USA > New Jersey > Mercer County > Trenton > History of Trenton, New Jersey : the record of its early settlement and corporate progress. > Part 18
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Upon the highway Trenton had direct communication with Philadelphia and New York and incidentally with the settlements at Fallsington, Bordentown, Burlington, Chesterfield, Allentown, Monmouth Court House, Princeton, Kingston, Amwell, Hopewell, and what later became Ewing and Lambertville. The near-by plantations were directly dependent upon Trenton.
In the origin of methods of land transportation the pack-horse gave way to the stage-coach, the stage-coach to the primitive horse-car, the latter to the locomotive and that to the trolley. The stage-coach was an carly institution in Trenton and vicinity, and in fact dates from the time when Trenton first emerged from purely plantation conditions into those surrounding a growing hamlet. The demands made by a population learning its first lessons in mobility are in curious contrast with modern developments. The earliest advertisement of stages of which there is record is from the "American Weekly Mercury," September, 1723, and is as follows :
" If any Person or Persons may have occasion to pass or repass, or convey Goods from Phila- delphia to Trentown and backward, their Goods may be secured at the House of John Wollard at Trentown in order for further Conveyance. Such persons may enquire or repair to the House of the said John Wollard in Trentown or to the Mill there, or at the Crooked Billet in Philadelphia. Passengers may come and Goods may be convey'd from Trentown every Monday or Tuesday and from Philadelphia every Thursday or Friday."
Mr. William Nelson in his very valuable notes on newspaper extracts (N. J. Archives, Vol. XI. ) says the Crooked Billet was Benjamin Franklin's abiding place on the occasion of his first visit to Philadelphia.
" To Accommodate the PUBLIC
"There will be a STAGE WAGON set out from Trenton to Brunswick, Twice a Week, and back again during next Summer : It will be fitted up with Benches and Cover'd over so that Passengers may sit Easy and Dry and Care will be taken to Deliver Goods and Messages safe."
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The " waggon " was advertised to set out at first from William Atlee's and Thomas Hooton's, at Trenton. The first trip was Monday, March 27th, 1737-38, and so every Monday and Thursday from Trenton and from New Brunswick every Tuesday and Friday. The rates were 2s. 6d. each passenger. - "American Weekly Mercury," January 31st-February 7th, 1737-38.
The " New York Gazette," AApril 8th, 1734, gives notice that Arthur Brown will transport goods by boat from New York and South river. From the latter place, Samuel Rogers, of Allentown, will carry the same to Burden's Landing (Bordentown) at one farthing per pound. Rogers' boat, at Burden's Landing, will forward the goods to Philadelphia at Burlington rates.
On April 10th, 1740, the "Pennsylvania Gazette" announces the re-establishment of the "Stage-Waggon" from Trenton to New Brunswick. This stage had run twice a week in the summer of 1738, and had been a great convenience. The new stage "will be continued and go twice a Week certain, from Trenton Ferry every Monday and Thursday and from Brunswick back again Tuesday and Friday during this Summer. The Waggon will be cover'd over, so that Passengers may sit easy and dry." The rates were 28. 6d. Proc. for every passenger. "Merchant Goods 2s. per C." Joseph Yates and William Atlee seem to have been the proprietors.
On June 7th, 1744, William Willson, of New Brunswick, announces that he has purchased the Altee stage, which he ran from New Brunswick on Mondays and Thursdays and from Trenton on Tuesdays and Fridays. Philadelphia goods were to be directed to Thomas Hutton, in Trenton, and those for New York to the proprietor at New Brunswick.
It now became necessary that a map should be made showing the direct roads between the congesting centers of population, saving the traveler the dangers of "blind roads," which led him into the virgin forests. So one finds that in September, 1745, John Dalley, of Kingston, New Jersey, advertised he had made a survey of the Trenton-Amboy road, and has "set up proper and durable marks at every two Miles Distance." This work was done by subscription, and the surveyor desired to continue his work to New York and Philadelphia, and print a map thereof. For this purpose he designed a popular subscription, the maps to be printed on "large and good Paper," this Philadelphia-New York road map to have marked upon it houses, brooks, creeks, bridges, et similiter, with their names. Each subscriber to pay 5s. and have his name printed on the corners of the map. A. Reed, in Trenton, was the Trenton agent.
In 1749, Lewis Evans' map of Pennsylvania, New Jersey and the "Three Lower Counties on Delaware" (now State of Delaware) appeared.
