The lowest and one of the largest of the pleasure grounds of the city, is the park lying at the extreme end of the island, at the junction of the Hudson and East rivers, and known as the Battery. At the first settlement of the Dutch, the fort, for the protection of the little colony, was built at some distance from the extreme edge of the island, which was then rocky and swampy, but near enough to it to sweep the point with a raking fire. This fort occupied the site of the present Bowling Green. In 1658 Governor Stuyvesant erected a fine mansion, afterwards known as “The Whitehall,” in the street now called by that name, but “Capsey Rocks,” as the southern point of the island was called, remained unoccupied. In 1693, the Kingdom of Great Britain being at war with France, the Governor ordered the erection of a battery “on the point of rocks under the fort,” and after considerable trouble, succeeded in obtaining from the Common Council, who were very reluctant to pay out the public money for any purpose not specified in the charter—a virtue which seems to have died with them—the sum necessary for that purpose. In 1734 a bill was passed by the General Assembly of the Province, ordering the erection of a battery on Capsey Rocks, and forbidding the erection of houses which would interfere with the fire of its guns, “on the river, or on parts which overflow with water, between the west part of the Battery, or Capsey Rocks, to Ells Corner on the Hudson River,” (the present Marketfield street).
During the years preceding the Revolution, and throughout that struggle, the Battery was used exclusively for military purposes. About the year 1792 measures were taken for filling up, enclosing, and ornamenting the place as a public park, to which use it has since been devoted.
During the first half of the present century the Battery was the favorite park of the New Yorkers, and was indeed the handsomest. The march of trade, however, proved too much for it. The fashion and respectability of the city which had clustered near it were driven up town. Castle Garden, which had been a favorite Opera House, was converted into an emigrant depot, and the Battery was left to the emigrants and to the bummers. Dirt was carted and dumped here by the load, all sorts of trash was thrown here, and loafers and drunken wretches laid themselves out on the benches and on the grass to sleep in the sun, when the weather was mild enough. It became a plague spot, retaining as the only vestige of its former beauty, its grand old trees, which were once the pride of the city.
In 1869, however, the spot was redeemed. The sea-wall which the General Government had been building for the protection of the land was finished, and the Battery was extended out to meet it. The old rookeries and street-stands that had clustered about Castle Garden were removed, the rubbish which had accumulated here was carted away, and the Battery was again transformed into one of the handsomest of the city parks.
It now covers an area of about twelve acres, and is tastefully and regularly laid off. Broad stone paved walks traverse it in various directions, and the shrubbery and flowers are arranged with the best possible effect. A tall flag-staff rises from the centre of the park, and close by is a stand from which the city band give their concerts at stated times in the summer. A massive stone wall protects the harbor side from the washing of the waves, and at certain points granite stairs lead to the water.
The view from the Battery embraces a part of Brooklyn andthe East River, Governor’s and Staten islands, the Inner Bay, the Jersey shore, North River and Jersey City. The eye ranges clear down to the Narrows, and almost out to sea, and commands a view which cannot be surpassed in beauty. Here the sea breeze is always pure and fresh, here one may come for a few moments’ rest from the turmoil of the great city, and delight himself with the lovely picture spread out before him.
At the lower end of Broadway there is a small circular public square, enclosed with an iron railing, and ornamented with a fountain in the centre. This is known as the Bowling Green, and is the first public park ever laid out in the city.
The first fort built by the Dutch on Manhattan island covered a good part of the site of this square. In 1733 the Common Council passed a resolution ordering that “the piece of land lying at the lower end of Broadway fronting the fort, be leased to some of the inhabitants of Broadway, in order to be inclosed to make a Bowling Green, with walks therein, for the beauty and ornament of the said street, as well as for the recreation and delight of the inhabitants of this city, leaving the street on each side fifty feet wide.” In October, 1734, the Bowling Green was leased to Frederick Philipse, John Chambers, and John Roosevelt, a trio of public spirited gentlemen, for ten years, for a Bowling Green only, and they agreed to keep it in repair at their own expense. In 1741 a fire swept away the fort, and afforded a chance of improving the park, which was done. A change for the better was brought about in the neighborhood by the establishment of the grounds, and substantial houses began to cluster about it.
A few years before the Revolution, the Colonial Assembly purchased in England a leaden statue of King George the Third, and set it up in the centre of the Bowling Green, inMay 1771. The grounds at this time had no fence around them, as we learn from a resolution of the Common Council, and were made the receptacle of filth and dirt, thrown there, doubtless, by the patriots as an insult to the royalists. As the troubles thickened, the people became more hostile to the statue of King George, and heaped many indignities upon it, and after the breaking out of the war, the unlucky monarch was taken down and run into bullets for the guns of the Continental army.
After the close of the Revolution, Chancellor Livingston enclosed the grounds with the iron fence which still surrounds them, and subsequently a fountain was erected on the site of the statue.
“The Park” is the title given by New Yorkers to the enclosure containing the City Hall and County Buildings. It originally embraced an area of eleven acres, but within the past year and a half the lower end has been ceded to the General Government by the city, and upon this portion the Federal authorities are erecting a magnificent edifice to be used as a City Post Office. This building covers the extreme southern end of the old Park, and the northern portion is occupied by the City Hall, the new County Court-House and the Department of Finance of the city and county.
In the days of the Dutch in New Amsterdam, the site of the Park, which was far outside the village limits, was set apart as a common, and was known as the “Vlachte,” or “Flat,” and subsequently as the “Second Plains,” “Commons,” and “Fields.” It was the common grazing ground of the Knickerbocker cows, and was by universal consent made public property—the first ever owned by the city. It is believed that previous to this it was the site of the village of the Manhattan Indians, a belief which is strengthened by the frequent finding of Indian relicsin digging up the soil on this spot. It was connected with the Dutch village by a road which ran through a beautiful valley now known as Maiden lane.
THE CITY HALL PARK
Every morning the village cowherd, who was a most important personage, would walk the streets of New Amsterdam and sound his horn at each burgher’s door. The cows were immediately turned out to him, and when he had collected his herd he would drive them by the pretty valley road to the commons, and there by his vigilance prevent them from straying into the unsettled part beyond. At a later period the mighty Dutch warriors whose prowess the immortal Deiderich Knickerbocker has celebrated, made the commons their training ground, and here was also marshalled the force which wrested the city from the Dutch. Under the English it became a place of popular resort, and was used for public celebrations, the town havingreached the lower limit of the commons. Here were celebrated his Majesty’s birth-day, the anniversary of the Gunpowder Plot, and other loyal holidays, and here were held the tumultuous assemblies, the meetings of the Liberty Boys, and other demonstrations which preceded the Revolution.
