it must have — a driveway for the use of men who own blooded animals and desire to enjoy the possession. 4!> NO PLACE FOR VALUABLE HORSES. One of the gentlemen named by the Mayor was Mr. Nathan Straus, of the firm of R. H. Macy & Co. Mr. Strauss, when asked what he thought of the exterior drive, replied : f< The Herald has made a move in the right direction here. The proposed improvement would be of immense advantage to the people and I am decidedly in favor of it. But leaving out all question of mere picturesque attractions of such a drive as is described I think it is a necessity of the most urgent kind. " New York is in no sense provided with driveways. There is excessive danger in this poverty — a danger which the people of this city should make it a point to see is done away with. I am seriously considering the advisability of selling my horses be- cause there is no place near where I can drive them in safety. I do not think I ever leave my stables without the thought that I shall be lucky if I come back without experiencing an accident. Now this thing is all wrong. It certainly should not be so. It may be said that there are driveways now. My answer is simply, Look at them ! " They are crowded with vehicles of all sorts ; there are riders and there are bicycles — all upon the same general path. The police do their work admirably, but it is a physical impossibility for a man to drive a four foot wagon into a three foot space with- out causing a collision. It certainly is not his fault — it is the fault of the city authorities that these roads were not made wider and that more of them were not laid out. Of course there will be frightened horses and runaways under such conditions. These roads are bad enough on week days during the Summer. Of a Sunday I should no more think of risking my life or my horses in the jam that appears than driving in front of a battery in full operation. " You notice accidents recorded in the newspapers as having occurred along the various roads and avenues devoted to driving, yet not a tithe of those which actually occur are published. There are serious mishaps occurring all the while which the public never hear of. Yes, sir, I am decidedly in favor of the HerakVs suggestion, and when they take official shape I shall do everything in my power to help the scheme along. The idea is an excellent one and should certainly be carried out." 50 MR. STARIN AND COLLECTOR ERHARDT APPROVE. Mr. John H. Starin has been ill for several days, and when he reached his office yesterday he found that business had accumu- lated in a way which would have frightened any one but a vet- eran, but he found time to say : " Yes, I am in favor of the exterior driveway, provided it can be built at a reasonable expense, as Commissioner Coleman thinks. The only question which arises is whether the money necessary to make this improvement could not be spent with greater results elsewhere." Collector Erhardt is an enthusiastic horseman, and he in- formed me that there could be no possibility of doubt about the advantages of the exterior avenue. "I think," he went on, "that the idea is an excellent one and should be perfected." " But," I suggested, "some persons believe that such a drive- way should be located in some much more northern part of the city?" "Well," said the Collector, in response, "there is no reason why this Hudson Kiver avenue should not be extended to accom- modate the wishes of those persons. There clearly is no place in this city to-day for good horses, and no one will dispute that there should be. You know I am one of those persons who believe that the extravagances of the Tweed time were no evil because the improvements were made ten or fifteen years ahead of time. That improvements of a sterling character were made at that time no one who looks at New York to-day will doubt." (New York Herald, August 9, 1890.) RIVERSIDE DRIVEWAY ALMOST A CERTAINTY. The Exterior Avenue Regarded as a Necessity for the Preservation of the City's West End — Claremont Needs Attention — Mr. George S. Lespinasse Explains Why He Approves of Mr. Peter B. Sweeny's Sugges- tion. While the discussion in the Herald concerning the grand drive- way along the bank of the Hudson River is in progress the work- ingmen are busy building the retaining wall along the western border of Riverside Park as it now extends east of the Hudson River railway tracks. Delay means a somewhat useless expendi- ture of money, for should it be decided to build the terrace the present work need not in any such degree be so expensive. It was to avoid this that President Coleman made his report to the Board of Estimate and Apportionment which was published in last Monday's Herald. Mayor Grant, in his recent conversation with me, referred with much sorrow to the rapid disintegration of the bluff which is known as Claremont, and which is one of the most charming vista points on Manhattan Island. I visited the place yesterday and the justness of the Mayor's remarks was only too evident. There have been, within the last eight months, many feet of the plateau lost and the rough breaks of the ground detract very markedly from the beauty of the elevation as seen from the river. The Mayor's statement meets with the enthusiastic approval of the persons to whom Claremont is a source of pleasure and a recrea- tion spot. The building of the grand driveway would inevitably mean the extension of it above 96th street and the saving of Claremont. THE QUESTION OF COMMISSION. Persons who are very much interested in Mr. Sweeny's idea have taken the pains to have brokers inquire from persons who 51 52 own water front rights along the Hudson from 72d to 96th street, what they value their property at. Not being aware what the object of the inquiry was, the owners have answered very promptly that they did not regard their riparian rights as worth much, if anything, owing to the difficulty of access. Of what uses, they declared, is a pier if you can reach it only by means of the water? In this way there has been secured a quantity of interesting data which may have a direct bearing upon the acquisition of the property should a commission be appointed to condemn such parts of the river front whose possession is not vested in the city. Of course the testimony of experts will be necessary, in fact un- avoidable, but in connection with this will be available the actual statements by property owners as to the value of their rights. In the appointment of a commission I am informed the same procedure may be adopted as was carried out in the condemna- tion of lands along the east side of the Hudson River Railway tracks for the improvement of Riverside Park. Such a commis- sion would have, I am told, equal rights with the preceding one, and could be governed to a very large extent by the experience gained by the latter body. The acquiring by the city of the property along the river front would effectually prevent, if so ordered, the erection of any buildings of an objectionable nature upon the piers and so confine the use of the latter to the mere receiving and holding of goods, intermediate between their land- ing and transportation. In this way the park could be continu- ously and effectively protected, and there would be no danger, as there is at present, that that costly improvement of the west side would be ruined by private enterprises. MR. LESPINASSE IS ENTHUSIASTIC. There are few persons who are better informed concerning west side property than George S. LesjDinasse, of the real estate firm of Lespinasse & Co. I had an interesting conversation with him recently concerning the proposed driveway and what it would mean to the AVest End. He said : e ■ There is of course not the faintest shadow of doubt that the proposed exterior terraced road would be of inestimable benefit to the city. Looking at it purely from the standpoint of an 53 improvement, and leaving out of question its giving to a vast number of our prominent men chances to enjoy themselves with their horseflesh, the thing is really necessary to the proper de- velopment of the West End. " The Herald said the other day, with great truth, that private owners of the water front would certainly have it in their power to erect all sorts of objectionable structures on their property. Factories do not consume their own smoke and odors and cin- ders. The prevailing winds of this city are either westerly, northwesterly or southwesterly, and the result would be that Riverside Park would no longer be a place of recreation, but a sort of tantalizing middle ground