After the establishment of Bordentown as a river port, it was soon seen that Trenton was increasing in population and wealth, and Joseph Borden (1687-1765), founder of Bordentown, "to head off his growing rival Trenton," established a line of stages between Bordentown and Amboy and shallops from his town to Philadelphia. This was circum 1740.
Numerous other attempts were made to establish stage lines between Philadelphia and New York during the closing days of the colonial period. From 1765 to 1768 efforts were made by the Legislature to raise funds by lottery for shortening and improving the great thoroughfares, but without success. Governor Franklin, alluding to them in a speech to the Assembly in 1768, states that "even those which lie between the two principal trading cities in North America are seldom passable without danger or difficulty." Such being the condition of the roads, it was a great improvement to have John Mersereau's "flying machine," in 1772, leave Paulus Hook (now Jersey City) three times a week, with a reasonable expectation that passengers would arrive in Philadelphia in one day and a half. This time, however, was probably found too short, for two days were required by him in 1773-74.
During the Revolution the Trenton ferry was located a short distance below where the lower Dela- ware bridge now stands. The old ferry-houses are still standing. The one on this side of the river was the large brick building at the corner of Bloomsbury and Ferry streets, and now used as a tavern, and the one on the Pennsylvania side is the large brick house directly opposite Ferry street.
In the time of the Revolution (when the river was clear of ice), troops and others coming from Philadelphia would eross this ferry and proceed castward to the Eagle Hotel, on Mill Hill, to Queen street, that being the only street then open all the way through (Bloomsbury street not being opened below Front street till 1801). Persons coming this route would then proceed through Queen (now Broad ) street to the old York road, and thus to New York. This ferry was the great
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thoroughfare between the cities of Philadelphia and New York until the Delaware bridge was opened, in 1805, when persons and merchandise were transported over the bridge.
John O. Raum thus itemizes the old stage routes : By 1801, in April, Thomas Porter "respectfully informs his friends and the public in general that he has furnished him with an excellent pair of Horses, and a good Coachee, and intends running it from John C. Hummell's tavern, in Trenton, to John Carpenter's, Philadelphia, three times a week throughout the summer season. He will leave Trenton every Tuesday, Thursday, and Saturday, and Philadelphia every Monday, Wednesday, and Friday. His long employment as a stage driver between the two cities, and his attention and punctuality in that capacity, (which shall not be diminished as proprietor), he flatters himself will secure a portion of the public patronage. A pair of Horses and Coachee will be furnished to go to any part of the Continent."
On the twenty-first of April of the same year Joseph Vandegrift, Sr., opened a stage office next to the Indian Queen Hotel, then kept by Amos Howell, near the market-house. These stages ran to and from Trenton to Philadelphia, making one trip per day to either city.
In 1802, Peter Probasco and John Dean ran a coach between this city and Philadelphia every day in the week (Sundays excepted). The office was two doors above the Indian Queen Hotel.
The same year John C. Hummell and John Carpenter started the "Trenton accommodation line of coachee stages."
In 1807, John Mannington ran a line of "coachee stages," which left Philadelphia every morning at eight o'elock (Sundays excepted), and arrived in Trenton to dine at the subscriber's tavern, next door to the City Hotel. The fare was $1.50, baggage as usual.
In 1819, John Lafaucherie and Isaac Merriam ran a line of coaches to connect with the steamboat "Philadelphia " at the Bloomsbury wharf, starting from Mr. Anderson's Rising Sun Hotel.
In 1820, Charles B. Carman and Lewis Thompson ran a line from Trenton to Philadelphia, via Bristol, by steamboat ; Captain, J. Miller ; fare, $1 ; breakfast, 25 cents. The boat ran every day, except Sundays ; application for passage was to be made at Enoch Green's, Indian Queen Hotel, John Voorhees' City Hotel and C. H. Vanderveer's hotel, Bloomsbury.
The steamboat " Philadelphia " commenced running from Bloomsbury, Tuesday, July 3d, 1820.
December 31st, 1827, Joseph I. Thompson ran a mail stage between Trenton and New Bruns- wick every day of the week (Sundays excepted). It left Trenton at eight o'clock in the morning, changed horses at Princeton, and performed the passage in as short a time as it could be done at that time by any other line on the road. The fare was $1.
August 30th, 1828, the Union line of Trenton hacks ran to Bloomsbury, to carry passengers to the steamboats "Trenton," Captain A. Jenkins ; "Burlington,", Captain D. Martin, and " Marco Bozzaris," Captain John B. Lane. These three boats were so arranged as to make one trip cach way every day.