In 1736 the first building, a Poor-House, was erected on the site of the present City Hall. In 1747 a powder-house was erected by the city within the limit of the commons, near the site of the present City Hall. The gallows stood on the site of the new Post-office, and in 1756 was removed to the vicinity of the present Five Points. In 1757 the new jail, more recently known as the Hall of Records, was erected. In the same year, the old French war being in progress, wooden barracks were erected along the Chambers street front of the Park.
In 1757 a part of the site of the City Hall was laid out as a burying ground for the inmates of the Alms-House. In 1764 a whipping-post, stocks, cage, and pillory were erected in front of the new jail. In 1755 a Bridewell was built on that portion lying between the City Hall and Broadway. After the Revolution, in 1785, the Park was first enclosed in its present form, by a post-and-rail fence, and a few years later this was replaced by wooden palings, and Broadway along the Park began to be noted as a fashionable place of residence. In 1816, the wooden fence gave way to an iron railing, which was set with due ceremonies by the city authorities. In 1795 a new Alms-House was built along the Chambers street front, but in 1812, Bellevue Hospital having been finished, the paupers were transferred thither, and the old building was refitted as a Museum. In 1802 the corner-stone of the present City Hall was laid. The building was finished in 1810. Some years later the old buildings were removed or converted into offices for the city and county officials.
In 1870, the southern portion having been ceded to the Federal Government for the erection of a new Post-office thereon, the Park was laid out on a new plan, and handsomely adorned with walks, shrubbery, fountains, etc. It is now an ornament to the city.
Washington Squareis located between Fourth and Seventh streets, at the lower end of Fifth avenue. The site was originally a Potter’s Field, and it is said that over one hundred thousand persons were buried here in days gone by. The square contains a little over nine acres, and is handsomely laid out, and adorned with a fountain, around which passes the main carriage drive, flowers, shrubbery, etc. The trees are among the finest in the city, and are kept with great care. An iron railing formerly surrounded the grounds, but in 1870-71 this was removed, and Fifth avenue was extended through the square to Laurens street. This street was widened and called South Fifth avenue, thus practically extending the avenue to West Broadway at Canal street. The square is surrounded by handsome residences. On the east side are the University of New York and a Lutheran Church.
Tompkins Squareis one of the largest in the city, and is laid off without ornament, being designed for a drill ground for the police and military. It occupies the area formed by avenues A and B, and Seventh and Tenth streets.
Union Square, lying between Broadway and Fourth avenue, and Fourteenth and Seventeenth streets, was originally a portion of the estate of Elias Brevoort. In 1762 he sold twenty acres lying west of the “Bowery Road” to John Smith, whose executors sold it to Henry Spingler for the sum of £950, or about $4750. The original farm-house is believed to have stood within the limits of the present Union Square. About the year 1807 Broadway was laid off to the vicinity of Twenty-second street, and in 1815 Union Square was made a “public place,” and in 1832 it was laid off as it now exists. The square is regular in shape, and the central portion is laid off as a park, and ornamented with shrubbery, flowers, walks, and a fountain. It is one of the prettiest parks in the city, and covers an area of several acres. It is oval in form, and is without an enclosure.
THE WASHINGTON STATUE IN UNION SQUARE.
Near the fountain is a thriving colony of English sparrows, imported and cared for by the city for the purpose of protecting the trees from the ravages of worms, etc. The birds have a regular village of quaint little houses built for them in the trees. They frequent all the parks of the city, but seem to regard this one as their headquarters. Some of the houses are quite extensive and are labelled with curious little signs, such as the following: “Sparrows’ Chinese Pagoda,” “Sparrows’ Doctor Shop,” “Sparrows’ Restaurant,” “Sparrows’ Station House,” etc. At the southeast angle of the square stands Hablot K. Browne’s equestrian statue of Washington, a fine work in bronze, and at the southwest angle is his statue of Lincoln, of the same metal. The houses surrounding the square are large and handsome. They were once the most elegant residences in New York, but are now, with a few exceptions, used for business. Several hotels, the principal of which are the Everett and Spingler Houses, front on the Square. On the south side, east of Broadway, is the Union Square Theatre, andon the west side, at the corner of Fifteenth street, Tiffany’s magnificent iron building. In a few years the square will doubtless be entirely surrounded with similar structures. It is here that the monster mass meetings are held.
Stuyvesant Squarelies to the east of Union Square, and is bisected by the line of the Second avenue. Its upper and lower boundaries are Fifteenth and Seventeenth streets. It consists of two beautiful parks of equal size, surrounded by a handsome iron railing, and filled with choice flowers and shrubbery. In the centre of each is a fountain. These parks are the property of St. George’s Church (Episcopal), which stands on the west side of the square at the corner, and were given to the corporation of that church by the late Peter G. Stuyvesant, Esq.
Grammercy Parklies midway between the Fourth and Third avenues, and separates Lexington avenue on the north from Irving Place, really a part of the same avenue, on the south. Its northern and southern boundaries are Twentieth and Twenty-first streets. It is tastefully laid out, is enclosed with an iron fence, and is kept locked against the public, as it is the private property of the persons living around it. On the east side the entire block is taken up by the Grammercy Park Hotel—a first-class boarding house—the other three sides are occupied by the residences of some of the wealthiest capitalists in America. Here dwell Peter Cooper, Moses Taylor, Cyrus W. Field, James Harper (of Harper & Bros.), and others equally well known in the financial world.
Madison Squarecomprises about ten acres, and lies at the junction of Broadway and the Fifth avenue. The latter street bounds it on the west, Madison avenue on the east, Twenty-third street on the south, and Twenty-sixth street on the north. It is nearly square in form, and is beautifully laid off. It has no fence, and this adds to the appearance of space which the neighboring open area gives to it. The Fifth Avenue Hotel, the Hoffman, Albemarle, and Worth Houses face it on the west, the Hotel Brunswick is on the north side, and the Union League Club House and a handsome Presbyterian Church are on the east side along the line of Madison avenue. The land nowincluded in Madison Square was owned by the city from a very early period, and was used as a Potter’s Field. In 1806 it was ceded to the United States for the erection of an Arsenal, for which purpose it was occupied for several years. In 1824 the “Society for the Reformation of Juvenile Delinquents” obtained possession of the Arsenal grounds, on which they erected a House of Refuge, which was opened January 1st, 1825. This establishment consisted of two large stone buildings, and the grounds were enclosed with a stone wall seventeen feet high. In 1838 the House of Refuge was destroyed by fire, and a few years later Madison Square was laid out. It is now one of the most fashionable localities in the city, and the favorite promenade of the up-town people, who are drawn here in great numbers by the summer afternoon concerts of the Central Park Band.
Reservoir Squareoccupies the site of the old Crystal Palace, and lies between Sixth avenue and the Croton Reservoir on Fifth avenue, and Fortieth and Forty-second streets. It has recently undergone great changes. It is a very pretty park, and is much frequented by the nurses and children of the adjacent neighborhoods.
