USA > New Jersey > Morris County > Dover > Dover dates, 1722-1922 : a bicentennial history of Dover, New Jersey , published in connection with Dover's two hundredth anniversary celebration under the direction of the Dover fire department, August 9, 10, 11, 1922 > Part 25
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THE FIRST COLLISION
It was in January, 1850, about a mile east of Summit station, at about five o'clock in the afternoon, that the first collision occurred on this road. The "Double Driver" engines had just begun to be used ; but only on the freight trains. The freight from New York was to lie over at Millburn (there was but one track then) until the passenger train had passed it. The time permitted for waiting had already gone by and the freight had the right of way to Summit; but the
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passenger train from Morristown had not yet gone by. It had been held at Chatham to accommodate some lawyers who were trying a case of damages for killing a cow, and as there was no other train to New York that day, then had persuaded the passenger train's con- ductor to disobey orders and wait for them. When they started down to Millburn the freight had started up. I was watching the two trains as I saw them rounding their opposite curves and heading for each other, and my sensations can be better imagined than talked about.
The freight's large engine just "scooped up" the light little pas- senger locomotive and the latter went climbing the freight's smoke- , stack, which was twelve or fifteen feet high. Fortunately there were but few passngers and no one was badly hurt; but it took three days to clear the tracks, and the lawyers make little haste by their efforts to catch ,that train, as they had to walk back to the station and get down to Newark the best way they could.
TIME TABLES
The original time table between Morristown and Newark and New York shows that two trains left in each direction every day. The one at 6:45 a. m. from Morristown arrived in New York about a quarter before ten. There was another train down in the afternoon at a quarter before three. The afternoon train up from New York which left at 4 p. m., arrived in Morristown at 7 in the evening. 'Yet there seem to have been brave souls even then, for the commuta- tion rates were given as $100 a year.
The time table given in the New Jersey Eagle of August 3, 1841, just seventy-two years ago (from which it appears that this article was written in 1913) explained that "by this arrangement of trains, one could leave Morristown in time for both Philadelphia trains, one leaving at a quarter before ten in the morning and one at half past five in the afternoon." Thus it may be seen that the journey from Morristown to Philadelphia could be made by all rail in about nine hours.
This was a decided improvement upon "Scotch Johnnie's" boat trip from New York to Philadelphia some fifty years before, which was at all times dependent upon "wind and weather." It went by the way of Newark Bay and the Delaware River, and the route was advertised as "generally drier than the route between New Brunswick and Trenton."
The rates of fare on the Morris and Essex Railroad were as fol- lows :
To N. Y. To Newark
Morristown
Io shillings 8s 6d 6s
8 shillings foll
Madison
Chatham
7s
6s
Summit
6s
4s
Millville :(Millburn) 5s
3s
S. Orange 4s 6d 2S
N. Orange
3s 6d Is 6d
From a newspaper clipping. Writer not known.
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THE LACKAWANNA RAILROAD
Mr. Charles E. Mill, ticket agent at Dover, has furnished the fol- lowing facts about the Lackawanna Railroad in its relation to Dover.
The railroad distance from Dover to Hoboken by the Lackawanna, formerly known as the Delaware, Lackawanna and Western Railroad, is forty miles, the average of the Paterson branch and the Morris & Essex division, for Dover has the use of two routes to New York.
Dover has about 225 commuters to New York and about 100 way commuters. Fares to New York at present are: Commutation, $13.94 a month; 50-trip family ticket, $41.32; 10-trip ticket, $10.37 ; excur- sion ticket, $2.84.
The number of the Lackawanna employees living in Dover is approximately 425 to 450 persons; probably more when business is good.
PASSENGER SERVICE
Dover commuters can reach New York in one hour. Trains are run at convenient hours for those who work in New York. Several western trains stop at Dover on flag; in fact, only one train in each direction goes through without stopping.
Westward trains pass through Hackettstown and Washington to Phillipsburg and Easton. Eastbound trains by way of Boonton pass through Rockaway, Mountain Lakes, Boonton, Paterson, Passaic; by way of Morristown they pass through Summit, the Oranges, Newark. Western sleeping cars and coaches are operated to Cleveland, Detroit, Chicago in connection with the Wabash and Nickel Plate Roads. Reduced fares are arranged to Cleveland, Detroit, Chicago, St. Paul, Kansas City, Omaha, St. Louis, Denver, Los Angeles, San Francisco, Seattle, Portland.
The Chester, Sussex and Phillipsburg branches have good serv- ice to and from Dover for both freight and passengers.
FREIGHT SERVICE .
