USA > New Jersey > Mercer County > Trenton > History of the city of Trenton, New Jersey : embracing a period of nearly two hundred years, commencing in 1676, the first settlement of the town, and extending up to the present time, with official records of the population, extent of the town at different periods, its manufactories, church history, and fire department > Part 18
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ton, from Greene to Lodge alley; West Front, from Warren west to Delaware river ; West State, from Warren to city line ; William, from Clinton to Assanpink creek; Willow, from West Front to Pennington avenue ; Wilson, from Calhoun to Reser- voir ; Woodruff, from Greene to Canal ; Woodruff's alley, from Lamberton to Centre.
This part of our history may seem to some a small matter, but there are very few of our citizens who have any idea of the extent of our city. If we had the exact number of buildings there were in this place in 1740, or even one hundred years ago, the contrast would be very great between then and the present time. Then, probably a half dozen small tenements comprised the town ; now they number about five thousand houses. . How interesting this table would be could we preserve it half a cen- tury, or even a quarter of a century, and then behold the increase in the number of dwellings and the growth of our population.
If even the same ratio of increase was carried on until the year 1900, our city would contain nearly ten thousand dwellings and about seventy-five thousand inhabitants.
Previous to 1675 and 1676, at which time the legislature adopted some general regulations for the opening of roads, the only road laid out by the Europeans within the limits of New Jersey appears to have been that by which the Dutch at New Amsterdam communicated with the settlements on the Delaware. It ran from Elizabethtown Point, or its neighborhood, to where New Brunswick now stands, and was probably the same as that now (widened and improved ) known as the " old road," between those places.
At New Brunswick the river was forded at low water, and the road thence ran almost in a straight line to the Delaware (above where Trenton is now situated), which was also forded. This was called the " upper road," to distinguish it from the "lower road," which branched off about five or six miles from the Rari- tan, took a sweep toward the east, and arrived at the site of the present city of Burlington. These roads, however, were very little more than foot-paths, and so continued for many years, affording facilities to horsemen and pedestrians principally.
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HISTORY OF TRENTON.
Even as late as 1816, when a ferry had been established at New Brunswick for twenty years, provision was only made in the rates allowed by the assembly, for " horse and man" and "single person." Previous to that time, however, the road had been improved, and was considered the main thoroughfare to Pennsylvania; in 1695, the innkeepers at Piscataway, Wood- bridge, and Elizabethtown were made subject to taxation for five years, to prevent its "falling into decay." The sum required annually to keep this road in repair at that time, was only ten pounds, (forty-eight dollars).
An opposition road was opened by the proprietors, in the hope of drawing the principal part of the traveling to their seat of government, but without success.
They expressed a wish to Deputy Governor Lawrie, in July, 1683, that "it might be discovered whether there may not a convenient road be found betwixt Perthtown [Perth Amboy] and Burlington, for the entertaining of a land conveyance that way."
This was done by Lawrie the ensuing year, and he connected with the road a ferry-boat to run between Amboy and New York, " to entertain travelers."
Finding, however, that the other road continued to be pre- ferred, Governor Basse, in 1698, was directed to bring the mat- ter before the assembly and have an act passed that would " cause the public road to pass through the post-town of Perth Amboy, from New York and New England to West Jersey and Pennsylvania;" but Basse's authority was of such limited dura- tion that nothing was done.
Such were the two routes traveled between New York and Philadelphia, under the proprietary government ; but no public conveyance for the transportation of either goods or passengers existed on either.
One Dellamın was permitted by Governor Hamilton, to drive a wagon on the Amboy road, but had no regular prices or set time for his trips.
In April, 1857, the assembly, enumerating their grievances to Lord Cornbury, complained that patents had been granted to individuals to transport goods on the road from Burlington to Amboy, for a certain number of years, to the exclusion of others,
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which was deemed not only contrary to the statute respecting monopolies, but also destructive of that freedom which trade and commerce ought to have.
The governor, in his reply, gives us an insight into the facili- ties afforded by this wagon. After stating the difficulties which had previously attended the carriage of goods upon the road, he says, " at present, everybody is sure, once a fortnight, to have an opportunity of sending any quantity of goods, great or small, at reasonable rates, without being in danger of imposition ; and the settling of this wagon is so far from being a grievance or a monopoly, that by this means, and no other, a trade has been carried on between Philadelphia, Burlington, Amboy, and New York, which was never known before, and in all probability never would have been."