The Fifth avenue, commencing at Washington Square, or Seventh street, and extending to the Harlem River, is said by the residents of New York to be the finest street in the world. It is about six miles in length, and is built up continuously from Washington Square to the Central Park, a distance of nearly three miles. From Fifty-ninth street to the upper end of the Central Park, One-hundred-and-tenth street, it is laid with the Nicholson or wooden pavement. It is being rapidly built up along its eastern side, the Park bounding the opposite side of the street, and this portion bids fair to be one of the most delightful and desirable neighborhoods in the city. In the vicinity of One-hundred-and-eighteenth street, the line of the avenue is broken by Mount Morris, an abrupt rocky height, which has been laid off as a pleasure ground. Around this the street sweeps in a half circle, and from here to the Harlem River, One-hundred-and-thirty-fifth street, it is lined with pretty villas, and paved with asphaltum.
From Madison Square to its lower end, the avenue is rapidly giving way to business, and its palatial residences are being converted into equally fine stores. Hotels and fashionable boarding-houses are thick in this quarter. Above Madison Square the street is devoted to private residences, and this part ispar excellence“The Avenue.”
FIFTH AVENUE, NEAR TWENTY-FIRST STREET.
The principal buildings, apart from the residences, are the Brevoort House, at the corner of Clinton Place, an ultra fashionable hostelrie. On the opposite side of the street, at the northwest corner of Tenth street, is the handsome brown stone Episcopal Church of the Ascension, and on the southwest corner of Eleventh street is the equally handsome First Presbyterian Church, constructed of the same material. At the northeast corner of Fourteenth street is Delmonico’s famous restaurant, fronting on both streets; and diagonally opposite, on the southwest corner of Fifteenth street, the magnificent house of the Manhattan Club. Not far from Delmonico’s, and on the same side, is a brick mansion, adorned with a sign bearing a coat of arms, and the announcement that the ground floor is occupied by the eighth wonder of the world, “A Happy Tailor.” At the southeast corner of Nineteenth street is the Fifth Avenue Presbyterian Church, in charge of the eloquent Dr. John Hall. Two blocks above, on the southwest corner of Twenty-first street, is the South Dutch Reformed Church, a handsome brownstone edifice, and diagonally opposite is the Glenham House. At the southwest corner of Twenty-second street, is the famous art gallery of Gonpil & Co., and immediately opposite the St. Germains Hotel. At Twenty-third street, Broadway crosses the avenue obliquely from northwest to southeast. On the left hand, going north, is the Fifth Avenue Hotel, and on the left Madison Square. The open space is very broad here, and is always thronged with a busy, lively crowd. At the northeast corner of Twenty-sixth street is the Hotel Brunswick, and on the southwest corner of Twenty-seventh street the Stevens House, both monster buildings rented in flats to families of wealth. At the northwest corner of Twenty-ninth street, is a handsome church of white granite, belonging to the Dutch Reformed faith, and familiarly known as the “Church of the Holy Rooster,” from the large gilt cock on the spire. At the northwest corner of Thirty-fourth street is the new marble residence of Mr. A. T. Stewart, the most magnificent dwelling house in the land. Immediately opposite is a fine brown stone mansion, occupied at present by Mr. Stewart. On the southeast corner of Thirty-fifth street, is Christ Church (Episcopal), and on the northwest corner of Thirty-seventh street the Brick Church (Presbyterian), of which Dr. Gardiner Spring is the pastor. At Fortieth street, and extending to Forty-second, the west side of the avenue is taken up with the old distributing reservoir, a massive structure of stone, and immediately opposite is the Rutgers Female College. At the southeast corner of Forty-third street is the city residence of the notorious Boss Tweed, and at the northeast corner of the same street, the splendid Jewish synagogue known as the Temple E-manu-el. At the southwest corner of Forty-fifth street is the Church of the Divine Paternity (Universalist), of which Dr. Chapin is the pastor, and on the opposite side of the street in the block above, the Church of the Heavenly Rest (Episcopal). At the northwest corner of Forty-eighth street is the massive but unfinished structure of the Collegiate Dutch Reformed Church. On the east side of the avenue, and occupying the block between Fiftieth and Fifty-first streets, is the new St. Patrick’s Cathedral,unfinished, but destined to be the most elaborate church edifice in America. The block above the Cathedral is occupied by the Male Orphan Asylum of the same church, next door to which is the mansion of Madame Restelle, one of the most noted abortionists of New York. On the northwest corner of Fifty-third street is the new St. Thomas’ Church (Episcopal), a fine edifice, and owned by one of the wealthiest congregations in the city. Between Fifty-fourth and Fifty-fifth streets, and on the same side of the street, is St. Luke’s Hospital, with its pretty grounds. On the east side, between Fifty-eighth and Fifty-ninth streets, and now in course of erection, will be located the Central Park Hotel, which is to be one of the most imposing structures in New York; and just opposite is the main entrance to the Central Park.
From Seventh to Fifty-ninth streets, the avenue presents a continuous line of magnificent mansions. There are a few marble, yellow stone, and brick buildings, but the prevailing material is brown stone. The general appearance of the street is magnificent, but sombre, owing to the dark color of the stone. Nearly all the houses are built on the same design, which gives to it an air of sameness and tameness that is not pleasing. But it is a magnificent street, nevertheless, and has not its equal in the great and unbroken extent of its splendor in the world. It is a street of palaces. Madison and Park avenues, and portions of Lexington avenue, are nearly as handsome, as are the cross streets connecting them with the Fifth avenue, and many of the streets leading to the Sixth avenue are similarly built. The great defect of the avenue is the poverty of resource in the designs of the buildings, but this is the only species of poverty present here.
If the houses are palatial without, they are even more so within. Some of them are models of elegance and taste; others are miracles of flashy and reckless adornment. The walls and ceilings are covered with exquisite frescoes. The floors are rich in the finest and thickest of carpets, on whose luxurious pile no footfall ever sounds. The light of the sun comes struggling in through the richest of curtains, and at night thebrilliancy of the gas is softened by the warmest tinted porcelain shades, or heightened by the dazzling reflection of crystal chandeliers. The drawing rooms are filled with the costliest and the richest furniture which is the perfection of comfort, and with works of art worth a fortune in themselves. Back of these, or across the hall, through the half opened doors, you see the sumptuously furnished library, with its long rows of daintily bound books in their rosewood shelves. The library is a “feature” in most houses of the very wealthy, and in the majority of instances is more for ornament than for use. In the rear of all is the conservatory with its wealth of flowers and rare plants, which send their odors through the rooms beyond. The upper and lower stories are furnished on a corresponding scale of magnificence. Everything that money can procure for the comfort or luxury of the inmates is at hand. Nor are such residences few in number. They may be counted by the hundred, each with its contents worth a large fortune. The style of living is in keeping with the house, and, as a matter of course, only the very wealthy can afford such homes.
