USA > New Jersey > Middlesex County > Perth Amboy > Contributions to the early history of Perth Amboy and adjoining country : with sketches of men and events in New Jersey during the provincial era > Part 27
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12 There are many fabulous stories current relative to the vessel and her passengers, possessing as much foun- dation in truth as the assertion of an old negro woman in Amboy ; who was
wont to date the advent of a certain old citizen as corresponding with the arrival of " Ham and Columbo (Co- lumbus) in the old Caledonia."
Chapter VIII .- Travelling facilities.
* * * * * Some do rise so fast
They do forget what climates they have past."
IN these days of travelling facilities, when steam on water and on land renders distance a matter of little or no consideration, it is difficult to realize the state of things which pervaded the land a century or a century and a half ago. Some reflection has to be exercised ere the mind can grasp the fact, that the same difficulty or infrequency of communication between dis- tant points which at present exists in the yet unsettled West, once prevailed throughout the section of country we inhabit.
Even since the general introduction of steam upon our streams, the improvements in speed and comfort have been so great, that the present facilities afford almost as remarkable a contrast to what existed at that epoch, as was then presented in comparison with the early years of the country. As late as 1816, travellers left New Brunswick for New York at six o'clock in the morning, at nine were off Amboy, at eleven reached Elizabethtown Point, and at one o'clock in the after- noon arrived at the end of their voyage, having been seven hours, and in a steamboat, going the distance which is now performed by similar vessels in little more than one third the time. And the recollection of any person at all advanced in life, can revive many instances of improvement equally, if not more noticeable, within the same period.
It is intended in this chapter briefly to notice the various routes through New Jersey, and the modes adopted for the transportation of freight, passengers, and the mails previous to the establishment of the Federal government : it being no un-
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important question to ask ourselves-do we, with all our ad- vantages, as faithfully discharge the obligations resting upon us as good citizens, as did our ancestors, who so materially advanced the welfare of the country and the happiness of their fellow men, under restrictions upon intercourse and the means of diffusing knowledge, which, to us, seem to have been almost positive prohibitions ?
The principal path or track of the Indians in the northern and eastern portion of New Jersey, was one which ran from Shrewsbury River, near the Navesink hills, to Minisink Island in the Delaware River, near the north-west point of the pro- vince. It ran along the southern shore of Raritan Bay, past the present site of Middletown, till it came to the river about three miles above Perth Amboy. Here it crossed and ran in a northerly direction, until in the latitude of Elizabethtown- being about five miles west of where that place now is-and then took a sweep north-westerly to Minisink.
The first settlements by the English being upon water- courses, or in their immediate vicinity, the want of roads was not immediately felt, so that until 1675 and 1676-when the Legislature adopted some general regulations for the open- ing of roads, which were enlarged and systematized in March, 1682-3, the only thoroughfare of importance within the limits of New Jersey appears to have been that by which the Dutch had communicated with their settlements on the Dela- ware. It ran from Elizabethtown Point, or its neighborhood, to where New Brunswick now stands, and was probably the same as that now-widened and improved-known as the " old road," which follows the highest ridges between those places. At New Brunswick the river was forded at low water, and the road thence ran almost in a straight line to the Dela- ware (above where Trenton is now situated), which was also forded. This was called the " upper road " to distinguish it from the "lower road," which branched off about 5 or 6 miles from the Raritan, took a sweep towards the east, and arrived at the Delaware at the site of the present Burlington. These roads, however, were very little more than footpaths, and so continued for many years, affording facilities principally to
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horsemen and pedestrians. Even as late as 1716, when a ferry had been established at New Brunswick for 20 years, provi- sion was only made in the rates allowed by the Assembly for "horse and man" and "single person." Previous to that time, however, the road had been improved, and was considered the main thoroughfare to Pennsylvania ; for in 1695, the Inn- keepers at Piscataway, Woodbridge and Elizabethtown were made subject to taxation for five years, to prevent its " fall- ing into decay." The sum required annually to keep this road in repair at that time, was only ten pounds. Three pounds were to be paid by the Innholders at Piscataway; fifty shil- lings by those at Woodbridge ; and four pounds ten shillings. by those in Elizabethtown. The road was placed under the superintendence of George Drake, of Piscataway, who was. made accountable for the proper disbursement of the money, and the execution of the repairs.1
The proprietaries, ever solicitous for the growth of their Capital, in July, 1683, expressed their wish to Deputy-gover- nor Lawrie, that "it might be discovered whether there may not a convenient road be found betwixt Perth Town and Bur- lington, for the entertaining of a land conveyance that way." This was done by Lawrie the ensuing year, and he connected with the road a ferry boat to run between Amboy and New York " to entertain travellers "-but notwithstanding strenu -. ous exertions were made to draw to this road the principal travelling through the province, the old Dutch road continued to be preferred ; and Governor Basse in 1698 was directed to. bring the matter before the Assembly, and have an act passed that would " cause the public road to pass through the Port town of Perth Amboy from New York and New England to West Jersey and Pennsylvania "-but this indorsement of the Assembly was not obtained, owing probably, in part, to. the fact that only three years before they had virtually taken the other road under their care.
