USA > New Jersey > Hudson County > Bergen > Old Bergen: History and Reminiscences with Maps and Illustrations > Part 9
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In 1800 and for a number of years following, the only public conveyance of passengers by land between Newark and New York was by means of one two-horse stage coach, which went to Paulus Hook in the morning and returned in the evening. The road was extremely rough, and in wet weather almost impassable. In
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1813 there were four stage lines between New York and Philadelphia : "The Pilot," leaving New York at 5a.m., accommodating seven passengers, and arriving at Philadelphia next morning ; " Commercial," leaving at 7 a. m., passengers remaining at Trenton over night and reaching Philadelphia next morning ; " Mail," leaving at I p. m. and arriving at Philadelphia next morning at 6 o'clock; " Expedition," leaving New York at 4 p.m., stopping at Rahway, then at Burlington for the night, and arriving at Philadelphia the next afternoon.
Through the courtesy of Dr. L. J. Gordon, we are enabled to present an accurate cut of an interesting incident connected with early railroading, which, although not especially related to the general subject of this work, still clearly shows the small begin- nings of our present magnificent transportation system. Much opposition to the proposed method of pro- pulsion by steam was developed, and theories were demonstrated to show the impossibility of success. One objection advanced was that it was not possible for a locomotive to round short curves. In order to prove the fallacy of this claim, Peter Cooper built a locomo- tive, which he called "Tom Thumb," for practical experiment. It was tested on the Baltimore and Ohio Railroad Aug. 22, 1830. An extract from a letter written by H. B. Latrobe, brother of the chief engineer of this road, gives a graphic description of the event.
" I send you copy of my sketch of Mr. Cooper's locomotive and the horse-car. . . . The trip was most interesting. The curves were passed without difficulty
Exciting Race between Mr. Peter Cooper's Locomotive, "Tom Thumb," and a Horse-Car.
The trial took place on the Baltimore and Ohio Railroad, on the 28th August, 1830
The sketch represents the moment the Engine overtook and passed the Horse-Car, the passengers filled with excitement. (See Mr Latrobe's description.)
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at a speed of 15 miles an hour. . . . But the triumph of this ' Tom Thumb' engine was not without a draw- back. The great stage proprietors of the day were Stockton & Stokes, and on that occasion a gallant horse of great beauty and power was driven by them from town attached to another car on the second track-for the Company had laid two tracks to the mills-and met the engine on its way back. From this point it was determined to have a race home. The start being even, away went horse and engine, the snort of the one and the puff of the other keeping time and time. At first the horse had the best of it, for his steam would be applied to the greatest advan- tage on the instant, while the engine had to wait until the rotation of the wheels set the blower to work. The horse was perhaps a quarter of a mile ahead, when the safety-valve of the engine lifted and the thin blue vapor issuing from it showed an excess of steam. The blower whistled, the steam blew off in vapory clouds, the pace increased, the passengers shouted, the engine gained on the horse. Soon it lapped him ; the silk was plied, the race was neck and neck, nose and nose. Then the engine passed the horse, and a great hurrah hailed the victory. But it - was not repeated, for just at this time, when the gray's master was about giving up, the band which drove the pulley which moved the blower, slipped from the driver, the safety-valve ceased to scream, and the engine for want of breath began to wheeze and pant. In vain Mr. Cooper, who was his own engineer and fireman, lacerated his hands in attempting to re-
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place the band upon the wheel; in vain he tried to urge the fire with light-wood. The horse gained on the machine and passed it; and although the band was presently replaced, and steam again did its best, the horse was too far ahead to be overtaken, and came in the winner of the race."
The experience of the passengers on the early steam roads is told in a letter of Judge Gillis of Ridgway, Penn., describing his trip from Albany to Schenectady in 1831.
"The trucks were coupled together with chains or chain links, leaving from two to three feet slack ; and when the locomotive started, it took up the slack by jerks with sufficient force to jerk the passengers, who sat on seats across the top of the coaches, out from under their hats, and in stopping they came together with such force as to send them flying from their seats.