As for the occupants, they represent all classes—the good and the bad, the cultivated and the illiterate, the refined and the vulgar, the well-born and those who have risen from the gutters. If shoddy finds a home here, genuine merit is his neighbor. Those who have large and assured incomes can afford such a style of life; but they do not comprise all the dwellers on the Avenue. Many are here who have strained every nerve to “get into the Avenue,” and who would sell body and soul to stay there, yet who feel that the crash is coming before which they must give way. Others there are who would give half their possessions to move in the society in which their neighbors live. They reside on the Avenue, but they are ignored by one class of its occupants, because of their lack of refinement and cultivation, and by another because of their inferiority in wealth. Great wealth covers a multitude of defects in the Avenue.
Perhaps the most restless, care-worn faces in the city are to be seen on this street. Women clad in the richest attire pass you with unquiet face and wistful eyes, and men who are enviedby their fellows for their “good luck,” startle you by the stern, hard set look their features wear. The first find little real happiness in the riches they have sold themselves for, and the latter find that the costly pleasures they courted have been gained at too dear a price.
THE NEW RESIDENCE OF A. T. STEWART, ESQ.
Families are small in the Avenue, and Madame Restelle boasts, that her wealth has been earned in a large degree by keeping them so. Fashion has its requirements, and before them maternity must give way. Your fashionable lady has no time to give to children, but pets lap-dogs and parrots.
Well, the Avenue mansions have their skeletons, as well as the east side tenement houses. The sin of the fashionable ladyis covered up, however, and the poor girl must face the world. That is the difference. Madame married her husband for his money, and her love is given to one who has no right to claim it; and what between her loathing for her liege lord and her dread of detection, she leads a life not to be envied in spite of the luxury which surrounds her. The liege lord in his turn, never suspecting his wife, but disheartened by her coldness to him, seeks his “affinity” elsewhere; and, by and by, the divorce court tells some unpleasant truths about the Avenue.
Contemplating these things, I have thought that the most wretched quarter of the city hardly holds more unhappy hearts than dwell along the three miles of this grand street; and I have thanked God that the Avenue does not fairly represent the better and higher phases of social and domestic life in the great city.
The peculiar shape of the island of Manhattan allows the city to grow in one direction only. The pressure of business is steadily bringing the mercantile district higher up the island, and compelling the residence sections to go farther to the northward. Persons in passing from their homes to their business go down town in the morning, and in returning come up town in the evening. Those who live in the better quarters of the city, or in the upper portion of the island, cannot think of walking between their homes and their business. To say nothing of the loss of time they would incur, the fatigue of such a walk would unfit nine out of ten for the duties of the day. In consequence of this, street railways and omnibuses are more necessary, and better patronized in New York than in any city in the Union.
The street cars are the most popular, as they constitute the quickest and most direct means of reaching the most of the city localities. There are about twenty-two lines in operation within the city limits. The majority of these run from north to south, and a few pass “across town” and connect points on the North and East Rivers. A number centre in Park Row at the new Post-office, and at the Astor House. The fare is usually five cents below Sixty-fifth street, and from six to eight cents to points above that street.
The Street Railway Companies are close corporations. Theirstock is very rarely in the market, and when it is offered at all sells readily at high prices. The actual dividends of these companies are large, often reaching as high as thirty-five per cent. This, however, is carefully concealed from the public, and the companies unite in declaring that the expenses of operating their roads are too heavy to admit of even a moderate profit. This they do, no doubt, to excuse in some degree the meanness with which they conduct their enterprises; for it is a striking fact that the heavier such a company’s business grows, and the more its profits increase, the more parsimonious it becomes towards its employees and the public.
There is not a line in the city that has a sufficient number of cars to accommodate its patrons. More than one-half of those who ride on the cars are obliged to stand during their journey. As a rule, the cars are dirty and filled with vermin. The conductors and drivers are often appointed for political reasons alone, and are simply brutal ruffians. They treat the passengers with insolence, and often with brutality.
One meets all sorts of people on the street cars, and sometimes the contact is closer than is agreeable, and keeps sensitive people in constant dread of an attack of the itch or some kindred disease. Crowded cars are much frequented by pick-pockets, who are said to be frequently in league with the conductors, and many valuable articles and much money are annually stolen by the light-fingered in these vehicles.
NEW PALACE-CAR IN USE ON THE THIRD AVENUE LINE.
If the drivers and conductors are often deserving of censure, they have their grievances also. Their employers are merciless in their treatment of them. They lead a hard life, working about fifteen hours out of every twenty-four, with no holidays. The conductors receive from $2.00 to $2.50 per day, and the drivers from $2.25 to $2.75. In order to make up the deficiency between their actual wages and their necessities, the conductors and drivers have fallen into the habit of appropriating a part of the money received from passengers to their own use. Many of them are very expert at this, but some are detected, discharged from the service of the company, and handed over to the police. The companies of course endeavorto put a stop to such practices, but thus far have not been successful, and plead as their excuse for the low wages they give, that this system of stealing prevents them from giving higher pay. Spies, or “spotters,” as the conductors term them, are kept constantly travelling over the roads to watch the employees. They note the number of passengers carried during the trip, and when the conductors’ reports are handed in, examine them and point out such inaccuracies as may exist. They soon become known to the men. They are cordially hated, and sometimes fare badly at the hands of those whose evil doings they have exposed. This practice of “knocking down,” or appropriating money, begins with the conductor, as he alone receives the money paid for fares. Those interested in it defend it on various grounds. The President of the Third Avenue Railway Company, the principal horse-car line in the city, once said to a reporter for a morning paper:
“We try and get all honest men. We discharge a man immediately if he is found to be dishonest. You see, conductors are sometimes made more dishonest by the drivers, who demand so much a day from them. You have no idea how much a driver can worry a conductor if he wants to. For instance, he can drive a little past the corner every time when he ought to stop. He can be looking the other way when the conductor sees a passenger coming. He can run too fast, or let the car behind beat his, and so on, annoying the conductor continually. The only way the conductor can keep friends with him is to divide every night. . . . The conductors ‘knock down’ on an average about thirty-five or fifty cents per day. . . . I don’t think the practice can be entirely stopped. We try all we can. Some will do it, and others think they have the same right. We can’t stop it, but discharge a man mighty quick if he is detected.” The Third Avenue line runs 200 cars, so that the loss of the company by the “knock-down” system is from $70 to $100 per day, or from $25,500 to $36,500 per annum.