As none of the grievances suffered under Lord Cornbury's administration were removed until his recall in 1710, it is prob- able this wagon continued to perform its journey " once a fort- night" till then, if no longer.
Soon after, however, the road seems to have been more open to competition.
The first advertisement which I have met with respecting the transportation on this route, is in Andrew Bradford's Philadel- phia " Mercury" of March, 1732-33. It is as follows :
" This is to give notice unto Gentlemen, Merchants, Trades- men, Travelers, and others, that Solomon Smith and Thomas Moore, of Burlington, keepeth two stage wagons, intending to go from Burlington to Amboy, and back from Amboy to Burling- ton again, Once every Week, or offt'er if that Business presents ; they have also a very good store-house, very Commodious for the storing of any sort of Merchants' Goods, free from any Charges, where good Care will be taken of all sorts of goods."
About this time, also, a line ran by the way of New Bruns- wick ; and in 1734, the first line via Bordentown was established running from South River, the proprietor of which would be at New York "once a week, if wind and weather permit, and come to the Old-Slip."
In 1744, the stage wagons between New Brunswick and Tren- ton ran twice a week.
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In October, 1750, a new line was established, the owner of which resided at Perth Amoby.
He informed all gentlemen and ladies "who have occasion to transport themselves, goods, wares, or merchandise, from New York to Philadelphia," that he had a " stage-boat," well fitted for the purpose, which, "wind and weather permitting," (that never-forgotten proviso), would leave New York every Wednes- day for the ferry at Amboy on Thursday, where, on Friday, a stage-wagon would be ready to proceed immediately to Borden- town, where they would take another stage-boat to Philadelphia -nothing being said (very wisely) of the time they might expect to arrive there. He states, however, that the passages are made in " forty-eight hours' less time than by any other line." This was probably the case, for the route was so well patronized that in 1752, they carried passengers twice a week, instead of once, "endeavoring to use people in the best manner"-keeping them, be it observed, from five to seven days on the route.
The success of this line seems to have led to an opposition in 1751, originating in Philadelphia, which professed to go through in twenty-five or thirty hours, but which, nevertheless, appears to have required the same number of days as the other.
Great dependence was placed upon the attractions of the pass- age-boat between Amboy and New York, described as having a fine, commodious cabin, fitted up with a tea-table and sundry other articles.
In 1756, a stage line between Philadelphia and New York, via Trenton and Perth Amboy, was established, intended to run through in three days. This was followed, in 1765, by another, to start twice a week ; but nine years had worked no increase of speed.
The following year a third line of "good stage-wagons, with the seats set on springs," was set up, to go through in two days in summer and three in winter.
These wagons were modestly called "flying machines," and the title soon became a favorite with all the stage proprietors.
These lines ran, I believe, by the way of "Blazing Star
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Ferry,"* that being preferable to the old Amboy route, thereby putting an end to the transportation of passengers by that route.
From 1765 to 1768, attempts were made by the legislature to raise funds by lottery, for shortening and improving the great thoroughfares, but without success. Governor Franklin, allud- ing 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 diffi- culty." 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.
The mails being carried on horseback, moved at this time with greater speed than passengers, but they had been a long time acquiring it.
To Colonel John Hamilton, son of Governor Andrew Hamil- ton, of New Jersey (himself at one time acting governor, as pre- sident of council), were the colonies indebted for devising the scheme by which the post-office was established. This was about the year 1694. He obtained a patent for it, and after- ward sold his right to the crown. It is presumed that an attempt
* This ferry was located a short distance below where the Delaware 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 cross this ferry and proceed eastward 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 Greene) street, to the old York road, and thus to New York. This ferry was the great 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.
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was soon made to carry the mails regularly ; but speed was little regarded.
In 1704, "in the pleasant month of May," a New York paper says, " the last storm put our Pennsylvania post a week behind, and is not yet com'd in." In 1717, advices from Boston to Williamsburg, in Virginia, were completed in four weeks, from March to December, and in double that time in the other months of the year; but there is some probability that the mails south of Philadelphia did not continue to be carried regularly for some- time thereafter .. About 1720, the post set out from Philadelphia every Friday, left letters at Burlington and Perth Amboy, and arrived at New York on Sunday night, leaving there Monday morning on its peregrinations eastward.
