History of Hunterdon and Somerset counties, New Jersey : with illustrations and biographical sketches of its prominent men and pioneers, Part 30

Author: Snell, James P; Ellis, Franklin, 1828-1885
Publication date: 1881
Publisher: Philadelphia : Everts & Peck
Number of Pages: 1170

USA > New Jersey > Somerset County > History of Hunterdon and Somerset counties, New Jersey : with illustrations and biographical sketches of its prominent men and pioneers > Part 30
USA > New Jersey > Hunterdon County > History of Hunterdon and Somerset counties, New Jersey : with illustrations and biographical sketches of its prominent men and pioneers > Part 30

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This charter, in the opinion of many of the first lawyers of New Jersey and other States,-among them Hon. Cortlandt Parker, Attorney-General Rob- ert Gilchrist, Judge William Strong of the United States Supreme Court, all of whom gave written opinions, together with Hon. Charles Gibbons and Messrs. Bullitt and Dixon of Philadelphia,-con- tained the necessary power to unite in one corporation all the franchises under which the new line was to be constructed, rendering them competent to execute a consolidated mortgage and to build and operate the road. The different New Jersey corporation- were therefore merged into the Stanhope Railroad Com- pany, and that company leased to the National Rail- way Company so much of the united franchises as was necessary to extend it to Jersey City and make one mortgage on the whole line.

Such eminent conn-el having approved the indenture as competent for the purpose, capitalists willingly en- gaged to furnish the funds for building the road. Contracts for construction were let ; the grading of the road-bed was vigorously commenced along the whole line, and a considerable portion of the earthwork and masonry done in a short time.

The Pennsylvania Railroad Company, which had then leased the works of the Camden and Amboy Railroad Company, applied to the courts for an in- junction restraining this new and competing line from

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HUNTERDON AND SOMERSET COUNTIES, NEW JERSEY.

completing their work. Judge Sbarswood, before whom it came, notified counsel of the National Rail- way Company, after argument on both sides, that he intended to deny the injunction, suggesting, however, that it would expedite a decision in the Supreme Court if the company would accept an injunction pro forma,-i.e., for the sake of form,-and thus be able to carry it up themselves, so as to secure a final decision at once. They accepted the injunction, and it was granted. While these proceedings were pend- ing, the Pennsylvania Railroad Company applied to the Court of Chancery of New Jersey for an injunction against the National Railway Company in this State, on the ground of their still possessing the monopoly of all carrying between New York and Philadelphia.

At the original incorporation of the Camden and Amboy Railroad Company it had been secured the monopoly of all transportation between New York and Philadelphia. The legislative enactment of March 2, 1832, by which this was accomplished, pro- vides "that it shall not be lawful at any time during the charter of the Camden and Amboy Railroad Com- pany to construct any other railroad in New Jersey, without its consent, which shall be intended or used for the transportation of passengers or merchandise be- tween the cities of New York and Philadelphia, or to compete in business with the Camden and Amboy Railroad."

This monopoly was complete, and in time made the Camden and Amboy overpowering in the State, and so strong as to be felt in the framing of the laws, in the choosing of the Governors and members of the Legislature, and even of the judges of the courts. This had at length become intolerable to such a de- gree that every effort had been made to shake off its tyranny, but in vain .* Henry C. Carey, the distin- guished political economist of Philadelphia in those days, who had done his utmost to curb the power of the monopoly and failed, said to Mr. Hamilton re- garding his enterprise, "Young man, that is a noble thing to do ; but let me tell you that, however well you lay your plans, you will never get through. Any body of men you may gather around you will some day sell you out." It was to prevent this that Mr. Hamilton first began his search after a means of pro- tection, which search ended in his deed of trust.

As a means of ending this monopoly, however, a way was found in 1854 for securing a compact be- tween the Legislature of New Jersey and the joint companies, whereby those exclusive privileges were to cease in 1869, and it was then enacted that no such claim should ever be made after that date. The legis- lative act respecting this compact provided "that after the first day of January, 1869, it shall be lawful, without the consent of the Camden and Amboy and Delaware and Raritan Companies, to construct any

railroad or railroads in this State for the transporta- tion of passengers and merchandise between New York and Philadelphia, or to compete in business with the railroads of the joint companies"; and this act the joint companies formally accepted, April 17, 1854, having received in return certain advantages for which they were willing to relinquish the monopoly.