A conductor gave his explanation of the system as follows:
“Well, I’ll tell ye. When a conductor is put on a road he has to wait his turn before getting a car; it may be a month orsix weeks before he is regularly on. He’ll have to know the ropes or he’ll be shelved before he knows it. He’ll have to be a thief from the start or leave the road. His pay is $2 to $2.25 per day. Out of that sum he must pay the driver from $1 to $2 a day; the starter he has to conciliate in various ways. A lump of stamps is better than drinks and cigars, though drinks and cigars have a good deal of influence on the roads; and then the ‘spotter’ has to get $5 every week.”
“Why do the conductors allow themselves to be imposed on in this way?”
“Why? Because they can’t help it. If they don’t pay the driver, the driver will not stop for passengers, and the conductor is short in his returns; if they don’t have a ‘deal’ with the starter, the starter will fix him somehow. You see the driver can stop behind time, or go beyond it if he likes. The latest car in the street, you understand, gets the most passengers. So it is that the drivers who are feed by the conductors stay from two to five minutes behind time, to the inconvenience of passengers, but to the profit of the driver, the conductor, the starter, the spotter, and for all I know, the superintendent and president of the company. It is a fine system from beginning to end. The amount of drink disposed of by some of the fellows in authority is perfectly amazing. I know a starter to boast of taking fifteen cocktails (with any number of lagers between drinks) in a day, and all paid for by the ‘road;’ for, of course, the conductors saved themselves from loss. Oh, yes, you bet they did! The conductor’s actual expenses a day average $5; his pay is $2.25, which leaves a fine tail-end margin of profit. How the expenses are incurred I have told you. What ken a man do? Honesty? No man can be honest and remain a conductor. Conductors must help themselves, an’ they do! Why, even the driver who profits by the conductor’s operations, has to fee the stablemen, else how could he get good horses? Stablemen get from $1 to $2 per week from each driver.”
“Then the system of horse railroad management is entirely corrupt?”
“You bet. ‘Knocking down’ is a fine art, as they say: but it is not confined to the conductors. The worst thing about the car business though, and what disgusted me while I was in it, was the thieves.”
“The thieves?”
“Ay, the thieves. The pick-pockets, a lot of roughs get on your car, refuse to pay their fares, insult ladies, and rob right and left. If you object you are likely to get knocked on the head; if you are armed and show fight you are attacked in another way. The thieves are (or rather they were until lately) influential politicians, and tell you to your face that they’ll have you dismissed. Ten to one they do what they say. I tell ye a man ought to have leave to knock down lively to stand all this.”
The stages of New York are a feature of the great city, which must be seen to be appreciated. They are the best to be found on this continent, but are far inferior to the elegant vehicles for the same purpose which are to be seen in London and Paris. The stages of New York are stiff, awkward looking affairs, very difficult to enter or leave, a fact which is sometimes attended with considerable danger on the part of ladies. To ride in one is to incur considerable fatigue, for they are as rough as an old-fashioned country wagon. Unlike the European omnibuses, they have no seats on top, but an adventurous passenger may, if he chooses, clamber up over the side and seat himself by the Jehu in charge. From this lofty perch he can enjoy the best view of the streets along the route of the vehicle, and if the driver be inclined to loquacity, he may hear many a curious tale to repay him for his extra exertion.
The stages, however, as inconvenient as they are, constitute the favorite mode of conveyance for the better class of New Yorkers. The fare on these lines is ten cents, and is sufficiently high to exclude from them the rougher and dirtierportion of the community, and one meets with more courtesy and good breeding here than in the street cars. They are cleaner than the cars, and ladies are less liable to annoyance in them. Like the cars, however, they are well patronized by the pickpockets.
The driver also acts as conductor. The fares are passed up to him through a hole in the roof in the rear of his seat. The check-string passes from the door through this hole, and rests under the driver’s foot. By pulling this string the passenger gives the signal to stop the stage, and in order to distinguish between this and a signal to receive the passenger’s fare, a small gong, worked by means of a spring, is fastened at the side of the hole. By striking this the passenger attracts the driver’s attention. A vigorous ringing of this gong by the driver is a signal for passengers to hand up their fares.
All the stage routes lie along Broadway below Twenty-third street. They begin at some of the various East River ferries, reach the great thoroughfare as directly as possible, and leave it to the right and left between Bleecker and Twenty-third streets, and pass thence to their destinations in the upper part of the city. The principal lines pass from Broadway into Madison, Fourth and Fifth avenues, and along their upper portions traverse the best quarter of the city. As the stages furnish the only conveyances on Broadway, they generally do well. The flow and ebb of the great tide down and up the island in the morning and evening crowd every vehicle, and during the remainder of the day, they manage by the exertions of the drivers to keep comfortably full.
The stage drivers constitute a distinct class in the metropolis, and though they lead a hard and laborious life, their lot, as a general thing, is much better than that of the car drivers. They suffer much from exposure to the weather. In the summer they frequently fall victims to sunstroke, and in the bitter winter weather they are sometimes terribly frozen before reaching the end of their route, as they cannot leave their boxes. In the summer they protect themselves from the rays of the sun by means of huge umbrellas fastened to the roof ofthe coach, and in the winter they encase themselves in a multitude of wraps and comforters, and present a rather ludicrous appearance. They are obliged to exercise considerable skill in driving along Broadway, for the dense throng in the street renders the occurrence of an accident always probable, and Jehu has a holy horror of falling into the hands of the police. Riding with one of them one day, I asked if he could tell me why it was that the policemen on duty on the street were never run over or injured in trying to clear the thoroughfare of its frequent “blocks” of vehicles?
“There’ll never be one of them hurt by a driver accustomed to the street, sir,” said he, dryly; “I’d rather run over the richest man in New York. Why, the police would fix you quick enough if you’d run a-foul of them. It would be a month or two on the Island, and that’s what none of us fancy.”
It requires more skill to carry a stage safely through Broadway than to drive a horse car, and consequently good stage-drivers are always in demand, and can command better wages and more privileges than the latter. They are allowed the greater part of Saturday, or some other day in the week, and as the stages are not run on Sunday, that day is a season of rest with them.
Like the street car conductors, they are given to the practice of “knocking down,” and it is said appropriate very much more of their employers’ money than the former. They defend the practice with a variety of arguments, and assert that it is really to their employers’ interests for them to keep back a part of the earnings of the day, since in order to cover up their peculations, they must exert themselves to pick up as many fares as possible. “It’s a fact, sir,” said one of them to the writer, “that them as makes the most for themselves, makes the biggest returns to the office.”
Many of the drivers are very communicative on the subjects of their profession, and not a few tell some good stories of “slouches,” “bums,” and “beats,” the names given to those gentlemen whose principal object in this world is to sponge upon poor humanity to as great an extent as the latter willpermit. One of the cheapest ways of “getting a ride” is to present a five or ten dollar bill; very few drivers carry so much money, as they hardly ever have that amount on their morning trips; the bill cannot be changed, and the owner of it gets “down town”free.