Such were the two routes travelled between New York and. Philadelphia under the Proprietary government, but no public
1 East Jersey under the Proprietors,
5. Grants and Concessions, pp. 118,.
pp. 95, 160, 161. Bill in Chancery, p. 256,294, 221.
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conveyance for the transportation of either goods or passengers existed on either. One Dellaman was permitted by Governor Hamilton to drive a wagon on the Amboy road, but had no regular prices, or set times, for his trips.
In April, 1707, the Assembly, enumerating their griev- ances to Lord Cornbury, complained that patents had been granted to individuals to transport goods on the road from Burlington to Amboy for a certain number of years, to the exclusion of others, which was deemed not only contrary to the statute respecting monopolies, but also "destructive to that freedom which trade and commerce ought to have." The Governor, in his reply, gives us an insight into the facilities afforded by this wagon. After stating the difficulties which had previously attended the carriage of goods upon the road, he says, "at present, every body is sure, once a fortnight, to have an opportunity of sending any quantity of goods, great or small, at reasonable rates, without being in danger of impo- sition, and the settling of this wagon is so far from being a grievance or a monopoly, that by this means and no other a trade has been carried on between Philadelphia, Burlington, Amboy and New York, which was never known before : and in all probability, never would have been." As none of the grievances suffered under Lord Cornbury's administration were removed until his recall in 1710, it is probable this wagon con- tinued to perform its journey " once a fortnight " till then, if no longer. Soon after, however, the road seems to have been more open to competition.
The " ferry boat " which Lawrie "set up" in 1684, to run between Amboy and New York, takes precedence in the records of all but one, established under the Proprietary government. That one was established in 1669 at Commu- nipau, under the charge of Pieter Hetfelsen, for the accom. modation of the people of Bergen and Communipau, exclu- sively, in communicating with New Amsterdam. By his com- mission Hetfelsen was obliged to keep his boat in readiness at all times, but more particularly on three days in the week, " unless some other extraordinary occasions does hinder him, viz., Mon- days, Wednesdays and Fridays, or upon such other days as they
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(the people of Bergen and Communipau) shall unanimously agree upon " when they were required to attend.2 Some idea may be formed of the nature of the traffic between the pro- vinces at that time from the schedule of rates established, which was as follows :-
In wampum.
" Every scheppel of Corn
2 stivers.
Half-barrel or half-fat of Beer
10 do.
Barrels of Beer, and other goods and liquors in casks in proportion, each 20 do.
Horses, Mares, and Oxen, per head
- 4 guilders.
Cows, each
3 do.
Hogs, Sows, Sheep, per head - -
15 stivers.
For every Passenger
6 do.
For his freight extra, if but one man
4 guilders."
If by night or in unseasonable weather, the rates were to be as the parties might agree.
In 1697 the ferry across the Raritan was granted to John Inians and his wife, or the longest liver of the two, during their lives, for the yearly rent of five shillings sterling ; and for many years, the present location of New Brunswick was known as Inian's ferry.
These, with one from Amboy to Navesink, granted to Ar- thur Simson in December 1700, for fifteen years, are all the lawfully established ferries that are mentioned in the proprie- tary records. Others may probably have existed, both on the Passaic and Hackensack, and between Elizabethtown and New York, but of a more private and irregular character.
