History of Essex and Hudson counties, New Jersey, Vol. II, Part 93

Author: Shaw, William H
Publication date: 1884
Publisher: [United States :]
Number of Pages: 830

USA > New Jersey > Hudson County > History of Essex and Hudson counties, New Jersey, Vol. II > Part 93
USA > New Jersey > Essex County > History of Essex and Hudson counties, New Jersey, Vol. II > Part 93

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The act then proceeds to authorize Richard Ludlow, Michael Vreeland, Jacobus Post, John Richards, Jonathan J. Drayton and Edward Thomas, or any three or more of them, to draw a lottery for raising that sum, the money to be paid to Josiah Horn- blower, and by him issued to William Dow and Arent 11. Schuyler, to be by them applied to envering said causeway with earth or gravel.

Authority to build a bridge over the Passaic River near the Dutch Church, at Second River (Belleville), was given in 1794 to the persons who should there- after become subscribers as fully and absolutely as if they were particularly named in the act. The bridge was to be completed by Dec. 1, 1796, or the grant to become null and void. Aaron Kitchel, John t'ondit, John Dodd, Amos Harrison and Elias Cook were ap- pointed commissioners to examine into the damages which might be sustained by William Dow in taking his land. Four years later the proprietors repre- sented to the Legislature that the expense of building the bridge had far exceeded the estimate, and that the toll did not afford a reasonable compensation, where- upon the rates of toll were increased, with the restric- tion that the annual net proceeds of the tolls should at no time exceed fifteen per cent. of the money- ex- pended in erecting and maintaining the bridge. About this time Gen. John Doughty, John Blanchard and Col. Elias t'ook formally laid out the road to the width of four rods (no legal record existing of the original road as laid by Col. Schuyler) between the Passaic and the Hackensack, but it was provided that the part running through the Cedar Swamp and meadows of Arent Schuyler should be maintained by the proprietors of the bridge at Second River. In 1502 the stockholders and proprietors of the bridge and of the road were incorporated by the name of the Belleville Bridge and Turnpike Road Associa- tion, the art naming as directors Josiah Hornblower, John N. Cumming, Edward W. Kingsland, Abraham Speer and Joseph Kingsland.

The Bergen Turnpike Company was chartered Nov. 30, 1802, with John Stevens, Lewis Moore, Robert Campbell, Nehemiah Wade, Garret G. Lan- sing and Adam Boyd as incorporators, with a capital stock authorized of seven thousand dollars for each mile of road constructed, and full authority to build and maintain a turnpike road from the town of Hack- ensark to Hoboken. The commissioners were au- thorized to discharge the duties of directors for the first year. Aaron Kitchel, John N. Cummings und William Colfax were named as commissioners to lay out the road, the course of which was to the bridge over English Creek, and thence to the bridge at Hackensack.

June 3, 1718, a road was laid out from " Crom Kill to Whehocken " ferry. The road then laid out must

have been a part of what is now Hackensack turn- pike.

At an early day the dwellers at Harsimus laid out a rond by the way of Prior's mill to Bergen Th. following return, without date, when compared with the field map, will give a general idea of its course, as well as show that some of the residents preferred the war-path to a highway !

" By yo Surveyor ( y Highwayaf Eget ants of Bergen, Aggdeca- Con having they made to us by A hield k nu-1, Emr., of the bard- phim & transportes he morte with from his Brighter Mattya De Mit for want of particular & nces, atul We haven heard the Al zutions of lush parties, & having Viene I the Premie d . order that partition fences Le forthwith just up count je is a rose belonging to Mattve In. Mit me it Is now mark of out boy tan, y. North East ly one half to Un fenced & kept up by yo wald Me hilwald kennedy, and south Westerly other half to be fence and kept ugly to watch Matton ie M at

"An als that so khoad for so I. of yo plantations at l'asund or Ahasimus to ye Mill and Church shall he 1 r yo future to begin at y. North East Corner of yo barn thinking to ve ald Archibald Kennedy, und to run through Je mail on Airone kell and a halfwide, to be supporto de fem by will Beheld Kennedy, where. If he please. they may have swinging gutes allowing to ye said He Mot so much out of his tam us in taken out of yo Six Seres of ye Ihund, all which we hur . Determined and Staked out, of which you are to take Notha as you will Answer ye contrary. We has . we inling to th best of pur Je Ige- ments allowelje maid d Mot an Equivalent for y Rhond upen ye south Side of h Six A ren out of land belonging to ye auf Archibald hen- nely."