Freight rates to tide-water are reasonable, so that Dover is an ideal location for export shipments. Our proximity to Port Morris gives easy connection with the Lehigh and Hudson Railroad, which, in turn, has extremely good connections with the entire New England territory.
At Buffalo the Lackawanna connects with all boat lines on the Great Lakes, as well as with every western point.
Carloads from Dover to New York reach New York the morning following the loading.
The Lackawanna publishes a schedule of through merchandise.
Service from all Greater New York and New Jersey stations to principal distributing centers, showing the time taken en route. Freight from Dover is scheduled as follows: arriving at Scranton second morning; Detroit, third morning; Chicago, fourth morning ; Kansas City, sixth morning; Denver, ninth morning; San Francisco, 15th morning.
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C. A. Arentzen is General Eastern Freight Agent, at 302 Broad- way, New York City; W. F. Griffitts, Passenger Traffic Manager ; J. G. Bray, Division Passenger Agent, Newark, N. J .; E. M. Rine, General Manager, 90 West Street, New York City ; W. H. Truesdale, President, 90 West Street, New York City.
THE CENTRAL RAILROAD COMPANY OF NEW JERSEY
The Central Railroad Company of New Jersey enters Dover over the Dover & Rockaway Railroad, a leased line, which was incorporated in 1880 and opened for traffic in the following year.
This road, built primarily as a connection between the Longwood Valley Railroad, which was controlled by the Central, and the Hibernia Mine Railroad, was organized by George Richards, Columbus Beach and Henry McFarlan of Dover and other men from New Jersey, Pennsylvania and Massachusetts who were interested in the iron mines of the vicinity.
The primary object of this road and the other roads and branches now forming the High Bridge Branch of the Central was to carry the iron ore to the furnaces at High Bridge and in the Lehigh Valley in Pennsylvania for use with the Pennsylvania ores.
From the commencement of carrying iron ore, this railroad has proved a valuable addition in transporting freight by reason of the traffic interchange arrangement with every other trunk line reaching tidewater at New York, enabling shippers or receivers of freight at Dover and vicinity to secure fast freight service in connection with the Pennsylvania Railroad, Baltimore and Ohio R. R., New York Cen- tral R. R., Lehigh Valley R. R., Erie R. R., Ontario & Western, and all the New England lines, with equally expeditious service to and from points in the South via the Virginia gateways as well as the Ohio River gateways. This means that a shipper of freight at Dover desir- ing to forward traffic in connection with the C. R. R. of N. J. and New York Central, for example, to Chicago and beyond, can do so at current through rates. These advantages are fully appreciated and recognized by the large number of industries located on the New Jersey Central and are some of the reasons for their being so located. It should also be an inducement in encouraging new and additional indus- tries to locate in Dover.
The passenger service maintained by the New Jersey Central Railroad is fully adequate to take care of the business tributary to Dover reached via its lines, offering convenient trains to do business in Dover and return home the same day at suitable hours. It affords direct connection without transfer from one station to another between Dover and other points in central and southern New Jersey as well as connections for Philadelphia and points in eastern and central Penn- sylvania.
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THE MORRIS COUNTY TRACTION COMPANY
One of the industries closely relating to the growth of Dover and vicinity is the Morris County Traction Company.
This Company was incorporated on June 13th, 1899, with the following officers and directors for the first year: Robert D. Foote, President ; George W. Stickles, Vice-President ; R. D. Moriarity, Secre- tary, and John H. Capstick.
From the date of incorporation until June, 1903, efforts were con- stantly made by officers to secure consents and rights of way. The first franchise granted was by the Council of Dover in August, 1903. This was followed by franchises from the Borough of Rockaway in 1904. In April, 1904, agreement was reached for the construction of a bridge or viaduct on Blackwell street, Dover. Records indicate that the construction of the line through Rockaway Township, Rockaway Bor- ough, Dover and Wharton was completed about June 15th, 1905.
The first car was operated in Dover on July Ist, 1904, from the Lackawanna crossing on Blackwell street, Dover, to the Company's car barns at East Dover. The earnings for the first day of operation were $80.00.
From June, 1905, to late in 1908, the activities of the Company consisted in the operation of the line from Rockaway Township to Wharton, the acquiring of franchises and construction in various munici- palities, so that at the close of 1909, the road was operating from Eliza- beth and Maplewood to Summit; from Police Headquarters in Morris- town along Speedwell avenue to Morris Plains; from Denville through Rockaway and Dover to Wharton. About this time a lack of finances prevented the continuation of construction. A new interest took up the work and during the years 1909, 1910 and 1911 connected up the various lines, putting in through operation from Elizabeth and Maplewood to Wharton and Lake Hopatcong.
