Syracuse Rapid Transit Railway

History

After the consolidation was complete on September 1, 1896, the work of building the railroad for larger Syracuse was begun. The common center was completed October 4, 1896, and put into use nine days later. On April 1, 1897, the transfer system went into operation, while the fender was adopted on April 15, 1898. William Kimball took control of the road on April 7, 1898.

Rails weighing from 91 to 140 pounds to the yard replaced lighter rails weighing 30 to 45 pounds. The large double-track cars were replaced with small single-track cars with from 100 to 200 percent greater seating space in each car. Approximately 26 miles (42 km) of new tracks were laid bringing the total to 71.3 miles (114.7 km).

During 1897, the company leased the Syracuse and East Side Railway for 22 years and guaranteed five percent interest on the bonds and five percent dividends on the preferred stock of the Syracuse and East Side Railway Company. By 1899, the properties had been thoroughly rebuilt and new equipment and apparatus was added.

Labor problems

The company ran into many labor problems in 1898. On August 5, 1898, a strike of conductors and motormen was ordered and the cars were "peaceably run to the barn and all the roads tied up." After two days, the strike was settled after the State Board of Arbitration was called to Syracuse and accessions were made to the employees. Once again, on November 19 and December 4 of 1898, there was still dissatisfaction among the men and another strike was ordered; however, only 20 men responded to the call. This prompted the company for the organization of a "mutal benefit association" among the employees and as a result club rooms were built above the company offices in the Gridley Building.

Transfer rules

New transfer rules went into effect on February 28, 1899, and on March 14 that year, William P. Gannon was named as president of the company. The day following the election of company officers, Syracuse Mayor James Kennedy McGuire demanded the abolition of transfer rules. This led to "exciting discussions" about people's rights and railroad rights.

On April 21, 1899, North Side citizens "with a grievance," took the law into their own hands and tore up the tracks in Butternut Street. The Rapid Transit Company "enjoined the city and citizens, while citizens in turn enjoined the operation of cars in Butternut Street" and this incident proved "but one of the passing storms of railroad extension."

Expansion

In 1898, the Grace Street line was extended up Dudley Street to West Onondaga Street and from there to the city line. The route was opened for business on February 12, 1899.

In 1905, the Crouse Avenue line was rebuilt and extended to the grounds of Syracuse University. The company was able to "make use" of an old terminal once used by a horse car line, which had been abandoned for the Marshall Street addition which extended past the Hospital of the Good Shepherd.

During 1906, the Bellevue Avenue extension was built and connected with the South Avenue and Elmwood line at Bellevue Avenue, turing in Summitt to Stolp and on to the city line. That same year, the company began using Niagara electric power which was implemented on July 2, 1906, to the city line.

Work was started in August 1907, on extension of Park line from Butternut Street through Park, Pond and Spring Streets on the city's Northside. South Salina Street between the city line and the Seneca Turnpike was doubletracked, and the Park Street line was constructed and opened on December 2, 1907.

Financial

In 1899, capital stock or common stock authorized and issued totaled $2,750,000 and preferred stock was valued at $1,250,000. Funded debt in the form of a first mortgage with five percent gold bonds, authorized, was valued at $3,250,000 dated on March 1, 1896, and due in 1946 to the Guaranty Trust Company of New York City.

A second mortgage of $750,000 dated on July 1, 1898, was due in 1928 to Merchants National Bank of Syracuse, New York.

By June 30, 1897, total passengers carried on the line numbered 8,524,996 and a year later, in 1898, the number had risen to 9,220,110. Net income in 1897 was $45,515 and $32,542 in 1898 and earnings from operation increased from $178,076 to $208,298 during that same period. Total debt outstanding at the end of 1898 was $7,588,556.

The company earned $1,260,854 compared to $1,100,000 in 1906. They carried 24,953,406 passengers and 6,380,792 transfers. The rail employed an average of 650 employees and had 179 passenger cars, 12 work cars and 13 snow plows.

People's railroad

At the time of the consolidation in 1896, the People's Railroad Company had a first mortgage of $750,000 dated January 1, 1891, and due in 1921. The whole of the first mortgage bonds were held in escrow to retire the bond issue.

Company management

By 1899, officers of the company were William P. Gannon, president, of Syracuse, New York; E. W. Moore, vice-president, of Cleveland, Ohio; Thomas H. Conderman, secretary and treasurer, of Philadelphia; Gen. Man. C. Loomis Allen, auditor; A. S. Palfray, superintendent of transportation; J. R. Carrier, superintendent; and H. Greer, Jr., engineer.