which looked pretty, but was not to be entered. " I know what this building of factories and the like along the river front means. Some little time ago we were given charge of a fine piece of property on Washington Heights at 145th street, •overlooking the river. It was higher, so far as actual site was •concerned, than any of the beautiful houses along Eiverside Drive. Well, there were lots of persons who were charmed by the location and an equal number who went to inspect it. Every time we took any one out, the Manhattan Iron Works at the bottom of the bluff, then in full operation, would send their smoke up and cause the expectant purchasers to flee for salvation of their lungs. What was the case up there will be certainly the condition at the Riverside Park front. (( Concerning- the assessment of the property owners of West End I don't think it will do. I don't think that they will con- sent to pay one-half of the cost. The improvement would be one for the entire city, and I believe that the assessment lawyers could lead an opposition to any special assessment with much success. But let us have this improvement by all means." Mr. Peter B. Sweeny, who has been following the discussion of his idea very carefully, declares that he will reply to such objec- tions as have been made within a very short time. He is certain, he says, that he will be able to answer them satisfactorily. (New York Herald, Augnst 11. 1890.) WHAT RIVERSIDE DRIVE WOULD COST THE CITY. Mr. Peter B. Sweeny Estimates that $6,000,000 Would Amply Coyer the Expense — A Valuable Suggestion — Let Part of the $10,000,000 Appropriated for the World's Fair be used for this Worthy Purpose. The proposition of Mr. Peter B. Sweeny to establish a riverside driveway from Seventy-second to Ninety-sixth street is meeting with more popular favor every day, and is also gaining supporters among prominent officials. When I saw Mr. Sweeny yesterday he said the scheme was growing so rapidly and gaining strength so fast that it would soon, in all probability, be able to take care of itself. As to objections that have been urged against it in certain quarters Mr. Sweeny said : " Mr. Post, the Dock Commissioner, aware that in certain localities along the upper shore the water was of an extreme and costly depth, felt called upon to take soundings on the bank. The average depth along the w r hole line from Seventy- second to Ninety-sixth street is only sixteen feet. This is not formidable. W^hen Mr. Eidlitz found that we were approaching costly depths of water and expense he called a halt, and after careful conference we adopted a plan to effect the most economical treatment of the question. This adaptation has handsomely met the grades of Riverside Drive, and promises a most harmonious result. " Along the water front which we treat the bottom of the river is firm and the water clean and clear as crystal, unlike the front nearer the centre of the city, where mud abounds to fathomless depths and purulent pollution is the rule. Mr. Gil- more and Mr. Myers, while quite enthusiastic on the general idea, were prudently looking to the cost, and the Comptroller thought we ought not to get too near the constitutional limit as 54 55 to incurring debt. They will see that they take an exaggerated view of the expense, and that we are very safe on the financial question. ESTIMATE OF COST. "The largest item of cost will be the sea wall and exterior avenue. This expense properly belongs to the Dock Depart- ment, and we are only briefly anticipating, for the purpose of pressing necessity, what will be inevitably required. The total of this expenditure will be $3,500,000 and will be paid by a loan redeemable in thirty yearr, during which period the revenues of the sinking fund will amount to over $300,000,000. The city will have as the result a mile and a quarter of dockage and a handsome exterior street of the same length for all the business and commercial requirements of its western upper section, from which in time the returns will be immense. " The total cost of all the remainder of the improvement — the filling, the building of the terrace and the laying out of the courses and walks will be 82,500,000. This will include every detail of expense except planting with trees and shrubbery, as shown on the plan, which latter will be a comparatively small expense to the Park Department. The entire filling will be about 1,800,000 cubic yards, and although, in the calculation, a liberal sum is allowed for it, the material will be provided in abundant quantities right at hand and at a moderate expense. CAN BE DONE IN EIGHTEEN MONTHS. " I think the whole work can be completed in a year and a half from the time of the passage of the act by the Legislature. There need not be any delay in waiting for the commission which will be appointed with reference to that part of the land required to be taken, but the work can be commenced at once, as the city owns the water right. I have fixed on this limited time because I find that the Harlem Kailroad Company have built double re- taining walls four miles long between Fordham and Morrisania, in the midst of most distracting and retarding difficulties — such as excavation, shifting of the tracks and the like — and this work has been accomplished inside of two years. "This is practically twice as much retaining wall as we shall require. This work on the Harlem route has been remarkably well done and has been performed speedily by building in sections and meeting at both ends. I think the cost of the 50 terrace and roads and walks should also be paid by the city in the form of a long loan, as in the case of the exterior dock — to be met from the accumulations of the sinking fund — the tax- payers being only required to defray the interest at the present low rates. I have before dilated on the fair proportions of the terrace, nearly three hundred feet wide and of such grand length, in its adaptability, temporarily, in the possible future, for a world's exposition, and its opulent capacity to enable the people from all parts of the country to witness the naval parade of 1893. " These considerations, and the massive and overwhelming one that the improvement is for the entire community, should bar the idea of any merely local charge. The twenty-fifth sec- tion of the act passed last Winter in regard to the World's Fair (Chapter 7, Laws of 1890) provides, among other things, that 'for the damages awarded and expenses incurred upon the acquisition of land and the construction, erection and furnishing of buildings thereon/ under the authority of the act, the Comp- troller should issue stock or bonds of the city, payable in ten to thirty years, in the usual form, not exceeding $10,000,000. This provision stands unrepealed — as an unused appropriation — and I propose that a portion of this fund be applied to the expense of the superb embellishment and devotion to the highest practical usefulness of the best portion of the water front of this great metropolis. THE CITY'S WEALTH. "Now, as to the constitutional limit of indebtedness. The provision on the subject prohibits any indebtedness by any county or city of over one hundred thousand inhabitants which shall exceed ten per cent, of the assessed valuation of the real estate of such county or city subject to taxation. The net amount of the funded indebtedness of the city on the first day of this month was $97,567,516.44, which is liable to be reduced to the extent of the accumulation of the sinking fund to date. You see, the total is an amount which the revenues of the sink- ing fund and their annual addition would wholly pay off in less than ten years. The assessed valuation of the real estate of our city for this year is $1,398,290,007, which allows an indebtedness of $139,829,007. This gives a margin of $42,000,000— with a $10,000,000 annual sinking fund — a very fair amount of financial elbow room." (New York Herald. August 16, 1890.) THE HUDSON DRIVEWAY PLEASES ROBERT BONNER. Maud S.'s Master Speaks Enthusiastically of Mr. Sweeny's Magnificent Project — Such an Improve- ment a Necessity — Mr. Bonner avould not take $10,000 and speed his favorite along any of the Park's Macadamized Roads. The discussion concerning the proposed exterior driveway along the banks of the Hudson from 72d street to 96th street, by means of a terrace west of the New York Central railroad tracks, has been even' more free since Mr. Peter B. Sweeny's answers to the objections which were made against his scheme than it was before. The subject has, as is well known to the