From June 20th, 1910, until December, 1919, Mr. Henry R. Rea was President ; Joseph K. Choate, Vice-President; O. G. Schultz, Secre- tary and Treasurer. On the death of Mr. Rea, in 1919, Mr. Joseph K. Choate succeeded to the office of President; C. I. Shannon, Vice-Presi- dent ; and O. G. Schultz remained Secretary and Treasurer. The same Board of Directors and officers continue in office at the present time.
The Company maintains its repair shop and division office at East Dover and practically all the employees are residents of Dover and vicin- ity. At the present time, the Company employs at its Dover plant sev- enty (70) men as dispatchers, motormen, conductors and inspectors. In its Mechanical Department eighteen (18) men; in its Track Depart- ment, from twelve (12) to twenty-four (24) men.
There were 42,716 passengers carried from July Ist, 1904 to June 15th, 1905; and from January Ist, 1921 to December 31st, 1921 there were 7,642,997 passengers carried.
The Company is operating a half-hourly schedule at its present time on its Main line as follows: Wharton, Dover, Rockaway, Mount
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Tabor, Denville, Morris Plains, Morristown, Convent, Madison, Chat- ham, Summit, Springfield, Millburn to Maplewood. The Company operates the following connecting lines: From Dover to Mine Hill, Kenvil, Succasunna, Ledgewood and Landing; from Denville through Mountain Lakes to Boonton; from Morristown through Morris Plains to State Hospital; from Springfield Junction through Union to Eliza- beth. A fifteen minute service is maintained from Rockaway to Whar- ton, from Morristown to Morris Plains and from Summit to Maple- wood. At Maplewood connection is made with the Public Service Rail- way, so that people living along the Main line of the Morris County Traction Company can reach Newark and Elizabeth with one change.
The Company in its early operation met with considerable opposi- tion; but in the late years, due to the service given and the necessity thereof, the early opposition has been entirely obliterated.
Invested capital, $4,479,000.
ODDS AND ENDS
OLD ACCOUNT BOOK FOUND IN RAFTERS
An account book nearly 100 years old was recently found in the rafters of the old carpenter shop of the Ulster Iron Works by Robert Bopp, a master mechanic, employed at the works, which contains a les- son in the construction of Dover history from original sources. The book is in a good state of preservation, although one part of the cover is torn off and the collection of soot and dirt soiled the pages somewhat. It is about an inch in thickness and measures 63/4" x 16". The earliest date recorded is October 3, 1821, and the accounts extend to January 30, 1830. The record book must have been the property of Blackwell & McFarlan, the firm that conducted the only iron industry in this town at that date.
The first entry was October 3, 1821, under the name of Jesse King and on the same date was an entry of William Ford. During the follow- ing year the entries included John B. Miller, Ebenezer Stiles and Stephen Vail.
William Ford carried on an extensive business in chain cables, shackles, studs, swivels, links and scrap iron, extended to January 30, 1830.
Until the canal was completed in 1831 all the necessary hauling was done by horses and mules. The canal was opened for traffic in 1831 and the first railroad train reached Dover in 1848. These facts are interest- ing in examining the old accounts of "Goods received from New York."
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The dates of these accounts extend from December 5, 1826, to Febru- ary, 1830. In these accounts many personal names are interspersed, revealing the names of about eighty persons then doing business here and the purchases they made in the form of iron and other articles such as sand from Flanders, pork, cider, forge hammers and flour.
List of persons trading with Blackwell & McFarlan, 1826-1830: Isaac Hance, Abijah Abbott, William Searing, Ab'm H. Smith, William Ross, John Mitchell, Elic Hance, S. Searing, Ebenezer Pierson, John O. Condict, Ira H. Cox, John S. Beach, Jos. Dickerson, Martin Bowlsby, Stephen Conger, B. & McFarlans, D. Ayrs, Mahlon Johnson, Simon Searing, D. Ross, Daniel Lindslev. Arch. Broadwell, John Shermatı, William H. Ross, David Paddleford, Aaron Ogden, B. L. Condit, Asa Berry, Nathaniel Bowlsby, A. Beedell, Thos. Bowlsby, F. Chapin, Simeon L. Casterline, D. Lyons, Christopher Medler, Samuel Garrigues, Isaac Garrigues, Daniel Lyon, L. & Lawrence, Wm. Headley, E. F. Smith, Philip Losey, Wm. Leek, C. F. DeCamp, Jos. I. Minton, William: Dixon, John Bryant, Milton Scott, Benjamin L. Condit, Michael Cavi- nough, John E. Cortis, Lewis Bryant, Thos. E. Bowlsby, C. F. Ran- dolph, Peter Dunham, Henry Cobb, Calvin Dixon, Hiram Smith, Jos. C. Righter, Warner Tucker, Wm. Slockbower, L. F. Lawrance, Mrs. Pamelia Adams, Alx Dickerson, E. I. Howell, D. C. Solman, John Her- rion, Johnson Minton, Joseph Herrion, D. C. Salmon, Wm. Churchell, Thomas Vail, Robert Godden.