Jan. 12, 17533, the above-named road was widened to four rods. It came to the shore just south of Ken- Bedly's orchard, at about the corner of what is now Serond and Henderson Streets, Jersey City, thence passed up by Van Vorst's toa placeon Kennedy's land called " Sand Point."

Prior to 1848 all travel from Bergen and the lower part of the county to Paulus Hook was around by the Five Corners and Newark Avenue, or by the Mill road cie Prior's mill. Even the residents at Com- munipaw were obliged to take this round about way ; but in 1848 Grand Street was extended from Jersey City across the meadows .!

Thus are all the roads in the county of ancient date named. There were a few others as the Middle road, which was approached through the northwest gate of the village of Bergen, and the Bergen Woods road, which opened into the woods through the north- east gate of the town. There was also the Dally- town road, and the Bull's Ferry road. But the dates of their laying out are not at this date known. For convenience in keeping the roads in repair, the old Township of Bergen was divided into districts, which hore the following names: Bergen Town, Gomunipa, Pamerpugh, Bergen Point, Wehawk, Maislaud, Bull's Ferry, Sekokes and Bergen Woods."

Traveling Facilities of y" Olden Time.3-In 1764 stages were first " set up " to start from Paulus Hook for Philadelphia, ria Bergen Point and Blazing Star ferries. The vehicle used was a Jersey wagon, covered

1 Winfold's " History of Hudson County, " 304 " W'Infield's " History of tuds n County, " 304. " WinBald'a " History of Hudson County, " 365.

1042

HISTORY OF HUDSON COUNTY, NEW JERSEY.

with cotton cloth drawn over roughly-made hoops, and was modestly named " Flying Machine," and made the distance between the two points in the un- precedented short space of three days.

In the fall of the same year Sovereign Sybrant, an enterprising Jerseyman, gave notice that he had fitted up und completed in the neatest manner a new and genteel stage-wagon, which was to set out from Philadelphia on Monday and get to Trenton that day ; the next day to Sybrant's house, known by the sign of the "Roebuck," two miles and a half from Eliza- bethtown, where, with a good assortment of wines and liquors, and by " Assiduity, Care and Despatch," he hoped for the "Favor and Esteem of the Publie." Ou Wednesday the stage reached " Powless's Hoeek " by the new post-road over Bergen and return to the Rochuck. Thence it would start on Thursday, and reach its destination on Friday.

In 1772, John Mersereau appeared with his " Ma- chines." He left Paulus Hook three times a week, and went through to Philadelphia in a day and a half. In 1773 he established a line of stage-coaches which left Paulus Hook on Tuesday and Friday of each week, " at or before sunrise," and went as far as "Prince-Town " the same night. Here they exchanged passengers with the coach from Philadelphia, and returned the next day. Inside passengers paid thirty shillings fare, outside passengers twenty shillings. Each passenger was allowed fourteen pounds of bag- gage; beyond that weight the charge was two-penee per pound.

In 1769 a new route from Paulus Hook to Philadelphia was selected by Joseph Crane and Josiah F. Davenport, rin Newark, Elizabeth, Bound Brook and the north branch of the Raritan, to Corriell's ferry, on the Delaware. They proposed to leave the Hook every Tuesday morning by sunrise. Passengers were requested to cross over from New York the night before. The stages met at the south Branch, exchanged passengers and returned.

In 1771, Abraham Skillman started his " Flying Machine " to Philadelphia, ria Newark, Elizabeth, Woodbridge, New Brunswick, Princeton, Trenton and Bristol. Time. one day and a half; fare, twenty shillings proclamation money : "a good wagon, sober drivers and able horses."