The coaches started from J. M. Bispham's Trenton House, taking passengers to the boats, to Princeton, New Brunswick and New York.
The same year C. H. Vanderveer ran a line of Trenton mail coaches between this city and New Brunswick. Fare for passage, $1.
The same year a coach was run by J. I. Thompson to the same place.
In 1830, A. P. Atkinson was appointed agent of the Union line of stage coaches. This line continued in existence till the railroad commenced operations, when it was discontinued.
In 1840, a steamboat called the "Hornet" made regular trips on the Delaware, to and from Philadelphia. The fare was 25 cents either way. Persons, by leaving their names at the Rising Sun Hotel the night previous, were called for by the omnibus free of charge. The company had two new and splendid omnibusses. John Payne was the agent of this line.
The system of internal improvements projected at the beginning of the present century slowly led to the development of the Delaware and Raritan canal and the Camden and Amboy railroad. Governor Dickerson was heartily in favor of the canal, and in his message of 1816 speaks of it as a projected improvement of great national importance. Various attempts were made to crystallize sentiment upon this matter and in 1823 a legislative committee reported that they "have considered the subject with all that attention which its great importance demands, and are of opinion that such a canal, if it could be effected at an expense not too great for the resources of the State, and without imposing a burdensome weight of taxation, ought to be carried into execution by the State itself."
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THE CITY OF TRENTON.
THE JOINT COMPANIES AND PENNSYLVANIA RAILROAD.
Through the untiring investigations of the Hon. Clifford Stanley Sims, of Mount Holly, Judge of the New Jersey Court of Errors and Appeals and President of the State Society of the Cincinnati, the following data are presented :
The Delaware and Raritan Canal Company was incorporated February 4th, 1830, to construct a canal between the two rivers. This artificial waterway was to be not less than seventy-five feet wide and seven feet deep (act of 1831). The subscription-books for the capital stock of 81,000,000 were to be opened by James Parker and James Neilson, of Middlesex ; John Potter, of Somerset ; William Halsted, of Hunterdon, and Garret Dorsett Wall, of Burlington counties. Any corporation or individual was prohibited from constructing a canal within five miles of any point on that of the company, and the State retained, for ten years, the power to subscribe to one-
PHOTO ENG. CO. N. Y.
THE TWO DELAWARE BRIDGES.
fourth of the capital stock. The State of New Jersey, by act of February 3d, 1831, reserved the right of taking the canal by appraisement after fifty years had expired. The construction of any railroad within five miles of the canal was also prohibited.
Upon the same day the Delaware and Raritan Canal Company was incorporated, the Camden and Amboy Railroad and Transportation Company was also created by statute. The subscription-books for $1,000,000 were to be opened by Samuel G. Wright, of Monmouth ; James Cook, of Middlesex ; Abraham Brown, of Burlington ; Jeremiah H. Sloan. of Gloucester, and Henry Freas, of Salem counties. Similar legislation concerning exclusive privileges marked the railroad as in the case of the canal. Upon the fifteenth day of February, 1831, the railroad and canal were consolidated under the title of the Joint Companies, although the separate organizations were retained. The companies were to prohibit the construction of any other road from Philadelphia to New York, and were to transfer without price, to New Jersey, one thousand shares of the stock of the Joint Com- panies. Thirty thousand dollars was guaranteed the State as an annual dividend, and transit duty, which led, through the corporate influence, to New Jersey being called the "State of Camden and Amboy." In 1837 an act was passed authorizing the Camden and Amboy to construct a road from
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New Brunswick to Trenton and thence to Bordentown, with a branch to the Trenton Delaware bridge. Authority was given to locate such road upon the Trenton and New Brunswick Turnpike Company with the assent of that corporation. This railroad was also subject, after a term of years, to be appraised by the State.
The Philadelphia and Trenton Railroad Company was incorporated by the Legislature of Pennsylvania in 1832, to construct a railroad from Kensington to the Trenton bridge, at Morris- ville, whilst an act of 1835 authorized the construction of a railroad bridge across the Delaware. Until 1863, the Kensington depot was used as the main Philadelphia station of the Philadelphia and Trenton railroad, when the connecting railroad joined the above road at Frankford and touched Market street, Philadelphia, at Thirty-second street. The present Broad street station has been in use about a decade. In 1836, the Belvidere Delaware railroad was projected from Trenton to Belvidere, which later fell into the hands of the Joint Companies. In 1863, this road was extended to Manunka Chunk. In 1832, the New Jersey Railroad and Transportation Company was incor- porated to construct a road from New Brunswick to Jersey City. In 1867, this highway passed under the control of the Joint Companies.