Apropos of this method, a talkative Jehu said to me one morning, “When I was a drivin’ on the Knickerbocker,” a line that ran some twenty years ago from South Ferry through Broadway, Bleecker, and Eighth avenue, to Twenty-third street, “there was a middle-aged man that used to ride reg’lar; all the fellows got to knowin’ him. Well, he’d get in and hand up a ten dollar note—you know the fare was only six cents then—and we never had so much ‘bout us, so, of course, he’d ride for nothin’; well, that fellow stuck me five mornin’s straight, and I sort o’ got tired of it; so on the six’ day I went to the office and says to the Boss, ‘There’s a man ridin’ free on this line. All the fellows knows him; he gives ‘em all a ten dollar note and they can’t break it. He’s rid with me these last five mornin’s, an’ I’m goin’ for him to-day, I want ten dollars in pennies, an’ six fares out. If he rides I’ll git square with him.’ So the Boss he gives me nine dollars and sixty-four cents all in pennies—you know they was all big ones then—an’ they weighed some, I tell you. When I got down to Fourteenth street he hailed me. Then the fares used to pay when they got out. So he hands up his note; I looked at it—it was on the “Dry Dock”—an’ I hands him down the pennies. Well, how he did blow about it an’ said how he wouldn’t take ‘em. Well, says I, then I’ll keep it all. Well, he was the maddest fellow you ever seen; he was hoppin’! But he got out an’ some one inside hollers out, ‘Put some one on the other side or you’ll capsize,’ an’ he thought it was me. He jumped on the sidewalk an’ he called me everything he could lay his tongue to, an’ I a la’ffin’ like blazes. Says he, ‘I’ll report you, you old thief,’ an’ I drove off. Well, I told the Boss, an’ he says, ‘Let him come, I’ll talk to him,’ but he never made no complaint there.”
Said another: “A lady got in with me one day an’ handedup a fifty cent stamp. I put down forty cents. I don’t never look gen’rally, but this time I see a man take the change an’ put it in his pocket. Pretty soon a man rings the bell an’ says, ‘Where’s the lady’s change?’ Well, I thinks here’s a go, an’ I points to the man and says, ‘That there gentleman put it in his pocket.’ Well, that fellow looked like a sheet, an’ a thunder-cloud an’ all through the rainbow. He never said nothing but pulled out the change, gave it up, an’ then he got out an’ went ‘round a corner like mad. Some don’t wait like he did tho’, but gits out right off. One day a chap got out an’ another follered him, an they had it out on the street there, an’ we all was a looking on.”
Sometimes the drivers make “a haul” in a curious way. Said one: “A man handed me up a fifty dollar bill one night. I handed it back four times, and got mad because he wouldn’t give me a small bill. He said he hadn’t anything else, and I could take that or nothing, so, I gave him change for a dollar bill, and kept forty-nine dollars and ten cents for his fare. He didn’t say anything, and after a while he got out. Why, the other day a lady gave me a hundred dollar note, and when I told her I thought she’d faint. ‘My goodness!’ said she, ‘I didn’t know it was more than one.’ Such people ought to be beat; they’d be more careful when they lose a few thousand.”
“Some fellows,” said another driver, “give you ten or fifteen cents, an’ swear they give you a fifty cent stamp, an’ you have to give them change for fifty cents, or they’ll may be go to the office an’ make a fuss, an’ the bosses will sooner take their word than yours, an’ you’ll get sacked.”
One of the most laborious ways of “turning an honest penny” was brought to my notice by one of these knights of the whip. Said he: “Has you been a watchin’ of my business this morning? P’r’aps you aint took notice of the money I’m takin’ in? No, I guess not.” The latter remark was followed by a rough laugh, in which I thought there was distinguishable a little more than mere merriment, especially when I heard a mumbled imprecation. He continued aloud: “I aint seen any yet myself.” Soon the bell rang, and a ticket was passed up.“Well,” said he, “he’s goin’ it strong, to be sure; this here’s the fourteenth ticket I’ve had on this trip.” An explanation being solicited, the fact was revealed that there was a man inside who made a practice of buying twelve tickets for a dollar, then seating himself near the bell, he would take the fares of every one and give the driver a ticket for each, that is, receive ten cents and give the driver the equivalent of eight and one-third cents, thereby making ten cents on every six passengers. “You see,” said the driver, “what a blessin’ those sort of fellers is. Here I don’t have no trouble whatsomever; he makes all the change for me, and ‘spose my box should blow over, nothen’s lost.” From time to time as the tickets were handed up he would cheer the toiler inside with such expressions as “Go it boots,” “How’s the cash?” “How does the old thing work?” always loud enough to attract the attention of the “insides.”
This strange individual interested me so much that I made some inquiries about him, at first supposing him to be crazy or otherwise terribly afflicted; but he is considered sound, is the third in a well-to-do firm, and is far beyond the need of having recourse to any such means for increasing his capital.
The great necessity of New York is some sure means of rapid transit between the upper and lower parts of the island. The average New Yorker spends about an hour or an hour and a half each day in going to and from his business, and an immense amount of valuable time is thus lost, which loss is often increased by delays. For the past few years the citizens of the metropolis have been seeking to procure the construction of a road from the Battery to Harlem to be operated by steam, and it seems probable now that a few years more will witness the completion of such a road. Public opinion is divided between two plans, and it is probable that both will be tried,and that the city will soon contain a steam railway elevated above the street and a similar road under the ground.
The elevated railway has already been tried to a limited extent, but is not regarded with much favor by the citizens. This line extends along Greenwich street and Ninth avenue, from the Battery to Thirtieth street. The track of this road is laid on iron posts, at an elevation of about sixteen feet above the street. The cars are so constructed that it would be impossible for one of them to fall from the track. Dummy engines furnish the motive power. The running time from the present southern terminus at Courtlandt street to Thirtieth street, a distance of about three miles, is fifteen minutes. The road is pronounced perfectly safe by competent engineers, but the structure appears so light to the unscientific public that nine out of ten view it with distrust, and it is doubtful whether it will ever meet with the success the company hope for.
The only other elevated road at present contemplated, and for which a liberal charter has been obtained, is known as theViaduct Road. It is proposed to build this on a series of arches of solid masonry, the streets to be spanned by light bridges. The line of the road is to be in the centre of the blocks along its route. The estimated cost of the road, including the sum to be paid for the right of way, is about $80,000,000; and it seems certain that this immense cost will necessitate radical changes in the original plan.
TUNNEL UNDER BROADWAY.