This list may have value for those who make research in genealogy, titles, etc. It indicates the date at which certain persons were doing business with Blackwell & McFarlan and what they traded in. It indicates the large place that iron had in the building of the community and the State. It shows when Lehigh coal, Nova Scotia coal and other kinds of coal began to come in on the canal. It indicates the different kinds of iron in use and the articles made from iron. There are entries about brick, sperm oil, candles, stove pipe, grates, teams, fish, crackers, moulding sand, stoves from Morristown, plaster, wheat flour, soap, sugar, beef, yellow ochre, looking glass, white lead, Rhode Island lime. 7 x 9 glass, borax, paint, putty, mittens.
There must have been a store somewhere, where these goods were handled. This book indicates, in part, the business that was carried on here in the days of teaming and, later, the canal, before the railroad came. Clothing, shoes, and other necessaries of life are not mentioned. There must have been some other place where spring bonnets, dress goods, groceries and drugs (if they used them) could be obtained, either here or in Morristown. A few school books must have been smuggled in to supply the pupils in the two old academies. But the Stone Academy was not built until 1829. There was no bank, no church- just a rough settlement, not even a village until 1826.
By means of old maps one might trace where some of these old settlers lived. There was a tavern here in 1808, and a blacksmith shop. A wheelwright, Zenas Pruden, settled here. A few stores sprang up. From scattered references one might build up quite a mental picture
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of the Dover of those days when this old account book was kept, from 1821 to 1830. It gives a pretty good census of the population, amount- ing to some eighty names, each of which may stand for a family-pos- sibly four hundred persons, some of whom may have lived beyond Dover limits. And yet we are told that there were only ten or fifteen dwellings here in 1810. This list may have a bearing on that point.
There was a post office here in 1820, in Mr. McFarlan's house. In 1839 there were about 700 people in Dover. (Dover History, page 383.) So it does not seem unreasonable to assume that 400 persons were here in 1830. Jacob Losey was postmaster previous to 1820, and John Marshall Losey followed him.
Much may be learned from an old account book. Those who under- stand iron could read between the lines of this book a story that I can not so readily decipher.
GLIMPSE OF A HOLIDAY IN DOVER IN 1823 Odes Sung in Observance of Fourth of July
We are indebted to Major Andrew Baker Byram for the loan of an old and tattered leaflet containing three odes sung at Dover in 1823, on the Fourth of July. We print, below, a copy of these odes with the old style punctuation.
The Fourth of July was full of its original inspiration in those early days. Celebrations were frequent throughout the land and on other occasions, too, the spirit of new-found liberty was gloriously celebrated. Such a spirit was not confined to Dover nor to the United States of America in the year 1823. It was abroad in the world. It found extravagant and disorderly manifestation in the orgies of the French Revolution. The English poet Wordsworth was intimately associated with this struggle for freedom in France and greatly distressed at the outcome. Goethe speaks of it in his notable epic, "Hermann und Doro- thea." Schiller embodies it in his "William Tell."
We were fortunate enough to escape the murderous and chaotic expressions of that spirit. We may be thankful that in Dover, in 1823, such odes as those here shown could be religiously and soberly sung by our people. Note what is happening in Europe to-day. These odes are a significant study in American history. They are not yet out of date, even though they may appear quaint and old-fashioned. If the celebra- tion of our patriotic holidays loses that old-time spirit of sincerity, earn- estness and high purpose, it will be a sorry day for America. We have learned to smile at the old-fashioned; but let us not fall below our forebears in earnestness and intelligence.
Those Fourth of July odes-what music were they sung to? We have no trace of it. Possibly they could be rendered to some old hymn tunes well enough to bring out the spirit of the past. And if too long for a modern, crowded program, we might sing the first stanza and the last? That has a familiar sound.
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Who wrote those odes? Perhaps the minister at Rockaway. That is where Dover went to church in those days. The children walked barefoot, carrying their new shoes in their hands, and then sat down by a brook, washed their feet, put on the new shoes and walked into the sanctuary-tableau !
And perhaps Dover had some such tableau, in connection with the Fourth of July celebration, as we find described on page 357 of Dover History-A Tribute to Liberty, done in 1858.
