Stock Certificate for 100 common shares of The Cuba
Company, issued in 1924 in Jersey City, NJ.
A document over 80 years old in excellent state of
conservation, no stains, no writings.
To read very interesting details of the Company
intended
operations in Cuba when founded in 1900,
see below article published by
the New York Times in 1900.
Published: April 26, 1900
Copyright © The New York Times
BIG CUBA COMPANY FORMED
American Capital to Develop the
island's Railway System.
American capital has
been enlisted in a scheme for the rehabilitation and
development of the railway system of Cuba. A newly formed corporation
The Cuba Company, is to undertake this
work, and although its existence is
due to the labors and enthusiasm of a
Canadians Sir William C. Van Horne,
William C. Whitney and other prominent
members of the Whitney syndicate,
Levi P. Merton, John W. Mackay of
the Commercial Cable Company, James J.
Hill, the Western railway magnate;
Gen. Samuel Thomas, and other well known
American financiers are to employ their brains and money in pushing the
scheme.
The Cuba Company has been incorporated in New Jersey—the articles have just
been filed at Trenton—with an $8,000,000
capitalization. There will be a meeting of
the promoters this morning in Ax-Gov,
Morton's office, and the organization of
the company will be perfected. It is thought
probable that Sir William C. Van Horne,
who resigned some time ago the Presidency
of the Canadian Pacific Railway Company, may be chosen-President of the
Cuba Company. He has spent considerable time in Cuba,
in a thorough investigation
of the resources and prospects of the Island,
its people, and its railroads, and
has been chiefly instrumental in inducing
the investment of American capital in this
enterprise. His own railway experience
will, of course, be useful to the new company.
Besides the men already mentioned as
subscribers the list includes: H. M. Flagler,
the Standard Oil magnate; Edward H.
Yarriman of the syndicate now in charge
of the affairs of the Union Pacific Rail-
road; Thomas F. Ryan, P. A. B. Widener,
and W. L. Elkins of the Whitney syndicate,
E. J. Berwind, Gen. Grenville M. Dodge, I.
Waiters, George G. Haven, H. M. Whitney,
G. B. Hopkins, Winiarn Lanman Bull, and
Charles P. Barney. Most of the subscribers
are unacquainted with all but the general
scheme of the company, simply
made their investments relying on the
strength of the men at its head. W. C.
Whitney, ex-Gov. Morton, and Gen. Samuel
Thomas, who is one of the Canadian
Pacific Directors, and who is now on his
way to this country fron Europe, are the
Americans most prominent in the matter.
The Cuba Company may devote itself
in some measure to developing the natural
resources of the Island of Cuba, but will
chiefly attend to developing the Cuban
steam railroads. How far it will build
new lines and how far it will control the
present lines (which now represent English
capital largely) could not be found
last night. American methods will be substituted,
it is understood, for the unprogressive
railroad management with which
Cuba is now afflicted.
There are at present some eight railroads
in Cuba. Their roadbeds are defective, their
coaches are primitive, and the mileage rate
charged is remarkably high. To go across
the island from Havana on the north coast
to Cienfuegos on the south, by the indirect
route 190 miles long, cost $14.90 if we travel
first class —almost 8 cents a mile- and all
baggage that the passengers cannot easily
carry by hand is charged for extra. One
man paid about $10 extra to have three
trunks taken over the route when he made
the trip. The third-class coaches resemble
American cattle cars. To go from one end
of Cuba to the other it is absolutely necessary
to use a vessel or travel on horseback.
The entire province of Santiago, on the
eastern end is practically destitute of
railroad facilities, although it is the rich
mining district of the island, and it is necessary
to build 350 miles of road to connect
the City of Santiago with the system which
touches Havana.
Published: April 26, 1900
Copyright © The New York Times