Allusion has been made to the Trenton Delaware bridge which united the system of the Joint Companies with that of the Philadelphia and Trenton railroad.
In 1798, to the end that "a good and permanent bridge across the river Delaware * * would greatly contribute to facilitate the intercourse between this State and the Southern States," an act was passed by the Legislature of New Jersey authorizing subscription com- missioners for stock thereof, as follows : John Beatty, Peter Gordon, Aaron Howell, of New Jersey ; Philip Wagner, James PENNSYLVANIA RAILROAD C. Fisher and Charles Biddle, of Philadelphia. A charter was granted by New Jersey in 1803. Pennsylvania also granted like privileges. In 1868, both Pennsylvania and New Jersey gave power to widen the bridge. On the twen- tieth of June, 1877, through the medium of the Philadel- THE PENNSYLVANIA FREIGHT STATION. phia and Trenton railroad, the southern side of the bridge, for trackage, was leased to the Pennsylvania Railroad Company until 2870.
It will be thus seen that the various systems connecting Trenton with Philadelphia and Camden, New York and the East Jersey towns and Belvidere were practically under the control of the Joint Companies. An act of February 27th, 1867, confirmed an agreement consolidating the Joint Companies and the New Jersey Railroad and Transportation Company. These corporations, commonly known as the United Companies, executed, upon June 30th, 1871, a lease for nine hun- dred and ninety-nine years to the Pennsylvania Railroad Company of all their railroads, canals and other property. A failure to pay rental or to keep and perform covenants and agreements for ninety days works a forfeiture of the lease. Since 1871, the Pennsylvania company has continued to operate the United Companies' lines, and has developed the system until it stands unparalleled among the railroads of the world.
THE PHILADELPHIA AND READING RAILROAD COMPANY.
The Delaware and Bound Brook railroad was incorporated under the General Railroad law of New Jersey, May 12th, 1874.
On October 5th, 1874, contracts were awarded for the construction of the road, which was pushed rapidly to completion, and the road was opened for business May 1st, 1876.
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THE CITY OF TRENTON.
The road connects with the Delaware River branch of the North Pennsylvania railroad in the middle of the Delaware river, near Yardley, Pennsylvania, and extends to Bound Brook, New Jersey, a distance of twenty-seven miles, where it connects with the Central Railroad of New Jersey, thirty-two and four-tenths miles from New York, forming part of a direct line between Philadelphia and New York City, a distance of eighty-eight miles-known as "The New York and Philadelphia New Line."
On the fourteenth day of May, 1879, the railroad property and plant of the company were leased to the Philadelphia and Reading Railroad Company for nine hundred and ninety years, from May 1st, 1879, since which time the railroad has been operated by that company.
The officers and Directors are as follows : President, E. C. Knight, Jr .; Vice President, John H. Michener ; Directors, John H. Michener, Philadelphia, Pa .; Charles S. Baylis, New York ; George Richards, Dover, N. J .; Lewis H. Taylor, High Bridge, N. J .; William Mershon, Rahway, N. J .; Samuel K. Wilson, Trenton, N. J .; Isaac F. Richey, Trenton, N. J .; Frederick H. Beach,
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PHOTO ENG. CO. N.
PASSENGER STATION OF PHILADELPHIA AND READING RAILROAD.
Dover, N. J .; Edward C. Knight, Jr., Philadelphia ; Henry Lewis, Philadelphia ; H. M. Howe, Philadelphia ; Thomas Mckean, Philadelphia ; Charles J. Fisk, Plainfield, N. J .; Secretary and Treasurer, John S. Wise.
The Trenton branch of the Delaware and Bound Brook railroad extends from Trenton Junc- tion, on the main line, to Trenton, New Jersey, a distance of three and seven-tenths miles. It has proved not only a valuable feeder to the main line, but has greatly added to the development and improvement of that part of the city of Trenton which was so much in need of railroad facilities.
The East Trenton railroad was incorporated April 17th, 1884.
The road extends from a point in the Trenton branch of the Delaware and Bound Brook rail- road, near Trenton, to what was Millham township (now Eighth ward), a distance of three miles.
This road is of great value to the Reading system, under which it is operated, and provides East Trenton with railroad facilities which have contributed largely to its improvement and prosperity.