In 1767, Matthias Ward informed the public that he had for some time kept a stage-wagon from New- ark to "Powlas Hook." flaving met with some encouragement, he proposed to make the round trip each day, leaving Newark at sunrise, and " Powlas Hook" " sun two hours high." All persons might expect the " best usage at 1a. 6d. each for coming and going, or three shillings for both."

In 1768 Andrew Van Buskirk gave notice that he would erect a "Stage-Wagon " in Hackensack at the New Bridge, to set out for Paulus Hook on Septem- ber 17th, to go twice a work; fare, 2x. 7d. In 1775 h . chang al the terminus from Paulus Hook

to Hoboken, and named his vehicle a "Flying Machine."

In the same year and year following some proprie- tors adopted the system of having their stages on each side of the Hackensack, where they would ex- change passengers, " which entirely takes off the In- conveniency of detaining passengers by ferrying of the Wagon over said River."

For some years prior to 1774, Peter Stuyvesant ran a stage from the Hook to Brown's ferry, where he met Josiah Crane, with a stage from Newark, and ex- changed passengers.

In 1770 a stage was run from Morristown to the Hook by Daniel and Silas Burnett, and in 1775 hy Constant Cooper from Hanover to Paulus Hook.

In 1775, Abraham Goodwin ran a stage from the Great Falls (Paterson) to the Hook twice a week. In May of the same year Thomas Douglas erected his stage to run from Hacketstown once a week, ria Flanders, Black River, Mendham, and Morristown, consuming two days en route.

In 1775, Verdine Elsworth brought out his " new caravan" between the Hook and New Bridge. He informed the publie that his horses were "very quiet, and the Caravan new and in excellent order."

In 1783, Adam Boyd "established a stage-wagon to run between Hackinsack and Hoebuck ferry." He boasted that the roads were very good, his wagon and horses in prime order, and he hoped that such a use- ful institution would be encouraged.

From almost every direction in the interior of the State, stage lines were organized, and all sorts of vehieles started towards Paulus Hook to accommo- date the public. To such an extent did this system of travel increase that before the construction of the New Jersey Railroad as many as twenty regular stages woukl daily leave the ferry for different parts of the State.

[For Railroads and Canals, see Chapter XXI. " History of Essex County."]

CHAPTER XXV.

WATER COMMUNICATION OF HUDSON COUNTY .!

Ferries .- The establishment of ferries, including their controlus to the rates of ferriage, was at the first settlement of the State the prerogative of the crown, and grants were made by royal letters patent to the parties who were authorized to operate them for the accommodation of the public. Persons desirous of passing their own goods and merchandise across the river were not prevented from doing so by these pat- ents, but none but the duly licensed ferrymen could

2 By Henry Farmier.

1043

WATER COMMUNICATION OF HUDSON COUNTY

transport passengers, live stock or merchandise for hire. In 1779 the Legislature transferred the right to regulate ferries to the Boards of Chosen Frecholders of the several counties, but the Bergen county board seem to have never interfered with the vested rights of the ferry-owners. After the formation of Hudson County an effort was made to exercise the power given by the State, and a protracted dispute was the conse- quence, until in 198 the Legislature took the matter

COMMUNIPAW FERRY-The oldest ferry on the North River, of which any record can be found was that at Communipaw, which was legally established in 1661, and William Jansen was licensed to take barge of it. In 1869, Governor Carteret appointed l'eter Hetfi kon to succeed Jansen, and in the doen- ment conferring this authorization we find the first legal authority for the now prevalent system of " dead- heading." The language of the lust clause Is As fol- lows. "Mways provided that the Governor and his family are to be freed trom paying of anything for their transporting an aforesaid " It was required that the ferryman attend the ferry upon Mondaya, Wed- nesdays and Fridays for the convenience of the public, so that only on three days in a week were the settlers on the Jersey shore certain of a means of transpor- tation across the river. This ferry is How owned by the Central Railroud of New Jersey, and accumulo- dates the large population resident between Commun. nipaw and Bergen Point, besides the great railroad travel of the t'entral.