In 1716 more attention seems to have been attached to the condition of the public roads. An Act was passed con- firming all highways that were six and four rods wide, which had been laid out in pursuance of previous laws, and annulling all others. The system of laying them out was remodelled, and provisions adopted to which those of our own day have a resemblance. Rates of ferriage were established at different places by a public ordinance, and about this time we find in existence a ferry from Amboy to Staten Island (" Captain Billop's"), and one from Perth to South Amboy called " Red- ford's Ferry," 3 and passengers and produce were transported
2 E. J. Records, Lib. 3, p. 27.
" So called from Andrew Redford, then owner of the lands at South Am- boy. In February, 1717, Governor
Hunter, writing to George Willocks, says : " I shall not grant the ferry over both sides to Redford-I promised, in- deed, to hear what Rudyard has to say."
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TRAVELLING FACILITIES.
also directly from South Amboy to Staten Island. There was a ferry likewise about this time from " Weehawk " to New York, and a law was passed, obliging all ferrymen to obtain licenses, and to comply with other regulations calculated to ad- vance the interests of the traveller. Thereafter ferries multi- plied considerably. One between Staten Island and Blazing Star was established in January, 1725; in January, 1734, Archibald Kennedy received a grant for one between Bergen county and New York, and in May of the same year Stephanus Van Cortlandt was authorized to have a ferry or passage boat to go between the counties of Essex and Bergen.
A " transporting place " on the Passaic is mentioned as early as 1718, and in 1765 it was erected into a regular ferry in connection with one over the Hackensack, forming the direct route to New York from Newark. At this latter period ferries existed across the Hudson both from Paulus Hook and Bergen Point.
The ferries from Perth Amboy across the Raritan and the Sound, were in 1719 granted to George Willocks and wife ; and a house for the accommodation of travellers by the latter ferry, was about being built in the vicinity of the present Hay- press at the time of Willock's death in 1729.
In 1728 Gabriel Stelle received a patent for a ferry from South Amboy to Staten Island, touching at Perth ; and these ferries continued to be of essential service until travelling and transportation fell into other and more convenient channels. Of late years the steamboats plying between New Brunswick or Amboy and New York, have afforded all needful facilities to those wishing to cross either the Raritan or the Sound ; but previously, for many years, skiffs for passengers and a scow for an occasional vehicle, were all the conveniences required. A charter was granted a few years since for a horse-boat ferry, but it is not probable that any use will ever be made of it.
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TRAVELLING FACILITIES.
The mode and frequency of transmission of the mails during these early times deserve some notice ; for although the full advantage of regularity in their arrival and departure can only be appreciated by those who have been so situated as to be deprived of such means of communication altogether, yet any one of the present day cannot but prize his own privileges, when considering those of his forefathers ; the contrast being sufficiently great to excite inward congratulations that he is not so completely shut off, as they were, from " hearing or see- ing some new thing." The true condition of things as they existed in by-gone days may be gathered from the following items :-
To Colonel John Hamilton, son of Governor Andrew Ham- ilton, of New Jersey, (himself at one time acting Governor, as President of Council,) were the Colonies indebted for devising the scheme by which the Post-office was established.4 This was about the year 1694. He obtained a patent for it, and afterwards sold his right to the Crown. It is presumed that the mails were carried regularly, or an attempt made to have them so carried, soon after this period, but the riders made their trips without much reference to speed. It is probable that the wagon which has been mentioned as running between New York and Philadelphia before the surrender of the pro- prietary government, was the conveyance by which the mails were sent at this time through New Jersey,5 Governor An- drew Hamilton, for some years acting as "Postmaster-Gene- ral " over the infant establishment.
The progress made in the extension of the mails and in the speed of their transmission was very slow. In 1704 Madame Knight, who wrote a journal of her travels, was about a week travelling from Boston to New York, "with the postman gene- rally as her guide." " The same year, in the "pleasant month
4 See page 169.
5 The Post between East Jersey and Pennsylvania is several times referred to in the Pennsylvania Colonial Re- cords,-Vol. 1, pp. 463, 467, 540.
6 Watson and others, referring to the
jaunt of this lady (who would seem from her book to have travelled on business) state that she was.two weeks on the way-but this is an error. She left Boston Oct. 2d, at 3 o'clock P.M., and arrived at New Haven on the 7th
18
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TRAVELLING FACILITIES.
of May," the New York paper says "the last storm put our Pennsylvania post a week behind, and is not yet com'd in."