Herald readers, been discussed very freely by the various heads of the municipal departments, hi the ordinary order of affairs it must very soon come before one of the boards for consideration, and it is more than likely that within a few days Mr. Sweeny's magnificent project will be given officially to the public. When Mayor Grant comes back the Board of Street Openings and Improvements will hold a meeting and the question whether or not they have the power to take decisive action in regard to this improvement will no doubt be informally discussed. The project will first have to be passed upon by the Commissioners of the Sinking Fund to determine just how far the city may yet go in incurring indebtedness. Then, in all likelihood, the mat- ter will be taken up by the Board of Street Openings and a com- mittee appointed to proceed with the development of the scheme. MR. BONNER ENTHUSIASTIC. Among the gentlemen whose approval of the improvement, Mayor Grant said, would be of great advantage in making it possible, was Mr. Robert Bonner. I found him yesterday in his 57 58 office, exceedingly enthusiastic over Mr. Sweeny's idea. "The only thing which I can see against it," said Mr. Bonner, " is the possible costliness. It would be a mistake, I think, if the city should increase its present liabilities to any great extent, but if the driveway can be built at a reasonable cost I am decidedly in favor of it. Why the city should assign a bridle path to horse- back riders and no road to the drivers of trotters is beyond my comprehension. The trotting horse is particularly an American institution, and the only reason I can see for this favoritism to the riders is that their pastime is ' English, you know/ Why New York, which is the largest city in the country, should neg- lect, as it has done, to provide for the accommodation of the many exceedingly valuable horses that are owned by citizens I have not been able to find out. Why should horseback riders be given privileges which are denied to the owners of valuable trot- ters? We represent as much capital as they do, and pay as much taxes, and we want a chance to speed our horses within the city limits. Mr. Sweeny's plan is a magnificent one, and if it is as feasible as Mr. Sweeny thinks it is I don't think that there is a horseman in this town who would refuse to give his unqualified approval. A NATIONAL QUESTION. " Besides that mere question of accommodating the citizens here a question of national importance is involved. You may take owners and breeders of horses all over the country and they certainly regard New York as their chief market. Of course if New Yorkers are prevented from using their horses the demand for very fast trotters will decrease so that the market will be spoiled. That would be a serious loss of many thousand dollars annually and would divert the trade to some other city. As a matter of fact, we have not got a road in New York where it would be safe to speed a valuable animal for even a limited dis- tance. The Park roads are too hard. I wouldn't take $10,000 and speed Maud S. a mile on the hard macadamized road in Cen- tral Park. A fine horse can't stand that sort of road. " The absence of elasticity in the roadbed gives all their finely strong muscles and tendons severe shocks at every step they make. I don't think that anything in the way of driving would, be much more serious than the effect of this simple speeding on 59 such drives. Of course I don't mean that if Maud S. were driven a mile at her best speed upon these roads it would necessarily ruin her, but it might very seriously injure her, with the chances very great for its doing so. GENERAL INTEREST IN HORSEFLESH. " What we want is an earth road, where the shock to the horse would not be great — a sort of compromise roadbed between that given by the macadam pavement and the ordinary country road. This proposed great driveway would certainly be a very great ad- vantage to New York. There are a largfi number of persons who come to this city — clergymen particularly — who write to me and ask permission to call upon Maud S. This would show how very general is the interest which Americans take in fine trotting horses. Just think how entertaining it would be for persons to go up along the supposed drive and watch the great horses of the country speed from one end to the other. " Even now, with the exceedingly limited facilities for ordinary driving that we have, how great is the curiosity displayed by on- lookers along the Park drive and the upper avenues ! Why, when I am out driving I see almost every person whom I pass turn around and observe, ' There goes Maud S. ! ' This general interest which I have noticed is sometimes subject to mistakes. For instance, I bought a horse about a year ago, which is the very counterpart of Maud S., but which is a gelding, but not- withstanding this difference when I drive this animal I hear per- sons call him ' Maud S.' all the same. This very morning I drove Maud S. around the Park and lots of people stood still in their tracks and watched her until she got out of sight. We must have a public drive along which horses like Maud S. may be driven, and horse lovers generally, whether they own horses or not, given an opportunity to enjoy themselves. " The placing of this driveway along the Hudson would, I think, be more advisable than apportioning any one of the exist- ing driveways to the purpose. Our island is so narrow that unless we get some place for our horses west of Central Park we can't get any at all. I have thought that it might be possible that a portion of one of the boulevards could be devoted to this purpose, but there would arise the trouble of crossing the boule- vard by heavy vehicles and by pedestrians. Mr. Sweeny's plan * 60 would obviate all danger of this kind, because the road would be straight away and all transverse traffic would be otherwise provided for. GO WALK ALONG SEVENTH AVENUE AND THINK. " To those persons who question the popularity of watching the drivers of fast horses and their animals, it need only be nec- essary to walk along Seventh avenue during the driving hours and become converted. The crowds are greatest on Sundays, I believe, but I never drive on Sundays. I never did but once. A parishioner of my clergyman some time ago died away uptown over Macomb's Dam Bridge. It happened on Sunday, and my clergyman came to me and said : ' Mr. Bonner, how do you suppose I am going to get out there? ' "I was aware that the parishioner and his family were very dear to my minister, and I knew that he was anxious to call upon them and administer all the consolation that he could, so I said : ' Well, Doctor, I will get a closed carriage at a livery stable and we'll go up there together.' So we did, and the clergyman was satisfied, and that was the only time that I was ever driving on Seventh avenue on a Sunday. I regarded this, however, as a case of necessity and my conscience did not trouble me. " Let us have this grand driveway if it is possible at a rea- sonable expense, and I shall do all in my power to further it when the scheme assumes a definite shape." i (New York Herald, August 17, 1890.) SWEENY'S DRIVEWAY SCHEME INDORSED. Par-sighted Citizens Greatly Interested in the Project, Which Would Proye a Public Boon — City Officials Likely to Act — President Coleman, of the Tax De- partment, Will Support the Plan — The Development of the Horse. The interest aroused by Peter B. Sweeny's proposed plan for an exterior driveway along the banks of the Hudson River,west of the Riverside drive and the tracks of the New York Central Railroad, continues unabated. Far seeing and public spirited citizens, who look to the future development of New York upon a scale of magnificence and utility never before attained in the history of a modern city, are enthusiastically in favor of the plan. The views of these men, as printed in the Herald from day to day, have had the effect of clearing the public mind of the doubt as to the possibility of the plan with which it was first viewed by citizens who had not thoroughly considered the subject or who viewed the expenditure of the necessary money with misgiving. That the subject has now assumed a tangible form is incontes- able, and that it will be considered by the properly constituted city authorities is an almost assured fact. Mr. Sweeny, who was in the city on Wednesday, had a long conference with Mr. Coleman, president of the Tax Department. During their conversation the two gentlemen considered the entire subject pro and con. It will be