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The officers and Directors are as follows : President, Edward C. Knight, Jr .; Vice President, John H. Michener ; Direetors, George Richards, Dover, N. J .; Samuel K. Wilson, Trenton ; Lewis H. Taylor, High Bridge, N. J .; Isaae F. Richey, Trenton ; John H. Michener, Philadelphia, Pa. ; E. C. Knight, Jr., Philadelphia, Pa .; Thomas MeKean, Philadelphia, Pa .; Secretary and Treasurer, John S. Wise.
LOCAL METHODS OF TRANSPORTATION.
Until the Trenton Horse railroad was constructed, the usual method of local transportation through the city was by the proverbial "haek," the omnibus or carriage. In that halcyon period " before the war," the hotels frequently operated a line of 'busses to and from the State street depot of the Camden and Amboy railroad. Inasmuch as the larger hotels were located on Warren street, it later became evident that this system had its disadvantages, particularly during the session of the Legislature. The growth of the manufacturing interests of Trenton, and her political prominence, made the town a Mecea for busy men. Inereased railroad facilities and rapid transit broke up the old system of the members of the Legislature remaining in Trenton during an entire session. Even as early as the sixties, the members would each day return to their homes. The distance of the Capitol and the hotels from the old State street station, and from the newer Clinton street station, was a great factor in the granting of corporation privileges to the incorporators of the Trenton Horse railway. The city had also spread out into what was then the farm lands of Millham, and the section east of Clinton avenue. This population had to be moved to and fro, in regard to the center of the town.
With these ends in view the Legislature, upon the ninth day of March, 1859, granted a charter to the Trenton Horse Railroad Company. The incorporators were Timothy Field, Robert Aitken, William M. Foree, Lewis Perrine, Thomas P. Johnston, Jonathan S. Fish, Charles Moore, Joseph Whittaker and James T. Sherman.
The charter provided for a capital stoek of $30,000. The route for the railroad was to be through Clinton and State streets, from the northeasterly to the westerly limits of Trenton, with branch or branches to the railroad depot or depots. The size of the rail to be used was to be modeled upon those then employed by the Fifth and Sixth Street Passenger Railway Company. The new corporation was prohibited from using steam upon its traeks.
The ordinanee of the eity, passed July 28th, 1863, shows great changes in methods of trans- portation in the last thirty years. Couneil gave the road the privilege of laying a track from the northeasterly to the westerly limits of the eity, through Clinton and State streets, and from the feeder bridge to Ferry street, on Warren street. The traek was to be 5.2 gauge "paved with good boulders," the motive power to be no other "than horse or mule." No ears were to be permitted to run on Sunday and "bells of proper size and tone to notify passengers of the approach of the ears" were to be attached to the horses. The speed of the ears was limited to six miles per hour and the fare was five eents. Negleet of the company to run ears for a period of three months was deemed a forfeiture of privileges. The eity eould then operate the road or rent the tracks. In 1883 the company was authorized to eonstruet a double track from the Clinton street station to their western terminus.
The road at its beginning extended from the Clinton street station, via Clinton and State streets, to a point opposite the residenee of Charles G. Roebling, Esq., and was later built to the eastern edge of the Montgomery estate, to accommodate West State street and Prospect hill. A short branch extended from State street to the American House, which was later abandoned.
In February, 1886, the Common Couneil of Chambersburg authorized the Trenton Horse rail- road to extend their traeks from the terminus at the Clinton street station to the southerly limits of Chambersburg, oeeupying Clinton street. In February, 1887, the borough permitted the eonstruet- ing of a horse railroad on Prospeet street and Hamilton avenue, and in December, 1887, gave permission for the building of the Hamilton avenue, Monmouth and East State street branch. Sinee this period the roads upon Bank, Willow and Spring streets and upon Prineeton avenue, as well as the East State street extension to the Inter-State Fair grounds, have been built.
The City railway was ineorporated in 1875 under the general law, the first ears being run in August, 1876. The early history of the City company is one of great enterprise, inasmuch as it was the first effort to direetly eonneet the growing suburbs of Millham and Chambersburg.
S
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THE CITY OF TRENTON.
By ordinance, upon the first day of February, 1876, this company was empowered to construct a horse railroad through Clinton street, from the city limits to Perry street, thence to Broad, ter- minating at the Chambersburg borough line. At this time the borough granted power to the com- pany to extend their line from the canal to the southeasterly limits of the borough. In this they occupied Broad street, formerly the western end of the Crosswicks and Trenton turnpike.
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