Watson, in his Annals of Philadelphia,7 gives an extract from a letter written in Dec., 1717, which states that there was at that time a settled post from Williamsburg, in Virgi- nia, to Boston-" whereby advices from Boston to Williams- burg is completed in four weeks from March to December, and in double that time in the other months of the year." He states that a mail from Philadelphia to Annapolis was also es- tablished in 1717. Some doubts are entertained whether the mails south of Philadelphia continued to be carried long. The following article appeared in a public journal a few years since as a relic of the olden time, and from it we may judge there was no mail south of Philadelphia at the period to which it refers, which was presumed to be "about the year 1720" :-
" An account of ye Posts of ye Continent of North America, as they were regulated by ye Postmasters of ye Posthouse. The western post sets out from Philadelphia every Friday, leaving letters at Burlington and Perth Amboy, and arrives at New York on Sunday night; the distance be- tween Philadelphia and New York being 106 miles. The post goes out eastward every Monday morning from New York, and arrives at Seabrook every Thursday noon; being 150 miles-where the post from Boston sets out at the same time, the New York post returning with the eastern let- ters, and the Boston post with the western. Bags are dropt at New Lon- don, Stonington, Rhode Island, and Bristol. The post from Boston to Piscataway, being 70 miles, leaves letters at Ipswich, Salem, Marblehead, and Newberry. There are offices kept at Burlington and Perth Amboy, in New Jersey, New London and Stonington, in Connecticut, at Rhode Island, Bristol, Ipswich, Salem, Marblehead, and Newberry, and the three great offices are at Boston, New York, and Philadelphia."
A writer in the New York Gazette of July 31st, 1732, states that mails were not then established farther south than Philadelphia. In 1722 a Philadelphia paper announces that the New York Post was three days behind his time, and not yet arrived. In 1729 the mail between the two cities went once a week in summer, and once a fortnight in winter, and this continued to be the case till 1754. In April of that year,
in the afternoon-5 days. She left there Dec. 6th, at 11 A.M., and arriv- ed at New York on the evening of the
8th-2} days. So that she was actu- ally travelling little more than a week. Page 626, 1st Edition.
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TRAVELLING FACILITIES.
notice is given at New York that the Boston and Philadelphia posts would both leave weekly on Monday at 3 P. M.
That year (1754) the Post was put under Dr. Franklin's superintendence, and an improvement immediately took place. His son William (afterwards Governor) acted as Comptroller under him, and in October gives notice that, until Christmas, the Post would leave the two cities every Monday, Wednesday, and Friday, at 8 o'clock A. M., and arrive the next days at about 5 o'clock P. M. (33 hours.) After Christmas, it was to leave at 10 o'clock on Tuesday and Saturday, and arrive on the mornings of Thursday and Monday, " being frequently de- layed in crossing the New York Bay." Dr. Franklin continued to discharge the duties of Postmaster in person or by deputy until about 1773, when he was dismissed by the British gov- ernment. The Continental Congress re-appointed him so soon as their attention was drawn to the necessity of keeping up a. regular communication between the colonies.
Under Dr. Franklin's superintendence farther improve- ments were made both in speed and frequency. In January, 1764, James Parker, Comptroller, then residing at Woodbridge, under a heading " For the benefit of Trade and Commerce," gave notice that a post rider with the mail would leave New York that day at one o'clock for Philadelphia, and, until far- ther orders, would leave each city every alternate day " if weather permits." Letters to pass from city to city in less. than twenty-four hours.
For some time the only offices in New Jersey were at Perth. Amboy and Burlington : being on the direct route from New York to Philadelphia, they probably partook of the benefits of the first arrangements. Letters for large districts of country were sent to those places for distribution. In December, 1733,. a notice is inserted in the Philadelphia Weekly Mercury stat- ing that " there are a number of letters in the Post Office at Amboy for persons living in the counties of Somerset, Mon -- mouth, and Essex "-and directing the inhabitants of those countios to apply for their letters to sundry individuals named in the advertisement.
In December, 1732, it appears from a remark in a com ;-
----
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TRAVELLING FACILITIES.
munication to the New York Gazette, that the post ran from Amboy to New York at that time only once a fortnight ; dur- ing the summer it is probable letters were transmitted once a week.8
In September, 1734, notice is given that a Post Office is established at " Trent Town," at the house of Joseph Read, Esq., his son Andrew Read being appointed Post Master. When the offices at Newark and other principal towns were established does not appear, but it must have been at a much later period.
The following rates of postage were established in 1765 :
Letters between London and any American port in British packet boats, 1 shilling.
Letters by sea from one port to another in any of the British domin- ions, in such packets, 4 pence.
