Fifth Avenue | Page 7

Bohemian set of that day--and its walls were covered with old play-bills, newspaper clippings, and portraits of tragedians and comedians of the past.
But already a demand had been felt for viands of another nature; hospitality of another sort. The womankind of the day was looking for an occasional chance to break away from the monotonous if wholesome and substantial table of the home. Those stiff Knickerbockers knew it not; but the modern dining-out New York was already in the making. At first the movement was ascribed to the European Continental element. In New York Delmonico and Guerin were the pioneers in the field. The former began in a little place of pine tables and rough wooden chairs on William Street, between Fulton and Ann. The original equipment consisted of a broad counter covered with white napkins, two-tine forks, buck-handled knives, and earthenware plates and cups. From such humble beginnings grew the establishments that have subsequently carried the name. Francis Guerin's first caf�� was on Broadway, between Pine and Cedar Streets, directly opposite the old City Hotel. Another resort of the same type was the _Caf�� des Mille Colonnes_, kept by the Italian, Palmo, on the west side of Broadway, near Duane Street. It was apparently on a scale lavish for those days. Long mirrors on the walls reflected, in an endless vista, the gilded columns that supported the ceiling. The fortune accumulated by Palmo in the restaurant was lost in an attempt to introduce Italian opera into the United States. Palmo's Opera House, in Chamber Street, between Centre Street and Broadway, later became Burton's Theatre.
Until 1844, New York was guarded against crime by the old "Leather-heads." This force patrolled the city by night, or that part of it known as the lamp district. They were not watchmen by profession, but were recruited from the ranks of porters, cartmen, stevedores, and labourers. They were distinguished by a fireman's cap without front (hence the name "Leather-head"), an old camlet coat, and a lantern. They had a wholesome respect for their skins, and were inclined to keep out of harm's way, seldom visiting the darker quarters of the city. When they bawled the hour all rogues in the vicinity were made aware of their whereabouts. Above Fourteenth Street the whole city was a neglected region. It was beyond the lamp district and in the dark.
In no way, to the mind of the present scribe, can the contrast between the life of the modern city and of the town of the days when Fifth Avenue was in the making be better emphasized than by comparing the conditions of travel. It was in the year 1820 that John Stevens of Hoboken, who had become exasperated because people did not see the value of railroads as he did, resolved to prove, at his own expense, that the method of travel urged by him was not a madman's scheme. So on his own estate on the Hoboken hill he built a little railway of narrow gauge and a small locomotive. Long enough had he been sneered at and called maniac. He put the locomotive on the track with cars behind it, and ran it with himself as a passenger, to the amazement of those before whom the demonstration was made. So far as is known that was the first locomotive to be built or run on a track in America. But even with Stevens's successful example, years passed before steam travel assumed a practical form.
When the pioneer of Fifth Avenue wished to voyage far afield it was toward the stage-coach as a means of transportation that his mind turned, for the stage-coach was the only way by which a large portion of the population could accomplish overland journeys. To go to Boston, for example, the traveller from New York usually left by a steamboat that took him to Providence in about twenty-three hours, and travelled the remaining forty miles by coach. Five hours was needed for the overland journey, and was considered amazing speed. By the year 1832 the overland trip between New York and Boston had been reduced to forty-one hours. But the passengers were not allowed to break the journey at a tavern, even for four or five hours of sleep, as they had formerly done, but were carried forward night and day without intermission. A fare of eleven dollars was usually exacted for the trip.
Even to go to one of the towns of Connecticut, the shore towns of the Boston Post Road, was an undertaking that called for serious preliminary study. A New York paper, now before the writer, carries in its first column an advertisement of a new steamer, the "Fairfield," plying between New York and Norwalk. But in order to make use of its services, the traveller had to be at the