The underground plan has many supporters in the city, these basing their hopes upon the success achieved by the underground railway of London. There are several plans proposed for an underground road. The first is known as theArcade Railway. It is proposed by the friends of this plan to excavate the streets along which it passes to a depth of about twenty feet, or in other words, to make a new street twenty feet below the level of those already in existence. This new street is to be provided with sidewalks, gas-lamps, telegraph lines, hydrants, etc., and upon the sidewalks the basements of the present buildings will open, thus adding an additional and valuable story to the existing edifices. The lower street is to be arched over with solidmasonry, rendered water-tight, and supported by heavy iron columns. Large glass plates, similar to those now used for lighting the cellars of stores, will be placed in the sidewalks of the street above, and will furnish light to the lower street during the day. The roadway of the lower street will be entirely devoted to the use of railway trains. The proposed route of theArcadeline is from the Battery, under Broadway, to Union Square. Thence the eastern branch is to extend along Fourth avenue to the Harlem River, while the western is to continue along Broadway to the junction of Ninth avenue, whence it will be prolonged to the northern end of the island.
TheUnderground Railwayproper is to extend from the lower to the upper end of the island, and is to pass through one or more tunnels, after the manner of the Underground Railway of London.
The third plan for an underground road, is the only one that has yet been attempted. It is known as the “Beach Pneumatic Tunnel.” A small section, several hundred yards in length, has been constructed under Broadway, and the company owning it claim that they have thus demonstrated their ability to construct and work successfully a road extending from the Battery to the upper end of the island.
The tunnel is eight feet in diameter. It commences in the cellar of the marble building of Messrs. Develin & Co., at the southwest corner of Broadway and Warren street, and extends under the great thoroughfare to a point a little below Murray street. It is dry and clean, is painted white, and is lighted with gas. It passes under all the gas and water pipes and sewers. The cars are made to fit the tunnel, and are propelled by means of atmospheric pressure. A strong blast of air, thrown out by means of an immense blowing machine, is forced against the rear end of a car, and sends it along the track like a sail-boat before the wind. This current of course secures perfect ventilation within the car. The company claim that they will be able, when their road is completed, to transport more than 20,000 passengers per hour, each way.
The best known man in New York, in one sense, and the least known in others, is Horace Greeley. If there is a man, woman, or child in all this broad land who has not heard of him, let that person apply to Barnum for an engagement as a natural curiosity. And yet how few know the man as he really is. The most absurd stories are told of him, and the likeness most familiar to the public is a ridiculous caricature.
He was born in Amherst, New Hampshire, on the 3d of February, 1811, and is consequently 61 years old. His parents were poor, and Horace received but a very plain education at the common schools of the vicinity. The natural talent of the boy made up for this, however, for he read everything he could lay his hands on. He was a rapid reader, too, and had the faculty of retaining the information thus acquired. He was kept too busy at work on his father’s sterile farm to be able to read during the day, and he was too poor to afford to use candles at night, and so his early studies were carried on by the light of pine knots. He served a severe apprenticeship at the printing business, commencing it at a very early age, and finding employment first on one country paper, and then on another, working at his trade, and occasionally writing for the journals he put in type.
In 1831 he came to New York, convinced that the great city offered him a better opportunity for success than any other place, and resolved to win that success. He was very boyish in appearance, frail, delicate-looking, but hopeful and resolved. For ten years he worked hard in the various offices of the city, sometimes setting type and sometimes writing editorials. Sometimes he published his own journal, but generally found this a“losing business.” Failure did not discourage him, and he kept on, acquiring greater experience and becoming better known every year. He has himself told so well the story of his early struggles to so large an audience that I need not repeat it here.
In 1841, ten years from the time he wandered along Nassau street, without money or friends, and with all his worldly possessions tied up in a handkerchief, he began the publication of theNew York Tribune, having succeeded in obtaining the necessary capital. It was a venture, and a bold one, but it proved a great success. He chose the name of the journal himself, and became its responsible editor. Though others have assisted him in his efforts, the success of the paper is his work. He has made it a great power in the land, and he is naturally proud of his work. Those who know him best say that the title dearest to his heart is that of “Founder of the New York Tribune.”
Mr. Greeley’s career has been one of incessant labor. His friends say he was never known to rest as other men do. When he goes to his farm in Westchester County for recreation, he rests by chopping wood and digging ditches. His editorial labors make up a daily average of about two columns of theTribune, and he contributes the equivalent of about sixTribunecolumns per week to other journals. He writes from fifteen to twenty-five letters per day; he has published several large works; he goes thoroughly through his exchanges every day, and keeps himself well posted in the current literature of the times; he speaks or lectures about five or six times a month, and makes monthly visits to Albany and Washington, to see what is going on behind the scenes in the capitals of the State and Nation. He is constantly receiving people who come on business or from curiosity, and yet he never seems tired, though he is not always even-tempered.
He is somewhat peculiar in his personal appearance. Most people in thinking of him picture to themselves a slouchy looking man, with a white hat, a white overcoat, with one leg of his breeches caught over the top of his boot, his whole dress shabbyand not overclean, and his pockets stuffed full of newspapers, and many have imagined that he “gets himself up” so, in order to attract attention on the streets. The true Horace Greeley, however, though careless as to outward appearances, is immaculately neat in his dress. No one ever saw him with dirty linen or soiled clothes except in muddy weather, when, in New York, even a Brummel must be content to be splashed with mud. Mr. Greeley’s usual dress is a black frock coat, a white vest, and a pair of black pantaloons which come down to the ankle. His black cravat alone betrays his carelessness, and that only when it slips off the collar, and works its way around to the side. Mr. Greeley is five feet ten inches in height, and is stout in proportion. He is partly bald, and his hair is white. He has a light, pinkish complexion, and his eyes are blue, small, and sunken. His mouth is well-shaped, and his features are regular. His beard is worn around the throat and under the chin, and is perfectly white. His hands are small and soft; but his feet and legs are awkward and clumsy, and this gives to him a peculiar shuffling motion in walking. He is abstracted in manner, and when accosted suddenly replies abruptly, and as some think rudely.
One of his acquaintances thus describes him in his editorial office:
“We walk through the little gate in the counter, turn within the open doorway on our left, climb a short, narrow flight of stairs, and find ourselves in a small room, ten by fifteen, furnished with a green carpet, a bed lounge, an open book-rack, a high desk, a writing-desk, three arm-chairs, a short-legged table, and a small marble sink.