In 1722, a Philadelphia paper states that the New York post was "three days behind his time, and not yet arrived."
In 1729, the mail between the two cities went once a week in summer, and once a fortnight in winter ; this continued to be the case till 1754, when Dr. Franklin became superintendent, and improved the condition of the post-office materially.
In October, notice was given that until Christmas the post would leave the two cities three times a week, at eight o'clock A. M., and arrive the next day at about five o'clock P. M., mak- ing thirty-three hours.
After Christmas, " being frequently delayed in crossing New York bay,"* it would leave only once a week. Further im- provements were made in following years, and in 1764, “if weather permitted," the mails were to leave every alternate day, and go through in less than twenty-four hours ; and such was the rate at which they traveled until the revolution put a stop to their regular transmission.
From this time up to 1800 we have no records we can rely upon as being accurate. But up to that date it does not appear that much advance was made in the speed of traveling.
In 1801, on the 13th of April, Thomas Porter "respectfully informs his friends, and the public in general, that he has fur-
* The route was via the lower Blazing Star Ferry to the Sandtown road, and from thence to South Amboy, and across the bay to New York.
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nished 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 Mon- day, 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 21st 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. The building stood where Disbrow's cabinet ware-rooms (iron building) now stand.
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'clock, (Sun- days excepted), and arrived in Trenton to dine at the subscri- ber's tavern, next door to the City hotel, where the store of Isaac D. James now stands. Fare, one dollar and fifty cents; 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, one dollar ; breakfast, twenty-five cents. The
* City tavern, corner of Warren and Bank streets.
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boat ran every day, except Sundays ; application for passage to be made at Enoch Green's, Indian Queen tavern, John Voor- hees' City hotel, and C. H. Vanderveer's hotel, Bloomsbury.
The steamboat Philadelphia commenced running from Blooms- bury, Tuesday, July 3d, 1820, at half-past five o'clock, until the Ist of September, when it left at six o'clock A. M.
December 31st, 1827, Joseph I. Thompson ran a mail stage between Trenton and New Brunswick, every day of the week, (Sundays excepted). It left Trenton at eight o'clock in the morn- ing, 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 ; fare, one dollar.
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 each 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, one dollar.
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, a short time after, it was discontinued.
In 1840, a steamboat called the Hornet made regular trips on the Delaware, to and from Philadelphia. The fare was twenty- five cents either way. Persons, by leaving their names at the Rising Sun hotel the night previous, were called for by the omni- bus, free of charge. The company had two new and splendid omnibusses. John Payne was the agent of this line.
Abner Mershon ran the Proprietor a short time in the year 1843.
The steamer Edwin Forrest commenced making regular trips
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between here and Philadelphia, in the year 1850. She still continues to run daily to and from Philadelphia, regulating her time of starting by the tides. The original owners were Joseph and Benjamin McMackin.
In the message of Governer Mahlon Dickinson, sent to the two houses of the legislature, January 12th, 1816, he makes use of the following language :
" I must beg leave to call attention to a projected improve- ment of great national importance. I mean the construction of a canal to connect the waters of the Delaware river with those of the Raritan.
" We have the most satisfactory evidence that the expense of constructing such a canal, on the most practicable route, would bear but a small proportion to the immense advantages to be derived from it. It would form an important link in that vast chain of internal navigation which our country admits of, and which will, at some future period, afford us security in war and an abundant source of wealth in peace, while it will form a permanent bond of union among the Atlantic states.
" All local considerations should yield when put in competi- tion with an object so highly interesting, not only to this state, but to the Union at large."
This part of the governor's message was referred to a commit- tee, who on the 25th of January reported in favor of the project.
Subscriptions were afterwards opened for the capital stock in this state, as well as in Philadelphia and New York. But partly from the extensive improvements then in progress, particularly in the erection of turnpike roads, partly from a conviction that the plan in contemplation, of using the beds of the several inter- vening streams, would, upon experiment, prove unavailing, and partly from a belief that the country was not yet prepared for the commencement of such great national objects, and that the tolls would pay but a very inadequate interest on the capital required, but few shares were subscribed, and the work was never com- menced.