"They used dry pitch-pine for fuel, and there being no smoke or spark catcher to the smoke-stack, a volume of black smoke, strongly impregnated with sparks, coals and cinders, came pouring back the whole length of the train. Each of the tossed passengers who had an umbrella raised it as a protection against the smoke and fire. They were found to be but a momentary protection, for I think in the first mile the last one went overboard, all having their covers burnt off from the frames; when a general mêlée took place among the deck passengers, each whip- ping his neighbor to put out the fire."
Chapter XXXIV.
TRANSPORTATION.
Up to 1832 the only means of rapid communication between New York and Philadelphia was by boat from New York to Amboy, and thence by rail, via Bordentown and Camden, to Philadelphia, with a spur from Bordentown to Trenton. Intercourse in this part of the state was carried on by means of stage lines, of which at that time there were twenty crossing Bergen territory for different points. But after that date the growth of the country and the demand for easy communication with the capital of the state required increased facilities.
March 17, 1832, the New Jersey Railroad and Transportation Company was incorporated, being designed to provide the then new facilities of railway travel between Trenton and New York, "and to restore the old Colonial and Revolutionary route over New Jersey, through Newark, Elizabeth, Rahway and New Brunswick, to Princeton and Trenton." Work was commenced, and the road laid out and completed, with the exception of the cut through Bergen Hill and the filling east of the " Point of Rocks" (now the site of the Penn. R. R. Round House on Railroad Avenue).
It must be remembered that there were at this
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time no steam drills or other modern appliances for the removal of rock, and the excavation was a great undertaking. In order to lessen the work, and, as stated to the stockholders by John P. Jackson, the then president of the road, to save an expense of $100,000, the curve at the eastern end of the cut was adopted. It followed an old ravine or water-course, the direction of which may be seen from the Summit Avenue bridge. Before the road- bed was straightened by the Penn. R. R., about 1878, the road reached in a straight line from the ferry along the line of Railroad Avenue to just west of the " Point of Rocks," and thence turning sharply to the north, followed a graceful, S-like curve to a point near Marion. When the road was built, much difficulty was experienced in crossing the old Mill Creek, by reason of the nature of the marsh. So treacherous was the foundation it afforded, that although the roadbed was filled up to grade several times, all would sink and entirely disappear in a single night. While this tedious work was going on, cars were drawn by horses from Marion over the hill, making a trip each way every hour and a half during the day, and three trips during the night.
It is evident that the railroad magnates of the early days not only performed their own clerical work, but supervised very closely all matters connected with the conduct of the company's affairs, as the following extracts will show. These are taken from letters in their own handwriting, folded and scaled with wafers in the olden style, with superscription
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on back. They likewise indicate some of the difficulties connected with early railroading. “Jan. 22, 1836. When the train cars pass through Newark, they are to stop 5 minutes as advertised. The agents will regulate the time. In case, however, they have more than 5 minutes before the time advertised for their passing through Newark, they must hold over until that hour arrives." What a relief it would be to some of our dilatory suburbanites were this comfortable, easy-going system to prevail at the pres- ent time.
" Feb. 3, 1836. I enquire why our train stopped at Newark without going through. I hope you will pay attention to this, and as much as possible be there when the trains pass through, to see that things go right." In the early organization of the road and the irregularities naturally caused by its unfinished state, annoyances were continually arising from the want of a settled code of discipline. It must be remembered that at this time horse power was used to propel the cars over Bergen Hill.
" Feb. 5, 1836. As regards the trains to Rahway, you observe that the arrangement is made for the future, and that as soon as we run a locomotive to Bergen Hill, they have no more to do with Newark than with Elizabethtown. ... For the present, I am desirous to have you see to their getting on properly, changing horses, etc." Another difficulty seems to have been in properly distributing the cars. " There is but one car here to go out at II. 30 o'clock. Please remember that the cars must not get all at one end,
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and that the two train cars must not go except in their trains. As there is but little business doing, why not have a portion of the cars at Jersey City ?"