Nevertheless, the Pennsylvania Railroad Company, as the successors of the joint companies, claimed be- fore the chancellor that until the Legislature should in express words authorize a new company to com- pete with the joint companies, it had exclusive right of transportation between New York and Philadel- phia. The National Railway Company was defended by some of the ablest legal counsel in the State, ---- Judge Robert S. Green, of Elizabeth, Hon. Cortlandt Parker, Hon. Robert Gilchrist, then attorney-general of the State, and Judge J. G. Shipman,-who showed the clear right of the new company to compete; yet Vice-Chancellor Amzi Dodd, before whom the appli- cation for an injunction came, granted it, Jan. 14, 1873.

This decision practically ended the contest in the courts and left the new company powerless to pro- ceed, but it aroused public indignation and organized a sentiment of opposition to the monopoly which grew in strength and boldness until it culminated in a free railroad law.

When the Legislature of 1873 convened, it was found that the Lower House was largely in favor of a competing railroad, and of granting the National Railroad Company whatever legislation might be 'necessary to give it undoubted right to build a new railroad between the two great cities of the continent. The Senate was nearly equally divided, with the spirit of monopoly in the preponderance. The friends of the National Railway Company, finding special legislation impossible in face of the opposition in the Senate, drafted a general railroad law and secured its passage. Immediately upon its approval, April 2, 1873, the New York and Philadelphia Railroad Com- pany was organized under its provisions, and began anew the effort to carry forward its work. But it was found that capital, which was willing to embark in the enterprise under a special charter, hesitated to take the risks under an untried general law. The panic of 1873 soon followed, and the company, dis- couraged by the difficulties still surrounding it, em- barrassed by the expense of the long fight it had sus- tained, and depressed by the effect of the panic, sold its rights, property, and franchises, in May, 1874, to the Delaware and Bound Brook Railroad Company, a new corporation organized in the same general in- terest, for the same purposes, to build over the same ground, and including several of the same men. Most of these men were Philadelphia capitalists and connected with the North Pennsylvania Railroad Company, who were backed by that corporation. The other obstacles having all been removed, the work

* A more full account of this monopoly and its power may be found n the North American Review of April, 1867.

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INTERNAL IMPROVEMENTS.

was rapidly completed, and in May, 1876, the road was opened for travel in time for the Centennial Ex- position of that year.

It is equipped and operated by the Philadelphia and Reading Railroad Company, upon a lease of nine hundred and ninety years from May 1, 1879, at an annual rental of the amount of interest on its bonded and floating debt, and a dividend on its capital stock at the rate of six per cent. per annum for the first two years, of seven per cent. per annum for the next two years, and of eight per cent. per annum thereafter.

To Mr. Hamilton is due the eredit of this whole undertaking, as it was by his enterprise it was pro- jected, by his foresight it was protected, by his skill it was directed, and by his unflinching perseverance it was carried through and the courage of its friends rallied again and again after repeated defeats, To him, indeed, is due the passage of the free railroad law of New Jersey, and the liberation of the State from the curse of special legislation, and from monop- oly rule to a large extent. Besides the legal gentle- men already mentioned,-to wit, Judge Green, llon. Cortlandt Parker, Attorney-treneral Gilchrist, Judge Shipman, Judge Strong, Hon. Charles Gibbons, Messrs. Bullitt and Dixon,-a number of other gen- tlemen associated with him deserve honorable men- tion, a few only of whom can be even named. Among them are Hon. William M. Meredith, of Philadel- phia ; Algernon S. Cadwallader, of Yardleyville, Pa .; Samuel K. Wilson and Alfred S. Livingston, of Tren- ton ; Henry Lewis, Jacob Riegel, and James Gowan, Esq., of Philadelphia, -- all of whom stood manfully by when the storm of obloquy was overwhelming and the obstacles apparently insurmountable. Edward C. Knight, Esq., the president of the Delaware and Bound Brook Railroad Company, and his associates of that corporation, are deserving of great credit for their success and the character of the work they have achieved, which is surpassed by no other of the kind in the world, and is an honor to any body of men.

This road, popularly known as the " Bound Brook" or " Air Line" Railroad, has a double track, is well built, and is finely outfitted in rolling stock. It ex- tends from Philadelphia to Bound Brook, N. J., where it intersects with the Central Railroad of New Jersey, continuing thence to New York City. The cost of the road and equipments was $3,138,056.64; capital stock paid in, $1,584,400; bonded debt, $1,500,000; floating debt, $299,600. Its receipts for 1879 were $310,469,31, and expenditures for the same year were 8167,213.83. E. C. Knight is the present officiating president.

The stations of this line within Somerset County are Bound Brook, Weston, Hamilton, Van Aken, Harlingen, Skillman, and Stoutsburg.

UNITED NEW JERSEY RAILROAD AND CANAL COMPANY.