I'mE OLD WERHAWKES FERRY is of uncertain age. In 1717 (January 2600) a colonial ordinance was pared fixing the rates of ferriage at Webbank us follows: " J'ai man and horse, to or from New York, eighteen pence; single person, one shilling; every. thing per bushel, one penny ; hogs, sheep, etc., (w) pence ench; barrels, four pence; hogsheads, one shilling ; pipes, eighteen price. " The law provided for a fine of forty shillings proclamation money for carrying goods or passengers for live without a license from the Governor, and a penalty of ten pounds for practicing extortion. It is believed that the ferry was in operation fully twenty years before the date of this ordinance. It was then the principal ferry usent by the inhabitants of the northern part of Bergen County in conveying their produce to New York, and am- tinued to be so unnid another terry was established at Hohoken. Its location was at the month of a little creek, just below King's Point. Abyout sixty years ago it fell out of use, but was revived in 18by by the incorporation of the Weehawken Ferry Company, now consolidated with the West Shore Railroad Com- pany.

JERSEY CITY FERRY. The associates of the New Jersey Company are the legitimate successors of Michael Paus, the thrifty burgomaster of Amster- dam, who, under a grant of the Watch West India Company, appropriated to himself the southern por-

tion of the New Jersey shore opposite to Manhattan Island, and secured the tract known as Hoboken- Hackingh the land of the tobacco-pipe) from the Indian owners " for and in consideration of a certain quantity of merchandise," the deed being duly con- firmed by the directors and Council of New Nether- land. This deed was dated July 12, 16:30, and was the first conveyance of land in New Jersey.

It is believed that the tirat ferry was established in this vlinity about the year 1661, and it is on record that in 1662 the ferry mun complained that the author- ities of Bergen had authorized the inhabitants to ferry themselves over whenever they pleased, to the great detriment of his monopoly. The more thorough casa- blishment of a ferry with conveniently constructed bouts for currying over horses, carriages and pas- Mengers WHO In 1764, when the through stage line from Philadelphia was set up, and a suitable landing- place and wharf ut Panton Hook was wecured at Maj. Hunt's tavern. The landing in New York was known as Mussler's dock, now the site of the extensive ferry buildings of the Pennsylvanlu Railroad Company at foot of Cortlandt Street. The ferry accommodations at this time were of a very limited character, compris- ing only a few row -boats, with two varsmen to cach and space ours for the use of such passengers who chose to assist in the labor of propulsion, and two mail boats, which were used only when the wind was favor- able for them

Passing through three generations of Van Vorats, the land and franchises attracted the attention of several capitalists, who opened negotiations for its purchase in 1504, and employed Alexander Hamilton to examine the title and act as counsel. An interest- ing sketch of the transfer of the property to the asso- riates has been furnished the writer by Mr. Charles B. Thurston, the secretary and treasurer of the com- pany, as follows: "1) April 18, 1804, Anthony Dey and wife, of New York City, conveyed Paulus Hook to) Abraham Varick, of the same city, merchant." The conveyance, which included the ferry-right and buildings, was subject to a mortgage to secure the payment of Man Vorst's annuity The next day Abraham Varick conveyed to Richard Varick, Jacob Radelitt and Anthony Dey, as tenants in common, the lands on Paulus Hook, together with the right of furry. Reference was made in the dent to a map that has been made for the projectors by Joseph F. Mangin, of New York. Hudson Street was projected along the river troms. " Al," the deel continued, "the present wharass and the right of soil from high to low -water mark, to extend from north to south the breadth of four hundred and eighty feet on Hudson Street, and the right and tithe to the land under water in Hudson's River, opposite in the said premises above granted, together with the exclusive right of ferry trom Paule Hook to the cry of New York and elsewhere." This document shows that the ancient proprietors of l'aulas look made a claim po les

1044

HISTORY OF HUDSON COUNTY, NEW JERSEY.

sweeping of their rights to sell the water-front than that which is now made by their successors, "The Associates of the Jersey Company." This deed and the foregoing were acknowledged before Judge James Kent, afterwards New York's greatest chancellor. By a covenant in the deed it was agreed to affix such a rental of the land as would pay the six thousand dollars anunity to Van Vorst until it should be re- leased or extinguished, when the money should be applied to their own use.