At this time wood was used exclusively as fuel, and was brought by vessel and unloaded on the unfinished wharf. "Feb., 1836. We have two loads of wood at Jersey City, one pile on the end of our bulkhead, and the other on the south ferry dock. If the ice is firm enough to have it carried ashore, it had better be done now." "Dec. 2, 1836 .- has sent word that he wishes to clean his pumps on Sunday. Please find out if it is absolutely necessary to stop, and if so, send the mail by sleigh."
As showing the tremendous development of rail- road traffic in this section alone, in a little over sixty years, the following advertisement, taken from the Jersey City Gasette of 1835, is of interest: "The Public is respectfully informed, that the N. J. R. R. is now open for public use between Newark and New York, and cars will commence running to-morrow, 8 trips each way daily, fare 3712 cents, ferry to New York, 614 cents. New York and Easton Stages : Pas- sengers will cross the river from foot of Cortlandt St. to Jersey City, then take Post coaches through Springfield, Chatham, Morristown, Mendham, etc., and arrive in Easton, same evening. Morristown stage will leave Newark, every day at half-past one o'clock, so that the passengers who leave New York in the morning, by the Hoboken Stages, the steam- boat Newark at 10 o'clock, or the Rail-Road cars at half-past eleven, will be in time to dine at Newark,
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and take the stage for Morristown." Contrast this with the fact that from the Penn. Central R. R. Depot in Jersey City alone, above three hundred regular pas- senger trains arrive and depart every twenty-four hours, to which must be added freights and specials ; while the Erie, Lackawanna and New Jersey Central roads each control a very large traffic.
The whole road from Philadelphia was finished, and engines operated the entire length, Jan. 1, 1839. At Marion the Paterson and Hudson R.R. terminated, and after the completion of the N. J. R. R., reached Jersey City by connecting with it at this point. The Paterson and Hudson was incorporated January 21, 1831, and went into operation in June, 1832. The rolling stock consisted of " three splendid and commodious cars, each capable of accommodating thirty passengers, drawn by fleet and gentle horses ; a rapid and delightful mode of travelling." It was first operated by horse power, and when a change was made to steam, it must have been with many misgivings, for it was advertised that " The steam and horse cars are so intermixed that passengers may make their selection, and the timid can avail themselves of the latter twice a day." The old " Grasshopper Engine," with its walking beam, loping along like its predecessor-the running Indian-was in strong contrast with the present smooth-running, swiftly moving, intelligent iron steed.
This road was afterward absorbed by the Erie, and was the route by which that road reached tidewater at Jersey City, until the completion of the Erie Tun- nel in 1861. This enterprise was a formidable under-
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taking, owing to the length of the cutting and the hardness of the trap rock through which it was bored. During the tunnel's construction considerable trouble was experienced with the workmen, which culminated in a serious strike and riot, necessitating the calling out of the militia.
It is stated that when the building of the New Jer- sey Railroad commenced in 1833, Cornelius Van
E. POCERS.
GRASSHOPPER ENGINE.
Vorst was so incensed that he offered to sell the whole of his possessions for $1,000. (His. Soc. Proceed- ings.)
We can scarcely realize in this era of trolley develop- ment, that but little more than forty years ago, the one-horse stage of old Peter Earle met all the demands for local travel in Bergen. But he combined within himself motorman, conductor, superintendent, yes, and directors too, for he " scooped " all the dividends.
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He made one trip each way daily, to accommodate his regular passengers, of whom there were four, J. J. Franks, F. P. Vidal, George Gifford and Prof. House. In case any other service was needed, or the ladies wished to visit the bargain counters of the day, notice had to be sent him the night previous. Passengers were required to be in readiness at 10 o'clock in the morning, when he would call for them, with the under- standing that they would be at the ferry at 3 o'clock in the afternoon to return home, so that he might have time to go back for his regulars, at 5 o'clock.