Directors were W. P. Gannon, H. D. Coffinberry, L. K. McClymonds, E. W. Moore, Theodore H. Conderman, W. R. Kimball, H. R. Newcomb, W. D. Walker and F. W. Gridley. General officers were located in Syracuse, New York.

In 1908, the company headquarters were located at 300 Gridley Building. Horace E. Andrews was president, C. Loomis Allen was vice-president and general manager, T. H. Conderman was secretary treasurer, John E. Duffy was superintendent and Joseph M. Joel was auditor.

Operations

In 1899, total distance covered by the rail was 53.83 miles (86.63 km) horse drawn, and .38 miles (0.61 km) was powered by electricity. The company owned a total of 20 horses, two horse cars, 125 motor cars and 20 trail cars. The equipment consisted of Allis and Cleveland engines, General Electric and Walker dynamos and motors, Brill, Gilbert, Barney & Smith cars and Brill trucks.

By 1903, the road had 72.4 miles (116.5 km) of track, 158 cars and 500 employees. The extension created the need for an additional car barn in Cortland Avenue which was begun in 1904 and completed in February 1905.

In June 1910, the company ordered 25 30.92 feet (9.42 m), semi-convertible cars from the G. C. Kuhlman Car Company. The cars were equipped each with four 50-horsepower General Electric motors.

East Side Traction Company

On June 1, 1899, the company leased the properties of the East Side Traction Company for the term of 99 years at a rental of $12,500 per year. The property had been thoroughly rebuilt and new equipment added. The company also owned the stock of the East Side Traction Company. A controlling interest in the stock of this company had been acquired by the Mohawk Valley Company, which was owned jointly by the New York Central and Hudson Railroad Company and the Andrews-Stanley Syndicate. The East Side Traction Company was merged into New York State Railways on August 28, 1919.

Iron pier

The Iron Pier was named by Charles Demong who sold the People's Railroad including land and then went to New York City and took measurements for the original pier while there. The Syracuse Iron Pier had no iron in the construction and resembled the New York pier only in dimensions and general appearance. Both piers were built 30 feet (9.1 m) wide. The Syracuse structure was 500 feet (150 m) long and the one in New York City was 510 feet (160 m).

The pier was built in the days when pleasure seekers took a boat at the Salina pier to go "across the lake." At that time, Demong was proprietor of the Franklin House and ran a line of steamboats. During those years business was thriving.

The People's Railroad Company let the contract to A. J. Hallock of Liverpool and it was "extensively advertised." The first year the railway company conducted it but did not make any money. The next year, Harlan & Rollins, the theatrical men, leased the place and "broke" in the middle of the year. The third year, Charles Demong ran the place on a percentage and the following year leased it outright. "It is said that the pier never paid, but that the steamboat end of it did."

In 1899, the Syracuse Rapid Transit Railway Company attempted to infuse new life into the pier and band concerts were held every night, "fireworks and other specialties being tried." It was of no avail, "the people would not go there."

An area of land next to the park was designated as Iron Pier Park and was often listed in various publications as an entertainment venue. In 1906, Tom McAvoy was the manager and Doyle Bros. were the proprietors.

Just as things began to look prosperous, the Syracuse, Lakeside and Baldwinsville Railway was built and people began to go "across the lake" by trolley. The Delaware, Lackawanna and Western Railroad also began to run cars to the resorts, and the boat business fell off rapidly. Demong held on to the pier until 1906, when the "place was closed for good."

After 19 years of existence, the Iron Pier was torn down in March 1907. Superintendent, J. E. Duffy had advertised for proposals for removing the building. The contractor who performed the job kept the lumber contained in the structure and "was all the company had to show for the building" which was erected at a cost of $45,000 in the late 1880s when labor and materials were much "cheaper than they are today."

The company had not decided what to do with the site. It was thought that the barge canal would some day make the land more valuable than it was in 1907.

New York State Railways (1912-1939)

Syracuse Rapid Transit Railway was consolidated with the New York State Railways, affiliated with New York Central Railroad in 1912. The former Syracuse Rapid Transit went on to form the majority of what would become the Syracuse Lines of New York State Railways. The parent company entered receivership in 1929, from which it emerged in 1934. The Syracuse Lines were reorganized as the Syracuse Transit Corporation on November 22, 1939. The last day of streetcar operation in Syracuse was January 4, 1941.