“Mr. Greeley’s back is toward us. He is seated at his desk. His head is bent over his writing, and his round shoulders are quite prominent. He is scribbling rapidly. A quire of foolscap, occupying the only clear space on his desk, is melting rapidly beneath his pen. The desk itself is a heap of confusion. Here is Mr. Greeley’s straw hat; there is his handkerchief. In front of him is a peck of newspaper clippings, not neatly rolled up, but loosely sprawled over the desk. At his left a ricketypair of scissors catches a hurried nap, and at his right a paste-pot and a half-broken box of wafers appear to have had a rough-and-tumble fight. An odd-looking paper-holder is just ready to tumble on the floor. An old-fashioned sand-box, looking like a dilapidated hour-glass, is half-hidden under a slashed copy ofThe New York World. Mr. Greeley still sticks to wafers and sand, instead of using mucilage and blotting-paper. A small drawer, filled with postage stamps and bright steel pens, has crawled out on the desk. Packages of folded missives are tucked in the pigeon-holes, winking at us from the back of the desk, and scores of half-opened letters, mixed with seedy brown envelopes, flop lazily about the table. Old papers lie gashed and mangled about his chair, thedébrisof a literary battle field. A clean towel hangs on a rack to his right. A bound copy ofThe Tribune Almanac, from 1838 to 1868, swings from a small chain fastened to a staple screwed in the side of his desk; two other bound volumes stand on their feet in front of his nose, and two more of the same kind are fast asleep on the book-rack in the corner. Stray numbers of the almanac peep from every nook. The man who would carry off Greeley’s bound pile of almanacs would deserve capital punishment. The Philosopher could better afford to lose one of his legs than to lose his almanacs. The room is kept scrupulously clean and neat. A waste paper basket squats between Mr. Greeley’s legs, but one half the torn envelopes and boshy communications flutter to the floor instead of being tossed into the basket. The table at his side is covered with a stray copy ofThe New York Ledger, and a dozen magazines lie thereon. Here is an iron garden rake wrapped up in anIndependent. There hangs a pair of handcuffs once worn by old John Brown, and sent Mr. Greeley by an enthusiastic admirer of both Horace and John. A champagne basket, filled with old scrap-books and pamphlets, occupies one corner. A dirty bust of Lincoln, half hidden in dusty piles of paper, struggles to be seen on the top of his desk. A pile of election tables, dirty, ragged and torn, clipped from some unknown newspaper, looks as if they had half a mind to jump down on the ‘Old Man’s’ bald head. A certificate of lifemembership in some tract or abolition society, and maps of the World, New York, and New Jersey hang on the wall. A rare geological specimen of quartz rock, weighing about ten pounds, is ready to roll down a high desk to the floor on the first alarm. Dirty pamphlets are as plentiful as cockroaches. His office library consists of 150 volumes.
“Pen, ink, paper, scissors, and envelopes are in unfailing demand. The cry, ‘Mr. Greeley wants writing paper!’ creates a commotion in the counting-room, and Mr. Greeley gets paper quicker than a hungry fisherman could skin an eel.
“Mr. Greeley can lay Virginia worm fences in ink faster than any other editor in New York City. He uses a fountain-pen, a present from some friend. He thinks a great deal of it, but during an experience of three years has failed to learn the simple principle of suction without getting his mouth full of ink, and he generally uses it with an empty receiver. He makes a dash at the ink-bottle every twenty seconds, places the third finger and thumb of his left hand on his paper, and scratches away at his worm fence like one possessed. He writes marvellously fast. Frequently the point of his pen pricks through his sheet, for he writes a heavy hand, and a snap follows, spreading inky spots over the paper, resembling a woodcut portraying the sparks from a blacksmith’s hammer. Blots like mashed spiders, or crushed huckleberries, occasionally intervene, but the old veteran dashes them with sand, leaving a swearing compositor to scratch off the soil, and dig out the words underneath.
“Mr. Greeley’s manuscript, when seen for the first time, resembles an intricate mass of lunatic hieroglyphics, or the tracks of a spider suffering fromdelirium tremens. But, by those accustomed to his writing, a remarkable exactness is observed. The spelling, punctuation, accented letters, and capitalizing are perfect. The old type-setters of the office prefer his manuscript above that of any other editor, for the simple reason that he writes his article as he wishes it to appear, and rarely, if ever, cuts or slashes a proof-sheet. And this punctuality is, in a great measure, a feature of his life. He is always in time, and never waits for anybody. He employs no private secretary, andwhen he receives a letter, answers it on the instant. No matter how trivial the request, the next outward-bound mail will carry away one of his autographs, if he thinks an answer necessary.
“He knows we have entered his room, yet he continues his writing. The only sound we hear within the sanctum is the scratch of his pen. He has the power of concentrating all the strength of his mind on the subject of his editorial, and will pay no attention to any question, however important, until he finishes his sentence. If the cry of ‘Fire!’ should resound through the building, Greeley would finish his sentence and ring his bell before he would leave his room. The sentence complete, he places the forefinger of his right hand at the end of the word last written, seizes the handle of his pen in his teeth, and looks his tormentor full in the face. It is a glance of inquiry, and the questioner, intuitively conscious of this fact, repeats his interrogation. Mr. Greeley divines the question before it is finished, and answers it pithily and quickly. The pen is then snatched from his mouth, dexterously dipped into his inkstand, and his fingers again travel across his transverse sheet of foolscap like a ‘daddy-long-legs’ caught in a storm. If his questioner is importunate, and insists on wasting his time, he continues his writing, never looking up, and either answers absent-mindedly, or in a low, impatient tone, tinged with a peculiar boyish nervousness. If his visitor is ungentlemanly enough to still continue his teasing importunities, a storm breaks forth, and the uncourteous person will trot out of the sanctum with an answer ringing in his ears that should bring a flush to his cheek.
“To Mr. Greeley time is more valuable than money or even friendship. When busy, he is no respecter of persons. President or hod-carrier, general or boot-black, clergyman or express-driver, authoress or apple-woman—all are treated alike. Eminent men have left his room under the impression that they have been deliberately slighted, while Horace still slashed away at his inky pickets, totally unconscious of any neglect.”
Mr. Greeley’s home is at Chappaqua, in Westchester County, New York, about thirty miles from the city. He owns a fine farm of about forty acres, which has cost him more money thanhe would care to tell. Agriculture is one of his great hobbies, and he tests here all the theories that are presented to him. His friends say that his turnips cost him about ten dollars apiece to produce, and bring about fifty cents per bushel in the market, and that all his farming operations are conducted on the same principle.
HORACE GREELEY.
Mr. Greeley married when quite young, and has had three children. Two daughters, aged about twenty and twelve, are living, but his son, a bright and unusually promising child, died some years ago. Mr. Greeley is one of the principal stockholders in theTribune, and is a rich man. He is liberal and generous to those in need, and is a warm friend to benevolent enterprises of all kinds.
The chief reason of his popularity is the general confidence of the people in his personal integrity. Not even his political enemies question his honesty—and surely in these days of corruption and crime in public life, an honest man is one that can not well be spared.