remembered that while Mr. Coleman was heartily in favor of the proposed exterior driveway he differed with Mr. Sweeny upon some of the minor details and arrangements as suggested in the latter gentleman's plan. These differences were entirely in connection with the disposi- tion of the tracks of the New York Central Railroad. Mr. Sweeny's idea is that the tracks be secluded by building a lofty wall of masonry and reducing the noise made by the locomotives 61 62 and the escape of cinders and steam by planting trees and shrub- bery along the crest of the terrace thus created. Mr. Coleman was in favor of arching the tracks upon the plan of the tunnel along Fourth avenue. BOTH NOW OF ONE MIND. When spoken to in relation to the conference with Mr. Cole- man Mr. Sweeny said : " In view of the difficulties and expense which would be encoun- tered to carry out Mr. Coleman's tunnel scheme, and as he is now convinced that our plan meets a much wider range of public requirement, Mr. Coleman will abandon his plan for ours. The public can now count upon his zealous and influential support of the measure in its broadest possible scope." Mr. Sweeny was much interested in reading the views of Robert Bonner, published in Saturday's Herald. "Mr. Bonner's opinions," he said, "correspond with my own in every particular. The elastic roadbed proposed for the new driveway and the increased facilities for driving and riding will be of incalculable benefit to the development of the horse and will serve the purpose of prolonging the life of our citizens, living under the high pressure of the nineteenth century." I reminded Mr. Sweeny that he, too, had promised to dwell upon equine development as one of the topics involved in his proposition of the new driveway. He consented to do so, prefacing his remarks by saying that the " honor of having evolved the trotter belongs to this side of the ocean," and, " I have noticed a growing tendency upon the part of our best men to cultivate outdoor equine re- creation. $ 4c 4c * 4c $ * * 4: MR. BONNER'S HORSES. " Such is the regard that Mr. Bonner has for his magnificent horses that his feeling toward them is shown in every detail of their lives, and he says that he would not speed Maud S. a mile on the hard, macadamized roads of Central Park for $10,000. " This growing tendency for outdoor exercise — driving, riding, walking, participating in games of activity and other kindred sports — threatens to weaken the long maintained thraldom of club life in our cit) — clubs, where socalled good living prevails, C3 and where enjoyment consists of cards and cocktails, and higher or lower gratification of the senses, which sap the vitality of men. " I know that life ought not to be an eternal grind, but the problem is, What is true relaxation, wise recreation ? " If any one is suffering from ennui during any part of his day let him buy a good horse with plenty of ' go ' in him and a safe outfit. Let him cultivate friendly relations with his silent companion and take to the road. His troubles will soon be at an end." * * * * * * * OLD TIME EQUESTRIANS. In speaking of equestrians Mr. Sweeny said : " When Central Park was first established there were not more than fifty horse- back riders in the whole city. They were nearly all lawyers, under the lead of David Dudley Field, A. Oakey Hall, William Curtis Xoyes and Edwin W. Stoughton. Mrs. Stoughton, the mother of Professor Fiske, was an indefatigable rider, too, and could be seen out riding in the early morning every fair day, without fail." DEVELOPMENT OF THE SHORE LINE. I saw Mr. Eidlitz, whose report, published in the Herald at the time Mr. Sweeny first gave his views to the public, formed a valuable addition to the same. I remarked that he had not said much as to the artistic effect of the contemplated improve- ment. He replied as follows : " From an artistic point of view the shore line of this island needs and deserves treatment, wherever commerce permits an effort in that direction. " Here is presented a remarkable opportunity, of which the authorities should be zealous to avail themselves. The extension of the Park lines beyond the railroad ; the introduction of a border of green at the water's edge, managed with the habitual skill of the Park Department ; the planting out of the disfigur- ing lines of the railroad, the building of a permanent embank- ment — all tend to the aesthetic development of the shore of an island of great natural beauty and will not fail of appreciation by executive officials and a community so capable as ours. " In England a Special Board of Commissioners is intrusted with the preservation and care of the natural beauties of the land contiguous to cities, where from any cause its face is in danger of being marred. The work is performed with liberality of ex- penditure and the best artistic taste. 64 ARTISTIC TASTE. " Our Central Park, our Riverside Drive aud Park, our Morn- ingside Park, attest, more than mere words can tell, the cultiva- tion and generosity of our people and the sagacity and artistic proficiency of the direction in our departments. u The desirability of a public drive of the description projected by Mr. Sweeny, also of an equestrian promenade, are matters which have heretofore found favorable public expression, and have been urged with much earnestness by eminent citizens for a consider- able period. Indeed, public opinion appears to be quite united and decided in regard to them, and the necessity and desire will obviously increase with the growth of the city. The subject may be considered as past discussion. But I may be permitted to speak with something like enthusiasm of the aesthetic phase of the project, and I do not hesitate to assert that the artistic merits of the scheme are of a character and magnitude to command the most favorable consideration of the public and their representa- tives." (New York Herald, September 18, 1890.) The Board of Estimate, After a Lively Discussion, De- cides to Make Appropriations To-Day — Riverside Driveway — Tax Commissioner Coleman Moves the Appointment of a Commission to Consider Plans — Action Deferred. The first meeting of the Board of Estimate and Apportion- ment after the vacation, held yesterday in the Mayor's office, proved eventful and full of interest. ******** THE WEST SIDE DRIVEWAY. Tax Commissioner Coleman — who is also a member of the Board of Estimate and Apportionment — called the attention of his colleagues to the necessity of improving the condition of the west side river front above 72d street. Many prominent persons, he said, had suggested plans by which the city would be bene- fited in point of beauty and comfort. A sea wall was an absolute necessity to that region, and at the same time a handsome drive- way could be added that would prove a great attraction to the thousands of drivers and visitors to the city. The plan submit- ted by Mr. Coleman is contained in the following resolutions : 65 Whereas a plan has been presented lor tlie improvement of the westerly river wide, north of Seventy-second street, which contem- plates the building of a sea wall or bulkhead from Seventy-second street to Ninety-sixth street ; the reclaiming of the land under water and the establishment along its entire length, ten feet above tide- water, of a traffic road or avenue for commercial and general busi- ness purposes; and also adjoining the said avenue the construction of an elevated place or terrace, thirty feet above tidewater and one mile and a quarter long, under which the intersecting streets can be carried by double arched viaducts, and upon which a perpetual road for unrestricted driving as to speed, eighty feet wide, is to be con- structed, divided so as to admit of driving in different directions; also a permanent promenade equestrian road at least fifty leet wide established, together with adjoining walks for the accommodation of pedestrians and lookers-on, the adjacent railroad tracks to be se- cluded by a wall sufficiently high and by trees and shrubbery artistically planted, the terrace being connected with Riverside Drive at Seventy-second street and Ninety-eighth street, and forming a circuit relation to the Central Park. And whereas Ave regard the objects thus proposed to be accomplished eminently important and desirable, calculated to meet long pressing and meritorious de- mands, to relieve in a most agreeable way the undue pressure on the equestrian roads of Central Park and by attracting carriage riding to the Riverside Drive to diminish the excessive crowding of the most conveniently