They also convenanted to unite with the purchasers of lots of the future eity in an application to the New Jersey Legislature for a law to incorporate trustees for the fund so raised.

By an agreement dated Oct. II, 1804, it appeared that Varick, Radcliff and Dey, with their associates, had divided up the land on Paulus Hook into one thousand shares, and the following list of share-holders gives the first record of the names of those associated with them in the purchase: Richard Varick, Jacob Radcliff and Anthony Dey, each 100 shares ; Joseph Bloomfield, 20; J. N. Cumming, 50; William Halsey, 50; Alexander C. Me Whorter, 30; Elisha Boudinot, 5: Samuel Boyd, 20; Archibald Gracie, 40; John B. Coles, 40; James Thomson, 20; David B. Ogden, 20; John Wells, 30; John Radcliff, 20; John Rhea, 20; David Hunt, 20; Joseph Lyon, 20; David Dunham, 20; Abraham Varick, 20; Peter W. Radelitt, 40; Samuel Hayes, Jr., 5; William S. Pennington. 20; L. S. Panbell, 20; William B. Wolf, 40; Aaron Ogden, 25; William Radcliff, Jr., 20; Samuel Pen- nington, 5; John A. Davenport, 10; J. E. A. Birch, 10; E. Leavenworth, 20; Isaac HI. Williamson, 20; Amasa Jackson, 5; Thomas Ward, 10; Isaac Kibbe,

Varick, Radcliff and Dey are well known in the history of New York. Elisha Boudinot, J. N. Cum- ming, William S. Pennington and Alexander (. Mcwhorter were distinguished citizens of Newark. Bondinot, brother of Elias Boudinot, of Revolution- ary fame in the Continental Congress, was chosen secretary of the New Jersey Council of Safety during the Revolution, and was for seven years a justice of the New Jersey Supreme Court. Col. Aaron Ogden's term as Senator in Congress had ended the year before the purchase of Paulus Hook, and he was elected Governor in 1812. He had served with dis- tinction in the Revolutionary war. lle was sue- ceeded in the Governorship by William S. Pennington, another of the associates, who had been a lieutenant under Washington. He also was a justice of the New Jersey Supreme Court, and afterwards a judge of the United States District Court in New Jersey. Boudinot, Pennington and Cumming were directors in the Newark Banking and Insurance Company, of which Boudinot was president. It was organized in May, 1804, during the negotiations for the purchase of Paulus llook, and had seenred authority to establish R branch at Paulus Hook, in contemplation of the

success of this early speculation in Jersey City lots. It was Elisha Bondinot and Gen. Cummings, with other Newarkers interested in Paulus Hook, who started Robert Fulton with a capital of fifty thousand dollars in the building of steam ferry-boats for their new franchise.

Joseph Bloomfieldl, who held twenty shares in the associates' stock, was Governor atthe time of the purchase of Paulus llook. Three of the associates- Bloomfieldl, Ogden and Pennington-held the New Jersey Governorship during the twelve years from 1803 to 1815; a fourth, Isaac H. Williamson, father of ex- Chancellor Williamson, was Governor another twelve years, from 1817 to 1829. As before the Constitution of 1844 the Governor's term was but one year, it is apparent that the purchasers of Paulus Ilook had associated with them the leading men in New Jersey affairs.