This corporation embraces quite a network of rail- roads in this State, ns also the Delaware and Raritan

Canal. It includes the Camden and Amboy Railroad, with its many branches and connections, also the " Millstone and New Brunswick," the " Belvidere Delaware," and the " Flemington" Railroads, all ex- cept the first named being wholly or in part within the counties of Hunterdon and Somerset.

At the beginning of the year 1867, Hamilton Fish and Ashbel Welch, with others, effected the consoli- dation of the New Jersey Railroad Company with the "joint companies." This consolidation was in the form of a contract, drawn up by Joseph P'. Bradley, the counsel of the joint companies, and was validated by act of the Legislature approved Feb. 27, 1867. Although these roads were now operated by a joint board, the combination was at first rather that of an association or partnership of the several roads con- cerned than as a unit ; but in 1872 (March 14th ), by an act of the Legislature, they were merged into one corporation, henceforward known as the " United New Jersey Railroad and Canal Company." The Pennsylvania Railroad Company subsequently took possession of the roads under their lease, although the stock remained in the hands of the united com- panies. John A. Anderson, of Lambertville, who had been assistant superintendent of the Belvidere Delaware Railroad, became superintendent of what has since been known as the "Belvidere Delaware Division of the United Railroads of New Jersey." This position he still holds.

The " Belvidere Delaware Railroad" was completed to Lambertville in 1850, to Milford in February, 1853, and finished in 1854. It was leased to the United New Jersey Railroad and Canal Company, Feb. 15, 1876, and assigned to the Pennsylvania Railroad Com- pany March 7th of the same year. It has a length of sixty-eight miles, and extends from Trenton, N. J., to Manunka Chunk, N. J., where it intersects the Dela- ware, Lackawanna and Western Railroad. It is laid upon the cast bank of the Delaware River, whose windings it follows, and gives the western part of Hunterdon County railroad communication from its southern to its northern boundary. Its capital stock, paid in, is $994,050, its bonded debt is $3,444,500, and its floating debt (being special bonds) is $156,081.77. The cost of the road and equipments has been $4,246,638,92. The receipts from all sources for the year 1879 were $718, 152.31, and the expenditures for the same time $454,900.11, leaving as net earnings $263,252.20. Ashbel Welch is its president, and Hugh B. Ely secretary and treasurer.

THE FLEMINGTON RAILROAD AND TRANSPORTATION COM. PAANY,

which is a part of the railway chain above mentioned as now operated by the Pennsylvania Railroad Com- pany, was constructed in 1854. It runs from Flen- ington, in a southwest direction, to Lambertville, twelve miles, where it connects with the Belvidere Delaware Railroad both north and south. This line

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HUNTERDON AND SOMERSET COUNTIES, NEW JERSEY.

is wholly within Hunterdon County. Its receipts for 1879 were $10,593.08, and expenses $17,575.45.

Ashbel Welch, of Lambertville, is president, and Hugh B. Ely treasurer and secretary. The cost of the road and equipments was $290,653.87; capital stock paid in, $150,000; bonded debt, $250,000.

The Belvidere Delaware Railroad Company and the Flemington Railroad and Transportation Company still have their own officers and boards of directors, though those officers and directors have no control of the working of these roads. They have cognizance of all things that have not passed under the lease,-for example, making loans secured by mortgage, and agreements of a permanent character.

THE EASTON AND AMBOY RAILROAD COMPANY.

This road extends from the middle of the Delaware River, at Phillipsburg, eastward across Hunterdon and Somerset Counties, to Perth Amboy, a distance of sixty miles, and is popularly known as the "Packer Road," Mr. Asa Packer having been from the first largely interested in it .* It was leased, and is now operated, by the Lehigh Valley Railroad Company, at an annual rental of the cost of maintenance, taxes, and interest on its securities.

Capital stock paid in, $5,000,000; bonded debt, $5,000,000; floating debt, $387,413.78; cost of the road and appendages, etc., $9,412,651.63. The re- ceipts and expenses of the Easton and Amboy Rail- road are not kept separately by the Lehigh Valley Railroad Company, and the exact figures cannot be given, but the following is an estimate for 1879: Income from passengers, $22,460.99; from freight, $290,140.88; from coal, $665,902.34; total, $978,504.21. The expenditure for 1879 was $538,177.31.

Charles Hartshorne is the present (1880) secretary and treasurer of this road.

THE MERCER AND SOMERSET RAILWAY COMPANY.