According to these old odes the faith of our founders was not pinned exclusively to Democracy and Americanism; but they believed that the principles of true religion would make a democracy and an Americanism that would stand, where other historical examples of democracy had fallen.
(Odes to be sung on the Fourth of July, 1823, at Dover )
ODE I.
Hail Independence! mighty theme ! To gain thee, heroes fell; And e'er shall thy resplendent beam, Rude tyranny dispel.
Sweet Liberty's etherial form, Smiles on this happy day, And bids us hail the sacred morn That saw our country free.
In her high temples sat fair Fame, In council, to discern What deed the loudest should proclaim To ages yet unborn.
Tyrants had fought-had bravely fought, But not in Freedom's cause;
'Twas dire, despotic sway they sought, And sycophant's applause.
In doubtful musings Fame would wave, Suspending her decree Till Freedom triumphed-then she gave To us the victory.
Now o'er each brow a laurel crown, A never fading wreath, Be placed, to grace such high renown- To decorate such worth.
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Now, mighty God ! still o'er us reign, And shield us from the foe; Then Liberty shall be our theme While we remain below.
ODE II.
Let us again our voices raise, In joyful strains of grateful praise, To Heav'ns Almighty King, whose hand Subdued our foes and sav'd our land.
God was our light in darkest hour; He was our hope and he our pow'r, He led our armies to the field, He was their strength and he their shield.
Then let each son of Freedom sing, "The God of Heaven is our King; "Let others own a tyrant's nod, "We have no other King but God."
He did the Statesman's breast inspire, He filled the Patriot's heart with fire, He gave to us our Washington, And bless'd Columbia in her son.
'Twas God that quell'd the haughty foe, And laid his high ambition low ; He gave the vic'try to our band And bless'd an independent land.
Then let each son of Freedom sing, "The God of Heaven is our King; "Let others own a tyrant's nod, "We have no other King but God."
Now thro' Columbia's wide domain, O'er hill and valley, wood and plain, Fair Freedom's cheerful smiles extend, And Liberty and Peace attend.
Long may such blessings be enjoyed, And this returning day employ'd, 'Till time shall cease to number days, In joyful strains of grateful praise.
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Then let each son of Freedom sing, "The God of Heaven is our King; "Let others own a tyrant's nod, "We have no other King but God."
ODE III.
The wheel of time rolls swiftly on- 'Tis coming and 'tis past ; This glorious day is quickly gone, And life is fleeting fast.
The splendid fabric built to-day, To-morrow lies in dust ;- All things before have passed away, And so the present must.
Great Babylon once raised her walls On the Assyrian plains, But now of all her costly halls A vestige scarce remains.
And Rome in mighty grandeur rose, The mistress of the world, And round on all her trembling foes, Death and destruction hurl'd.
But haughty Rome and learned Greece Are fallen and forgot ;- Egypt and Carthage, with their race, Have shared the common lot.
Columbia, too, shall gain her height, And shine in all her pride, Thou sing in dark oblivion's night- Borne down the dreadful tide.
But e'er Columbia's glory fade, And all her pride be flown, May science, wisdom, worth pervade And claim her for their own.
May centuries pass and time grow old, In our dear land's success ; And ages yet unborn behold Her glories still progress.
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And may her sons in virtue rise, Taught by the laws of Heaven, And to the God of earth and skies Be all the glory given.
On pages 470-I of "Dover History," are given the details of a Fourth of July celebration in Morristown, 1828. Three odes appear on the program.
THE LOAN EXHIBITION OF 1879
Among the treasures of the past which have come into my pos- session is a little blue-covered pamphlet containing quite a story on the front cover, viz .: "Dover Loan Exhibition in the Segur Mansion, com- mencing, Wednesday, September 24th, 1879, continuing four days, open afternoon and evening. For the benefit of the Presbyterian Church Y. P. U."
In this little book are listed 989 articles of interest, antiquity or curiosity, interspersed with local advertisements of the day that now stir historic reminiscence, such as "E. Lindsley & Son, Dry Goods, Groceries, etc., established 1835;" or "Vought & Killgore, Druggists and Apothecaries, 1850-1880."
First is a list of "Paintings, Engravings and Chromos," 104 in number, ranging from "Can't You Talk" to an Albrecht Durer. The name of the person who loaned each picture is given and we thus see a complete catalogue of the works of art cherished in the homes of Dover's citizens, including a dozen or so loaned by Mrs. Henry McFar- lan, and a dozen more by Dr. Columbus Beach, who seem to have had the largest and most classical assortment.
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