The Legislature, on Nov. 10, 1804, passed an act, drawn by Alexander Hamilton, granting a perpetual charter to the shareholders as " The Associates of the Jersey Company," and named Alexander C. Mc- Whorter, Silas Condit and William S. Pennington as inspectors of an election for trustees of said company. The shareholders met at Paulus Hook on December 10th, and proceeded to elect nine trustees, as follows, seven hundred and fifty votes being cast: Richard Varick, Jacob Radelitt, William W. Woolsey, James Thompson, David Ogden, William Halsey, Alexander (. Me Whorter, William S. Pennington, Isaac H. Williamson. The first meeting of the board of trus- tees was held on the 24th of December, at the house of Joseph Lyon, at Paulus Ilook, and the purchase was then fully consummated. From that time the ferry accommodations began to improve with the needs of the growing community.

The first steam ferry-boat run on this ferry was a double-ender named the "Jersey." She made her first regular trips on July 17, 1812, and her accommo- dations gave general satisfaction. In the following year the "York," being of the same model, was fin- ished and placed on the ferry. These steamboats were eighty feet long and thirty feet wide on the deck. They were in reality double boats of ten feet in breadth, the hulls being ten feet apart, and firmly secured by timbers and braces, thus forming a deck the full width of thirty feet. The paddle-wheel and machinery were placed between the two hulis, leav- ing ten feet of deck on one side for carriages, horses, cattle, etc., and the same space on the other side fur- nished with seats for the passengers. Below the deck was a cabin fifty feet long for shelter in cold or stormy weather.

A permanent night ferry was established in 1835, in response to a memorial presented to the proprie- tors by a committee composed of R. Gilchrist, J. t'as- sidy, t'. Van Vorst, G. Dummer, D. Henderson, J. Griffith and D. S. Gregory, who were appointed at a public meeting of citizens representing the interests

1015

STREET RAILROADS IN HUDSON COUNTY

of Jersey City, Newark and Paterson, held in Tem- perance Hall, Jersey City. Dre. 30, 1831.

During the year 1853 the directors of the New Jer- sey Pailroad and Transportation Company were un- pressed with the importance of securing extended privileges of ferriage und landings. After unavail- ing efforts to negotiate for a renewal of the lease und the purchase of the right to reclaim land- needed for extended arconnnodations, an offer was made by the associates to transfer to the railroad company all their ferry franchises and water-rights by a sale of their stock for four hundred and eighty-five thousand dol- lars, payable in the company's honds for ten years, bearing six per cent. interest. The contract for the purchase was made on the Ist of August, 1853, and ! entire transfer was made to the company, whose ste- cessore, the lessees of the railroad, now control the immensely valuable water-front of Jersey City, upon which their terminus is situated.

The associates retain considerable property in the city, and maintain their organization, as follows : A. L. Dennis, president; Charles B. Thurston, seere- tary and treasurer ; A. L. Dennis, Edmund Smith. F. Wolcott Jackson, C. B. Thurston, Joseph N. Du Barry, Henry D. Welsh, John Price Wetherill and Henry R. Houston, trustees.

THE HOROKEN FERRY was established by law in 1774, and put into active operation by Cornelius Haring in the following year. It was subsequently leased to 11. Tallman, and the landing in New York Was at the foot of Vesey Street. John Stevens pur- chased the franchise in 1789, but for some years after- wards it passed through various ownerships ant leus- ings until 1811, when Col. Stevens resumed the con- trol, and in September of that year ninde the trial trip of the first steam ferry-boat in the world. Ile ob- tained another ferry privilege from the foot of Spring Street, New York, but very soon abandoned the steamboat for the "more convenient" horse-bont. In 1818 the landing was removed from Vesey Street to Barclay Street, and in 1522 another steamboat, called the "Hoboken," of more convenient build than the original, made hourly trips across the river, and from that year steam has been constantly used. The first of this line of boats were but pigmies to the co- lossal floating structures that now make incessant trips across the great highway of maritime travel. The decks were open and the cabin placed below. The Christopher Street ferry was opened in 1836. All the property of the Hoboken ferry is now owned and controlled by the Hoboken Land and Improvement Company,

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History of Essex and Hudson counties, New Jersey, Vol. II, Part 93

Author: Shaw, William H Publication date: 1884 Publisher: [United States :] Number of Pages: 830

Author: Shaw, William H
Publication date: 1884
Publisher: [United States :]
Number of Pages: 830