This road, constructed in 1870, extended from Som- erset Junction, on the line of the Belvidere Delaware Railroad, to East Millstone, in Somerset County,-a distance of twenty-two and a half miles,-where it connected with the Millstone and New Brunswick Railroad. It was leased to the United New Jersey Railroad and Canal Company, and the lease by them assigned to the Pennsylvania Railroad Company, who equipped and operated the road. On account of default in payment of interest on the bonded debt, Strickland Kneass, trustee of the mortgage securing the payment of the same, caused the road, with its ap- purtenances and franchises, to be sold at public ane- tion, n Trenton, Nov. 20, 1879, when it was purchased

in the interest of the bondholders by G. Morris Dor- rance for fifty thousand dollars. The lessees have ter- minated the lease and ceased operating the road. Within a year past the rails have been taken up and the route vacated.

THE MILLSTONE AND NEW BRUNSWICK RAILROAD COM PANY.

This road extends from Millstone, in Somerset County, eastward six and three-fourths miles, to New Brunswick, in Middlesex. It was subsequently leased to the New Jersey Railroad Company, and ulti- mately passed (1871) into the hands of the Penn- sylvania Railroad Company at an annual rental of six per cent., by which corporation it was equipped and is now operated. A. L. Dennis is president. Cost of the road and equipments, $113,404.42; re- ceipts for 1879, $6802.57 ; expenditures, $9824.71 ; paid in dividends during the year, in cash, $2865.

THE WEST LINE RAILROAD

was surveyed about 1868, and opened for travel a few years later. It runs from Bernardsville, Somerset Co., through the townships of Passaic in Morris and New Providence in Union County, to Summit, where it connects with the Morris and Essex Division of the Delaware, Lackawanna and Western Railroad.

ROCKY HILL RAILROAD AND TRANSPORTATION COMPANY.

This road extends from Rocky Hill to Monmouth Junction, Middlesex Co., a distance of six and one- half miles. Capital stock, paid in, $45,995; cost of road and equipments, $45,005.74. D. H. Mount is president. It is leased to the " United Railroad and Canal Companies," at an annual rental of six per cent. on the capital stock held by individual stock- holders. Income for 1879, $3410.52; expenditures, $11,384.52.

CHAPTER X.

HUNTERDON AND SOMERSET COUNTIES IN THE WAR OF THE REBELLION.

The Patriotism of the People of Hunterdon and Somerset-The First Volunteers, Three Months' Men-Lambertville the First to Respond to the Governor's Call for Troops-Services in the Field of the New Jersey Brigade-Roster of tho Companies from Hunterdon County.

THE part taken by the counties of IIunterdon and Somerset in the war which was waged from 1861 to 1865 for the suppression of rebellion and the preser- vation of the Union, was most honorable and patri- otic. At the receipt of the intelligence of the attack on Fort Sumter, in April, 1861, there were seen in these counties the same demonstrations of loyalty to the Union and of determination to crush out treason at every hazard, the same patriotic meetings and flag- raisings, the same disposition of young men to volun- teer and of old men to encourage and aid them in doing so, as were found everywhere in the other

$ It is to a Somerset County man, William HI. Gatzmer, that New Jer- Bry is largely indebted for the successful issue of this undertaking. His connection with the Lehigh Valley Railrond commenced in 1853, and as one of its first directors (he continued until 1880), and later as consult- ing manager, he was instrumental in enabling Judge Pucker to secure and retain for many years the majority of the whole capital stock of the company, which gave him the controlling management of the road.

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HUNTERDON AND SOMERSET COUNTIES IN THE REBELLION.

counties of the patriotie State of New Jersey. And when the Union armies melted away in the fervent heat of battle, and call after call was made for men to take the places of those who had fallen, there was shown here the same determination to stand by the government at whatever cost ; and the people and the local authorities with the same alacrity voted the moneys which were called for to accomplish the de- sired end.

From the time when the President's first call for men was made until the time when the death of the great Rebellion made further calls unnecessary, the men of Hunterdon and Somerset Counties responded to each appeal with a patriotic devotion not excelled in any part of the State of of the Union. The names of these soldiers are found on the rolls of a large num- ber of regiments of this and other States ; and such of those regiments as were most noticeable for the number of Hunterdon and Somerset County men serving in their ranks are especially mentioned in the following pages, in historical sketches of their organ- ization and services in the great war for the Union.

THE FIRST VOLUNTEERS .- THREE MONTHS' MEN.