situated roads of that park— in addition the city will practically gain over fifty acres of valuable land, and not only secure the ground to be occupied against injurious and depreciating uses, but promote in a most unique and attractive form the prosper- ity of the west end of the city, which has been so remarkably ad- vanced by private enterprise. And whereas this project presents a special case, involving considerations of a novel and important character, affecting largely the interests of the whole community, and should receive exceptional treatment in order to secure the best results; therefore, Resolved, That His Honor the Mayor be and lie is hereby re- quested to name a special or advisory commission of citizens to in- formally consider said plan and any other that may be presented on the subject and to report to this Board a project which will in their judgment best accomplish the above contemplated objects, together with an approximate estimate of the cost thereof, with the view to such legislative action in the premises as may be necessary to con- summate the measure at the earliest practicahle period, and that His Honor the Mayor be a member of said commission. Commissioner Coleman said that he had discussed the project fully with many prominent persons and found them all enthusi- astic over the scheme. He had kept a record of the gentlemen 66 in favor of the city taking action in the matter and making the improvements as submitted in the resolutions. The Commissioner handed me the following list of names, from which he suggested the Mayor might select his commission : Joseph H. Choate, The other members of the Board said that they had read about the proposed driveway in the Herald and thought very favorably of the scheme. It was decided to defer the subject for further consideration. THE PRIVATE PROPERTY TO BE PURCHASED IS A SMALL ITEM The proposed West Side Driveway, the plans for which were first announced in the Herald, is an improvement that has attracted the special consideration of all the uptown property owners. I met Mr. Peter B. Sweeny, who first proposed the scheme, and called to his attention a point of interest upon which William R. Grace, Louis Fitzgerald, Eugene Kelly, Hugh J. Grant, August Belmont, Pub. Works Comm'r Gilroy, Comm'r Albert Gallup, Comptroller T. W. Myers, Dock Commissioner Post, Stephen A. Walker, James C. Carter, Edward Cooper, C. N". Bliss, J. H. Starin, Morris K. Jesup, John D. Rockefeller, Nathan Strauss, William C. Whitney, Leonard W. Jerome, Leopold Eidlitz, Frederick Law Olmstead, Lawson K". Fuller, Frank Work, Samuel D. Babcock, Robert Bonner, Chauncey M. Depew, Charles A. Dana, Russell Sage, Oswald Ottendorfer, James Gordon Bennett, John D. C rim mins, Charles A. Smith, George Jones, Joseph J. O'Donohue, Elliott F. Shepard, Jesse Seligman, William K. Vanderbilt, John A. Cockerill. COST OF THE GREAT DRIVE. OF THE EXPENSE. 67 there has as yet been little or nothing said, namely, the cost of the land which would be required. Many property owners are apprehensive regarding the large expenditure involved. Mr. Sweeny said : "I thoroughly investigated that question before I launched the scheme, and have a paper containing all details, names of owners, dimensions of property and valuation. Tnere are thirty-five pri- vate owners of land and rights in the area embraced by the im- provement, and the total last assessed valuation of their property was $83,800. Allowing for the usual additon to the assessors' figures it will be seen that the land expense is a mere bagatelle compared with the value of the improvement." Mr. Sweeny further remarked: " When the Riverside Park was laid out, through some strange oversight its western bound- ary was not carried to the line of the land of the railroad com- pany and a strip was left unappropriated, extending from Seventy-ninth street to 129th street. In 1885 an act of the Legis- lature was passed to cure this defect. This act extended the westerly boundary of the park to the easterly side of the railroad property and laid out an avenue to be called Twelfth avenue, ex- tending seventy-five feet westerly from the railroad track all along the river front. The Counsel to the Corporation at that time, in compliance with the mandate of the act, applied in that same year, 1885, for the appointment of commissioners of estimate and assessment to make awards for the required land and to assess the benefits without limitation as to area. The commissioners were promptly appointed and have been ever since in legal exis- tence without making any visible sign of life." " What is the cause of these five years of delay?" " The land could have been surveyed under the direction of the commissioners, its value ascertained and the assessment made with ordinary diligence in a few months. The true cause is to be found, doubtless, in the deadly inertia which afflicts the city in so many official directions. A new board of live men charged with the entire subject would furnish a bright example of official capability and executive vigor from which the entire brood of official Rip Van Winkles may profit. When I have leisure I shall prepare a proposed form of an act of the Legis- lature to consummate the plan, which will furnish the ground- work for consideration of the various subjects involved." 68 Afc a meeting of the Board of Estimate and Apportionment held at the Mayor's Office in the City Hall, on the 15th day of October, 1890, the Preamble and Resolution introduced before the Board by Mr. Commissioner Coleman on the 17th day of September last, was taken up for consideration and unani- mously adopted — the Mayor, Comptroller, President of the Board of Taxes and Assessments and President of the Board of Aldermen — all the members of the Board, voting in favor thereof. In pursuance of said action of the Board of Estimate and Ap- portionment, His Honor, the Mayor, on the 30th day of Octo- ber, 1890, made the following proclamation and appointment : At a meeting of the Board of Estimate and Apportionment -of the City of New York, held on the 15th day of October, 1890, the following Preamble and Resolution were unanimously adopted : Whereas a plan has been presented for the improvement of the westerly river side, north of Seventy-second street, which contemplates the building of a sea wall or bulkhead from Seventy-second street to Ninety-sixth street ; the reclaiming of the land under water and the establishment along its entire length, ten feet above tidewater, of a traffic road or avenue for commercial and general business purposes ; and also adjoining the said avenue the construction of an elevated place or terrace, thirty feet above tidewater and one mile and a quarter long, under which the intersecting streets can be carried by double arched viaducts, and upon which a perpetual road for unre- stricted driving as to speed, eighty feet wide, is to be con- structed, divided so as to admit of driving in different directions ; also a permanent promenade equestrian road at least fifty feet wide, established, together with adjoining walks for the accommodation of pedestrians and lookers-on, the adjacent railroad tracks to be secluded by a wall sufficiently high and by trees and shrubbery artistically planted, the terrace being connected with Riverside Drive at Seventy-second street and Ninety-eighth street, and forming a circuit relation to the Central Park. And whereas we regard the objects thus pro- [Coat of Arms of the City.] Mayor's Office, New York. October 30th, 1890. 