Letters by land to or from any chief post office in America, from or to any other part thereof, not over 60 miles, 4 pence.
Over 60 and not exceeding 100 miles, 6 pence.
Over 100 and not exceeding 200 miles, 8 pence.
Any farther distance, not exceeding 100 miles, 2d additional.
And all farther distance 2d additional.
Double, treble, and ounce letters paying in proportion.
What the rates were previously is not known. In Decem- ber 1753, Parker, the Editor of the Post Boy, complained that he had to pay " twenty pence " for the postage of a com- munication from New Jersey that could not have filled a sheet ; from which we may judge that the rates were then much higher.
The following is the only intimation I have discovered of the mode of communicating with North-western New Jersey. It was circulated in manuscript for the purpose of obtaining subscribers :-
ADVERTIZMENT.
" This is to let all Gentlemen and others know, that by the incourage- inent I have from Several Gentlemen, That I, Jacob Abel of Philipsburgh, in :Sussex County West New Jersey, have resolve to Ride Post for the good of the Public. Intended to begin on the 5th day of February next on Mon-
The holders of the honorable office
tained but in one instance. John Fox of Postmaster in Amboy, previous to was the incumbent in 1751. the Revolution, have not been ascer-
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TRAVELLING FACILITIES.
day in every Fortnight till the 5 day of April, and from the 5 day of April to the 5 day of December next ensuring every Monday in a week.
Take therefore myself the Liberty to recommand myself in the favour of the Public, Advising them that on my return to Philadelphia shall Ride to Garman Town and then turn off on York Road, cross the River at Dar- ram and purpose to Lieve my Packet at the following Person, as,
George Taylor Esqr
Mr. Jones
Thomas Pots Esqr
Mr. Sprowl
Gast Bairs Arter Henry
Thomas Peterson
Straw Tavern
Jacob West
James Stewards
Joseph Mocka
William Carr
and Several Packit at East-Town and Palling Skill.
The Garman Papers at Four Shilling & Six Pence a year The English Papers at Seven Shilling & Six Pence a year T'esiring the prompt Payment each quarter.
Any Parsell or letters What any Gentlemen Person or Persons will be pleased to trust to the Rider Care, may depend they shall be safely deliver- ed, and if it should be required am willing, (as able,) to give security. Any Person or Persons that is willing to give incouragement to the Rider are desire to signe their worthy Names on the Subscription Paper left in seve- ral Hands and you will greatly oblige
Gentlemen Your most obedient humble
Servant
JACOB ABEL
Philipsburg the 15th January 1776.
All Gentlemen & Others that are willing to incourage the Post Rider Jacob Abel of Philipsburgh, Sussex County West New Jersey are desire to sett their Worthy Names (according to the advertizment on this
SUPERSCRIPTION PAPER.
ENGLISH NEWS GARMAN NEWS
9 Geo Taylor £1 - 10 0
for Hall & Sellers Gazette Brad-) ford Journall Humphrey's Led- ger Town Evening Post5
Thomas Long-Dunlap's Paper
James Gallagher-Hall & Sellers Hugh Oriton ditto Samuel Heilborn do endorsed
" To George Taylor Esq: at ,
Durham "
In 1791 there were only six offices in New Jersey-New- ark, Elizabethtown, Bridgetown (Rahway), Brunswick, Prince- ton and Trenton,-Amboy and Burlington the first to enjoy the benefit being cut off, from their not being then on the main route. The total receipts of these offices from October
9 One of the Signers of the Declaration of Independence, from Pennsyl- vania .- National Intelligencer, 1855.
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TRAVELLING FACILITIES.
5th, 1790, to October 5th, 1791, amounted to $530 !- of which the Postmasters received $108 20, leaving $421 80 as the net revenue.
The Post Office at Amboy was established in 1793 ; John Thompson receiving the appointment of Postmaster. The mail was brought from Woodbridge (that town then and until 1807 or 1808 being on the main route between New York and Philadelphia) three times a week, and continued so to arrive until the year 1812 ; when, for some reason not now known (probably through the influence of the proprietors of Brighton House, for the accommodation of their guests), it was brought in daily. This arrangement, however, did not last long, and for some years it was received as before, three times a week. About 1825, it arrived daily (except Sundays) during the summer, and three times a week in winter, which continued to be the case until the present arrangement was established in 1830, under which it is received and departs daily, Sundays excepted.
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