Whatever, however, may have been the public sentiment at that period, subsequent events have demonstrated to the satisfac- tion of the most incredulous the immense utility and importance
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of such navigation, not only as a medium of commercial inter- course, but as an object of national security.
On the 19th of November, 1823, the committee of the legis- lature to whom was referred the subject of the Delaware and Raritan canal reported, " that we 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.
" But, that in order to obtain further information before this plan is acted upon, it is expedient that the present legislature appoint commissioners, whose duty it shall be to report to the next legislature upon all matters connected with the practica- bility of said canal, its probable expense, and the revenue to be derived therefrom, as also upon any arrangement which might be made with the United States in respect to said canal, and upon the ways and means proper to be adopted for executing the same, and generally to report on every other matter which, in their opinion, would be useful to be understood by the legisla- ture in the premises. That, in order to give some public infor- mation of the method by which the New York and Erie Canal has been constructed by that state, the committee beg leave to report a bill on similar principles in relation to the Delaware and Rari- tan Canal, to be laid over, nevertheless, after being printed, to the next legislature, and then to be acted upon, adopted, modi- fied, or rejected, as may be deemed expedient, which was read ; and Mr. Griffith presented a bill to provide for the improvement of the internal navigation of this state. Ordered to lie on the table and be printed."
But it was not till February 4th, 1830, that the act of incor- poration of the Delaware and Raritan Canal Company passed the council and general assembly of this state and became a law ; and then it was vested in a private company instead of the state, as at first contemplated. The following persons were authorized to open books of subscription to the capital stock of said com- pany within six months after the passage of the act of incorpora+ tion : "James Parker and James Neilson, of Middlesex ; John
S
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Potter, of Somerset ; William Halsted, of Hunterdon ; and Gar- ret D. Wall, of Burlington, or any three of them, were appointed commissioners to receive subscriptions to the said stock at such times and places as they or a majority of them may direct, giving notice thereof at least twenty days prior to the opening of said books, by publishing the same in at least three of the newspapers published in this state, three in the city of Philadelphia, and three in the city of New York."
The capital stock was to be one million dollars, divided into shares of one thousand dollars each, which, when five thousand shares were subscribed for, the persons holding the same, were, by this act, incorporated into a company by the name of the " Delaware and Raritan Canal Company," with all the powers and privileges pertaining to corporate bodies, and necessary to perfect an expeditious and complete line of communication between Philadelphia and New York, and to carry the object of this act into effect.
This act required that the number of shares which was necessary to make "the incorporation of said company [five thousand] should be paid in, in one year from the time of opening said sub- scription books, otherwise all the subscriptions under it should be null and void, and the commissioners, after deducting thereout their expenses, should return the residue of the money paid in, to the respective subscribers, or their representatives, in propor- tion to the sums paid by them."
It was provided that at the yearly meetings of the company, the president and directors of the preceding year were to exhibit to the stockholders a full and complete statement of the affairs of the company during said term.
They were empowered to make "a canal or artificial navigation from the waters of the Delaware river to the waters of the Rari- tan river, and to improve the navigation of the said rivers respectively, as they may from time to time become necessary, below where the said canal shall empty into the said rivers respectively ; which canal shall be at least fifty feet wide at the water line, and the water therein be at least five feet deep throughout ; and the said company are hereby empowered to sup- ply the said canal with water from the river Delaware, by con-
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structing a feeder, which feeder shall be so constructed as to form a navigable canal, not less than thirty feet wide and four feet deep, to conduct the water from any part of the river Delaware.
" It shall be the duty of the company to construct and keep in repair good and sufficient bridges or passages over the said canal or feeder, where any public or other roads shall cross the same, so that the passage of carriages, horses, and cattle on said roads shall not be prevented thereby ; and also where the said canal or feeder shall intersect the farm or lands of any individual, to provide and keep in repair a suitable bridge or bridges, as aforesaid, so that the owner or owners and others may pass the same."
Power was given the stockholders to increase the capital stock to a sum not exceeding five hundred thousand dollars, by an increase of the number of shares, provided they found it neces- sary so to do in order to carry into full effect the objects of this act.
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