69 posed to be accomplished eminently important and desirable, calculated to meet long, pressing and meritorius demands, to relieve in a most agreeable way the undue pressure on the equestrian roads of Central Park and by attracting carriage riding to the Riverside Drive to diminish the excessive crowd- ing oL' the most conveniently situated roads of that park — in addition the city will practically gain over fifty acres of valuable land, and not only secure the ground to be occupied against injurious and depreciating uses, but promote in a most unique and attractive form the prosperity of the west end of the city, which has been so remarkably advanced by private enterprise. And whereas this project presents a special case, involving considerations of a novel and important character, affecting largely the interests of the whole community, and should receive exceptional treatment in order to secure the best re- sults ; therefore, Resolved, That His Honor the Mayor be and he is hereby requested to name a special or advisory commission of citizens to informally consider said plan and any other that may be presented on the subject and to report to this Board a project which will in their judgment best accomplish the above con- templated objects, together with an approximate estimate of the cost thereof, with the view to such legislative action in the premises as may be necessary to consummate the measure at the earliest practicable period, and that His Honor the Mayor be a member of said commission. Acting pursuant to the power and authority thus conferred I do hereby name and appoint Gen. William T. Sherman, William C. Whitney, J. Edward Simmons, Nathan Straus, Morris K. Jesup, Joseph J. O'Donohue, August Belmont, Edward Cooper, John D. Rockefeller, John T. Agnew, Samuel D. Babcock, Robert B. Roosevelt, Cornelius N. Bliss, John H. Inman, John M. Bowers, Samuel Thomas, Lawson N. Fuller, Cyrus Clark, Francis M. Harris. David Banks, William E. D. Stokes, a special Advisory Commission to consider the plan or plans in said preamble set forth, and any other that may be pre- sented on the subject therein referred to, and to report to the said Board of Estimate and Apportionment on the subject of such plan, as will in their judgment best accomplish the objects contemplated, together with an approximate estimate of the cost thereof. (Signed) HUGH J. GRANT, [Seal of the City.] Mayor. (Evening Telegram, May 26, 1890.) NEW YORK'S RISING SUN. The Great Development of the City's East Side — Fash- ionable West End — Changes Under the Eye of Peter B. Sweeny — Riverside's Unsurpassed Drive— Million- aires Snatch up Property on the Hudson's Bank. A Telegram reporter called on Peter B. Sweeny to-day and asked his views on the progress and changes of the city as com- pared with his foreign experience. He replied: "I have no objections to talk on that subject, but what I can say must necessarily be limited and sketchy ; it would take a volume to give a close resume of the progress of the city in its material growth and its personality during my experience." He added : *' I might say something about the curious direction of the city's early development and of the recent great changes. EAST SIDE DEVELOPMENT. " The west end of great European cities," continued Mr. Sweeny, "is the seat of residential luxury, of the hearths and homes of successful men, where architectural display and rich ex- penditure attest individual wealth and where the aristocracy flock together. It is not due to accidental causes. It is too general for that. Residence within the hallowed circle which fashion appropriates to itself is in Europe a necessary passport to local distinction. Not to live at the West End to a Londoner is equivalent to an admission of inferior caste to one claiming any social merit. Why has our city been the exception to the rule? Why has the east side in the past been the fashionable quarter with us? Certainly the west side has been the most attractive in all the respects which conduce to the advantage of a residential haven. That part of the city west of Central Park, with its adaptable grades, its points of eminence, its salubrity of situa- tion, bordering on the noble Hudson, with broad, open expanse and varied scenery — the attractive Palisades and distant hills of New Jersey with verdure clad in constant view — gave it impor- tant natural advantages. Yet the east side, with its original disadvantages— and they were many, requiring indomitable 7 o 71 effort to overcome in the inadaptability of the land, ungradable, sunken in places, in others overwhelmed by massive, rocky obstructions — has been down to a recent period the chief locality of fashion and social distinction. " One reason for this departure from the principle of natural selection lay in the influence of the accidental location of the early routes of travel leading out of the city. The Albany road was on the west side. It followed an irregular route through the island along the old Bloomingdale road, now Broadway. It was not a good road ; it was generally in bad repair and traveled only as necessity required. The Boston post road was on the east side, and was macadamized all the way to Harlem. It was connected in one branch with the Third avenue, and it became the more generally traveled northern route, and hence when the pioneer settlers out of town began their migration they followed the more convenient and agreeable road. " In the days when home life in our city began its infantile efforts to establish social caste — the dawn of the day of our aris- tocracy — when the founders ceased to live over their stores and sought for residences which would exhibit their prosperity, those who did not seek homes in the lower part of Broadway and around the Battery, which was the top notch of distinction, located in East Broadway and Henry street, quite far over on the east side — and here was the seat for many years of much of that i good society ' which afterward emigrated to Fifth avenue and Murray Hill, and whose descendants are made happy by being counted within the tightening limits of the favored four hun- dred. Samuel B. Buggies did his share in giving this direction of fashion toward the rising sun when he laid out Union Square building at the right side, an enterprise which greatly quickened the city's prosperity, but which was considered a very rash undertaking, far in advance of the time. " The dedication of the land for Stuyvesant square by Peter Stuyvesant had its share in keeping the compass of improvement veering toward the east. Peter owned by inheritance a farm tract extending from about 8th street, where the Cooper Union now stands, to 24th street, and from the westerly side of Third avenue to a very comfortable distance eastward. In his latter days he kept the wolf from the door by selling lots from time to time, until finally Death was successful in a great omnibus eject- 72 ment suit, and the old gentleman was stripped of all his earthly possessions — not a foot of land or a dollar was left, as he went forth alone on that uncertain, perhaps perilous journey of enforced exploration for the realms of endless time. Let us trust that the good old Knickerbocker got there quite comfort- ably. Then Hamilton Fish came in for a large slice — a third of the land which had been so summarily taken — and he built his present residence on Second avenue, more than forty years ago. " Again, German emigration by a kind of squatter sovereignty took possession largely of that part of the city lying between 14th street and Division street, east of the Bowery, and the German grocer on the corner became one of our institutions. There is a legend in regard to the first burgher, fresh from the home of thrift and land of lager, who discovered the El Dorado of grocerdom and opened the first corner grocery at the junction of Pitt and Stanton streets, but it would be too long to tell here ; it belongs to the class of reading full of baffling incidents which lead up to final triumph over all obstacles — the hidden gold mine and the verdant vales of pervading prosperity. " Forty years ago was a comparatively primitive period of our metropolis. Our city was one of short distances and easy walk- ing. Stages did our rapid transit. There were no surface rail- roads. "Washington Parade Ground and the Battery were the principal parks. The City Hall Park was full of fine old shade trees, surrounded by an iron railing, and was quite a resort for its rural attractions. The present site of the Fifth Avenue Hotel was occupied by a roadside inn kept by the then celebrated ' Corporal ' Thompson. We had then a population of about half a million, and the cost of maintaining the city government was about $3,000,000. The population has increased not quite four- fold, and yet last year, in money raised by taxation and increase of a debt, there were expended about $50,000,000 for municipal purposes — some difference between cause and effect, between the proportionate increase of population and expenditure. To give an idea of the change in a business point of view between now and then it is estimated there is as much business done now in the Equitable Building alone as was transacted then of the several kinds — legal, financial, promotive, general — in all the business part of the city. Who can estimate, by the way, what 73 the simple invention of the elevator has done for our commercial and business capabilities ? "At the period of which we are speaking a stage coach — not by any means of the elegance of that which departs in these days from the Brunswick, 'a Rattler ' of a