On the 15th of April,-two days after the fall of Fort Sumter,-President Lincoln issued his first call for troops, the number required being seventy-five thousand, of which number the quota of New Jersey was four regiments, of seven hundred and eighty men each,-a total of three thousand one hundred and eighty,-to be detached from the militia of the State. On receipt of the requisition, on the 17th, Governor Charles S. Olden issued his proclamation di- recting all individuals or organizations willing to vohin- teer to report themselves within twenty days; and at the same time orders were issued to the four generals of division for each to detail one full regiment for the service, and immediately to proceed to the organ- ization of the reserve militia. Under the orders, volunteers were to be accepted for three months' ser- vive ; but if a sufficient number of these did not of- fer, the deficiency was to be made up by dratt from the militia. It was not, however, found necessary to adopt the latter alternative. Volunteers aggregating more than the required number : were easily obtained, and to this force Somerset and Hunterdon Counties contributed their full proportion, Hunterdon furnish- ing three companies to the Third Regiment (three months) and Somerset sending a large number of men, who, however, did not form any full companies as distinctively of the county, but enlisted, according to their fancy, in various companies of the several regiments,

The first regimental offer was made by the First

Regiment of the Hunterdon brigade on the day follow- ing the appearance of the Governor's proclamation.t The letter to the Governor proferring the services of this organization was as follows :

" LAMBERTVILLE, N. J., April 18, 18ol. " GOVERNOR CHARLES S. OIDEN :

" DEAR SIR,-The First Regiment of the Hunterdon Brigade, at this time numbering about two hundred men, rank and file, respectfully ton- der their services to the government to aid in putting down the present i+- InHlion. We are ready to obey your command.

"V. B. MATHEWS, " Lieutenant Colonel of the First Regiment Hunterdon Brigade."

The troops were raised with such expedition that on the last day of April the quota of the State wal- complete, and the brigade was mustered into the State service and placed under command of Brig .- Gen.# Theodore Runyon, with Maj. Alexander V. Bonnell, of Hunterdon County, as brigade inspector. On the 1st of May, Governor Olden sent a special messenger to Gen. B. F. Butler, then in command at Annapolis, MId., requesting him to prepare to receive the New Jersey brigade. At the same time he sent another messenger to Washington to notify the Secretary of War that the State authorities of New Jersey would furnish their volunteers with the ne- cessary arms and accoutrements, which the United States government was at that time unable to do. The Governor also telegraphed the War Department saying that the troops from this State would move forward on the 1st, 2d, and 3d of May, and asking that all possible measures might be taken to insure their efficiency and promote their comfort.

As railroad communication with Baltimore had been severed by reason of the destruction of the bridges over Gunpowder Creek and other streams, it was decided to send the New Jersey troops forward by water, by way of Annapolis, Md. They were accord- ingly embarked on fourteen Delaware and Raritan t'anal propellers on the 3d of May, and proceeded down the Delaware and through the Delaware and the apeake Canal and Chesapeake Bay to their dos- tination, which was reached in the night of the 4th.

"The arrival of the brigade was at once reported to Gen. Butler, who, after some ceremony, ordered its advance to Washington, and on the 5th the First Regiment, with wis companies of the Second and nine companies of the Third, started forward in two trains of cars, The first of these trains rem hed Washington about midnight, and the wrond at right o'clock the following morning. The same evening the Fourth Regiment and the remaining company of the Thint reached the capital. The four companies of the Second left at Annapolis were detailed, by order of Gon. Se itt, to the service of guarding the telegraph and railroad-track between Washington and Annapolis Junction, On the 6th of May the arrival of the brigade was fep irteit to tien. Sett, and, un camps luding provided, the trumps went into such quarters as were available in Washingle n.

" On all sales the arrival of the troops was baile I with planner. Mon felt that now the capital was safe. These three thousand Jonyman. thoroughly armed and epsipped, as an regiment previ usly arrived bad len,-could be rehed on to pel all Results. Now Jepey never we I higher In the estimation of the loyal people of the e untry than at that jun ture when she sent to the nation's defense the first full Ir lande of Innije that reached the tield."}

¿ Foster's New Jersey and the Rebellion.

" Within a few days over one hundred companies of volunteers equal to ton thousand men bad offered their service . under the Governor's proclamation, and even this number would have been greatly the tease I but for the prevalent belief that the quota wantd br fille Iby the brigade, uheady organized .~ Foster's New Jersey and the Rebellion.

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History of Hunterdon and Somerset counties, New Jersey : with illustrations and biographical sketches of its prominent men and pioneers, Part 30

Author: Snell, James P; Ellis, Franklin, 1828-1885 Publication date: 1881 Publisher: Philadelphia : Everts & Peck Number of Pages: 1170

Author: Snell, James P; Ellis, Franklin, 1828-1885
Publication date: 1881
Publisher: Philadelphia : Everts & Peck
Number of Pages: 1170