different kind — started from the square in front of the present Staats-Zeitung Building, which carried passengers to Bloomingdale for a shilling — stop- ping for refreshment, which meant a solid drink, at Corporal Thompson's, Burnham's at 79th street, and the Abbey at 104th street. Then a visit to Bloomingdale meant something. It was a day's journey and an outing to be remembered." "On the subject of local parks: It is an interesting fact not generally known that in 1809, during the administration of De Witt Clinton, the prophetic projector of the Erie Canal, as Mayor of our city, provision was made for local parks covering nearly five hundred acres. The most notable of these parks was that of which the present Madison square is but a remnant. The original limits of this park as then defined embraced the whole space bounded by 23d and 34th streets and Third and Seventh avenues. "There remains of this grand conception but the small plot of six acres and a half between 23d and 26th streets. Another park, having an area of fourteen acres, was located between 47th and 51st streets and Fifth and Sixth avenues. Others were established on the east and west sides and the upper part of the island, so as to furnish pleasure resorts and health giving spaces to every section. It was at the dawn of municipal development. The city had then about ninety-five thousand inhabitants, and 14th street was the region of green lanes, running brooks and rustic lovers. This park system could have been carried out at the time with comparatively small expense. But cramped ideas and short sighted limitations encroached 071 these consecrated domains until mere toy parks remained. If the project had been maintained how much it would have added to the beauty of the city, the comfort of the inhabitants and the extent and value of the corporate property. The Madison Park as thus designed, more than half a mile square at this central point, would have become, no doubt, the permanent seat of fashion, surrounded by stately and luxurious edifices. How it would have changed the face of things ! 74 "By the way, at the time of which we have been speaking home rule did not count for much ; power was well centralized and political influence was a family factor. The Mayor was appointed by the Governor. De Witt Clinton was appointed by his uncle, George Clinton, then Governor, and held office for twelve years with a short interregnum. Power changed, and he was harshly removed, but he soared up afterward by force of his inherent greatness, became Governor, and was almost within grasp of the Presidency. The Mayor at this interesting period was a person- age of multifarious importance. Besides the regular duties, he was President of the Common Council, chairman of committees and Chief Judge of the Court of Common Pleas. In fact, he did everything of a leading character for the benefit of his fellow citizens, except preach the Sunday sermon. " Here is another example of anticipatory wisdom which failed to realize : That eminent jurist, the late Chief Justice Daniel P. Ingraham, the father of the present distinguished Judge of the Superior Court, in the earlier part of his public career repre- sented the Twelfth Ward in the Common Council. This was about the year 1836. With singular forecast of the city's future he offered in that body, at this period, a resolution to make Fourth avenue, throughout its entire length, 150 feet wide and to construct an avenue 100 feet wide through the Bowery to Broad street and to devote this broad thoroughfare to the rail- roads and commerce of the city. His associates did not see with his prescient vision, and the scheme was defeated as chimerical. If it had prevailed, how valuable the improvement would have been in aid of rapid transit in furnishing accessibility and relief to the business section of the city and in providing a command- ing highway of metropolitan dignity for commercial sway. We can all see the sagacity of the proposition now. Fourth avenue was subsequently made 140 feet wide from 32d street. " The establishment of the Central Park gave the greatest impetus to the improvement of the upper sections of the city, especially Fifth avenue and the east side. The act authorizing it was passed in 1853, and in 1856 the Commission of Estimate and Assessment made their award for the land taken. The original plan appropriated 660 acres, extending to 106th street, and the total cost of the land, including expenses, was $5,493,766, 75 about $7,800 per acre. The two reservoirs then provided em- braced an area of 142 acres, making a total then of 802 acres. By a law passed in 1859 the land lying north of the Park to 110th street, containing 62 acres, was embraced within the Park limits, making an aggregate of 864 acres — the present area. For this addition the city was compelled to pay $20,000 per acre, about five times the cost of the land at the upper extremity of the Park when the first purchase was made only six years before. Construction cost more than the land ; it amounted to $9,873,844. No one who only sees Central Park now can have any conception of its incapacitated condition then for the purpose of a park, with its ragged ridges, dirty dells and pools of pollution. It was one of the most repulsive sections of the city, and had been used chiefly as a dumping ground. As early as 1860, four years after the land had been paid for, one of the daily papers said 'it was neither a park, a stone yard nor a piece of waste land, and that after three years of labor and an expenditure of millions of dol- lars New York is almost as parkless as ever/ "The effect of Central Park was remarkable in the increase of the taxable value of the land bounding it. In three years this value increased from twenty-six millions to nearly fifty millions ; in 1866 it had amounted to eighty millions, until in twenty years the total increase was two hundred and fifty millions — ten fold. What is it to-day ? "The boom in Fifth avenue real estate was still more aston- ishing. The tract of land bounded by Fifth and Madison avenues and 78th and 79th streets, was sold in 1853 for $3,000, and in 1857 for $40,000. Commodore Vanderbilt, twelve years afterward, offered $1,250,000 and was refused. Single Fifth avenue lots fronting on the Park rose from $5,000 to $100,000 in a brief period. Central Park is worth to-day over two hundred millions of dollars." I noticed that whenever Mr. Sweeny needed a date, an amount or a special fact he had recourse to a stack of pigeon- holes filled with papers standing in his room. These receptacles appeared to be veritable nests of information. THE JEWISH CEMETERY. Mr. Sweeny continued : " Still the west side languished in neglected desolation. It ap- peared to be under a blight. Adventurous capitalists timidly ve 76 tured from time to time from the east side to try their hand in this unpromising region, but gave it up in the end. The best arranged booms when set to work here wouldn't boom. Capital fought shy : it would stand with its hands in its pockets at the cross roads looking thoughtfully at the barren western fields and snaking its head would turn aside to the east to go on and on building and improving upon that tried and fruitful soil. BROADWAY AND EIGHTH AVENUE IN 1861. "Finally, however, about the year 1870, the generally most far seeing and enterprising of our pushing citizens — ' the chosen peo- ple ' — believing that the tide of speculation could be successfully turned, combined in strong force for a grand real estate coup here. They bought land largely and reasonably, and prepared a seduc- tive scheme for building and improvement. All went well for a time, but the financial panic of 1873 swooped down on them, de- pressed values and defeated their plans ; heavy assessments accu- mulated, mortgages were foreclosed, and in the result these modern argonauts who did not get the golden fleece — their drag-on proving- more formidable than the dragon which Jason subdued at Colchis — were wiped out financially, or rather buried in ruin. Hence that part of the west side lying between Central Park and the river came to be known as 'the Jewish cemetery.' THE GREAT WEST END BOOM. " Rapid transit provided by the elevated roads and other propi- tious causes at last worked the long deferred revolution, and the west side north of 59th street has become the almost exclusive field of real estate speculation, progress, development and growing greatness. In the last seven years a new and beautiful city has sprung up here, and it has become the favored residential region. Houses are bought and occupied almost as soon as they are com- pleted, and capital and enterprise have found here their most suc- cessful field. In 1882 107 buildings were constructed here at a cost of 83,159,100. The increase from that time was rapid. In 1885 689 buildings were erected at a cost of $10, 680/384. The results since have been as follows : Buildings Erected. Costing. 1886 918 $15,109,000 1887 824 16,607,975 1888 522 10,383,500 1889 839 21,574,200 " The rate is well maintained this year. In February plans were filed for new buildings to the number of eighty-eight at a cost of $2,048,800. In March, sixty-one to cost $1,374,900. " Over 8100,000,000 have been expended here in the erection of buildings for dwelling purposes in the last seven years. The im- proved character of the construction is shown in a comparison of the years 1886 and 1889. In the latter year 109 houses less were put up than in the former, yet the cost of the lesser number was nearly $6,500,000 greater. It will be observed also that the in- crease in 1889 was double that of the preceding year. Thus the work goes bravely on. Seventy-second street, the entrance to the grand Riverside Drive, and in charge of the Park Commissioners, has been very handsomely improved, and forms, with the mag- nificent Dakota flats at the corner of Eighth avenue, one of the enjoyable features of the town. The street is well paved, the houses generally are of rich ornamented carved fronts, chiefly of brown stone, although there are various kinds of stone most artistically and substantially employed. The advantages of the houses constructed on the west side are that they are of to-day and its progress, and combine all the improvements, foreign and domestic, for elegance, comfort and health in residences brought down to the latest date. They are new — not a mixture of new and old, as in other parts of the city — and are made as attractive as possible in exterior and interior, and stand like a party of young but high toned, elegant and substantial denizens, in per- manent full dress, doing perpetual honors for a great and pros- perous city. " The avenues are being built upon in the best taste. I wish we had time to speak in detail of the merits, especially of West End avenue. The intersecting streets have been graded so as 78 to furnish level grades as far as practicable, and when the paving is completed the West End will be the most refreshing to the vision of educated taste and gratifying to the sense of enjoyment in the way of habitation for the human family to be found in the progress of civilization. The boulevard is to be paved with asphalt from 59th street to 110th street, which will be a crown- ing luxury of travel to the great contributing thoroughfare of all this section. RIVERSIDE PARK AND DRIVE " All this improvement and development may be said to be tributary to the great Riverside avenue, skirting the Riverside Park, which is destined to be the fashionable avenue of the metropolis. There is no avenue connected with any city of the world commanding the same advantages — bordering on the Hudson River, with its extensive views so panoramic and picturesque. Here is the one choice avenue that can never be invaded by trade, where fashion can reign supreme and where wealth can be displayed as an educator, by an exhibition of art out of doors in the highest perfection, which the world at large can view with pleasure and profit. If such a site for residences were situated at the west end of London or Paris what palaces would adorn the natural magnificence. Our wealthy leaders of fashion have, in this instance, taken time by the forelock and have purchased plots on the drive in advance of the healthy boom which is on its way, but which is now tarrying at West End avenue. Our city avenues generally, except those bordering on parks, are mere Avails of brick or stone more or less ornamented. But here there is unbroken space giving a brilliant atmosphere, diversified scenes and salubrious surroundings — the Astors, Goelets, Huntingtons, Vanderbilts, Standard Oil magnates and railroad kings, have their plots selected and plans arranged for improvements here. Of late the great dwellings of wealth located on Fifth avenue and in other fashionable directions have become mere mausoleums of household treasures — closed for three-fourths of the year — dumb shows of display, while their owners are doing Europe, or off to the South or occupying country seats. The experience of country residences, as a general rule, has not been compensating to fashion or the world at large. Bad drainage, doubtful water and malaria are too often encountered in the most promising health resorts by the sea or on the mountain. It has 79 become a question whether health seekers in the country regions do not bring back more of the seeds of sickness than they take away with them. At Riverside avenue city and country are com- bined, and in the Spring, Summer and Fall of the year will be especially agreeable. " Riverside Park was authorized in the year 1869. It contains eighty-nine acres. It cost, with Morningside Park of thirty-one and a quarter acres, $7,250,000, or at the rate of $60,000 an acre, compared with $7,800 per acre, the cost of the land of Central Park. The Riverside Drive was originally laid out by John I. Serrell in rigid lines to conform as near as possible to the other avenues, but subsequently, under the more artistic direction of Mr. Olmstead, it was altered to its present condition, adapted to and profiting by the situation of the adjoining land. The oldest settler in this region is Mr. Leopold Eidlitz, the celebrated civil engineer and architect. He located himself on a point of land jutting out into the river at 87th street more than forty years ago. Here he built a house, in which he has resided without change ever since. This was at the time when the land was in a condition of wilderness, almost as untamed as it came from the hand of Nature, and as Hendrick Hudson might have found it when he made his famous ascent — a very charming and roman- tic spot before time wrought its wonders. In the ultimate devel- opment of this section Mr. Eidlitz found himself the owner of the block front between 86th and 87th streets, one of the most coveted sites on the avenue, because it is high ground and at the point where the best view is secured of the river up and down. Xo money can purchase Mr. Eidlitz's possessions here. He is wedded to his almost life-long residence, and intends to leave it as a heritage to his children. He has no small estimate of its future value. It should be a natural conclusion to assume that he will erect a mansion at the corner of 87th street and the Drive which will be a monument to his taste and skill. It is projected to fill out into the river at Eidlitz Point to about two hundred and fifty feet beyond the railroad at the foot of the hill, on a grade high enough to cover the track with a tunnel — making a peninsular esplanade to be planted with shade trees and appropriating the river breeze and prospect — thus pro- viding a splendid improvement and a delightful resort. Eventu- ally the entire railroad track along the Park will be covered, on \ 80 some plan which will allow access to the docks at 79th and 96th streets, and by which there will be provided a charming pronen- ade and drive, bordering directly on the river and admirably utilizing the Park. Ninety-sixth street, a hundred foot street, promises to be the business 1 street of this section. It is one of the two streets intersecting the Park to the river. There is a dock at the foot of the street — old e Strykers' Bay' — where, doubtless, the North River steamboats will eventually take up and land their uptown passengers. "Nearly a quarter of a century ago more than $300,000 were expended in making permanent the natural waterways and in the construction of drains — independently of the sewers — in all this region, securing absolute dryness of surface and subsoil. The sanitary condition of West End is therefore very satisfactory. "One of the regrets in connection with the loss of the World's Fair is the deprivation of the opportunity to show to our foreign visitors Riverside Drive in its glory, built up and improved, as it would have been at the appointed time, according to plans which wealth had prepared. Of course you know that Grant's monument will be on Riverside Drive. I think I must stop here for the present. On some future occasion I will be glad to ac- company you on a descriptive journey further north by this route."