After a time, two more emigrants settled in Bergen, which necessitated the procurement of a two-horse stage, with seats for eight. With these vehicles, Earle was able to accommodate the travelling public until Jacob M. Merseles-to whose foresight and energy the town owed much of its development-an- ticipating the rapid approach of a demand for more and better conveniences for travelling, purchased the Pioneers, and started his omnibus line, which ran from the stables at Montgomery and Orchard Streets and followed the route of the Newark Avenue line of cars to the ferry. Shortly after, one Hallock started another line, but after a few weeks of fruitless opposi- tion, sold out to Merseles, who incorporated the Ber- gen Stage and Plank Road Co. He found the roads at certain seasons of the year almost impassable, and wisely united the Stage and Plank Road Companies, so that the stages could have the benefit of the road without extra cost. The plank road was laid along Bergen Avenue from Communipaw to Newark Ave-
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nues, and a toll-gate was maintained at the Summit Avenue bridge.
This stage line was afterward merged into the Jer- sey City and Bergen Horse Car Co. The first cars operated on this road were in the shape of the old omnibus body, fastened on the truck by a pivot in the center, and drawn by one horse. They were most convenient for swinging around at the end of the route, or in case of meeting between switches, but required constant· watchfulness on a descending grade, lest inadvertently the car should get before the horse. A few years ago electricity was applied as a motive power, and the original line swallowed up by that electrical octopus, " The North Jersey Traction Co."
Chapter XXXV.
CHURCH AND SCHOOL.
RELIGION and education were considered of the ut- most importance by the early Dutch settlers, and the church and school in the primitive days were very closely united, and under the control of the same governing body. Indeed, in most cases, the school- house was built first, and served the double purpose of a place of instruction, and a house for church ser- vice. The great anxiety of the sturdy colonists was to perpetuate the faith of their fathers, and to procure means for the instruction of their youth.
For several years, the village of Bergen possessed the only organized church [community on the west side of the Hudson, and people came from far and near to worship there. According to Dr. Taylor, the first building was a log structure, which was used for divine worship for eighteen years. As it is well authen- ticated that the octagonal stone church, mentioned hereafter, was erected in 1680, it follows that this first rude building must have been erected in or before 1662. According to the deacons' accounts, the build- ing needed considerable repairs during the years 1678 and 1680, at which dates there are several entries of expenditures for nails and labor, for nailing boards on the schoolhouse, etc., indicating a somewhat advanced
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state of dilapidation. Hence the year 1662 may be considered as the date when the attempts of the early settlers to establish a church, were crowned with suc- cess.
In that year we likewise find the following petition in the records of the Council : "The Schepens of the Village of Bergen, having observed and considered the fatherly direction and care of your Hon. Worships, in erecting church and schoolhouses, they request that they may have a God-fearing man, and preacher to be an example to, and teach the fear of God in, the Com- munity of Bergen, and its jurisdiction. They state that the inhabitants now pay of their own free will, a yearly contribution of four hundred and seventeen guilders, in wampum, and would do more. They there- fore think that your Noble Honors should send one over at your own expense, for one or two years, until the land should so increase in value, that the good- hearted could liberally give."
Just when and where the first church or schoolhouse was erected, it is impossible to state positively, but it would seem from this petition, that at least one, or perhaps both, were in existence at this date, as the chief anxiety of the people seems to have been to procure a minister from the Company. Tradition says that the first church services were held in the build- ing-probably the schoolhouse just alluded to, -located at the northeast corner of the old grave- yard (near the corner of Tuers Avenue and Vroom Street), and the bulk of testimony corroborates this. The divine service of the day was without much
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doubt held there until the erection of the church in 1680. We learn from the records of the deacons of the church showing the collections taken, that church services have been maintained regularly at least since 1667. There seem to be no records in existence, of occurrences previous to that time. Oftentimes, as opportunity offered, some of the people would cross over to New Amsterdam, to attend the services held there in the Dutch church, although facilities were given them for divine service at home.
In 1680, the people decided to begin the erection of their first church building proper, and on May 23, 1681, the dedicatory sermon was preached by Rev. Casper Van Zuren, from Long Island. The collection taken up on this occasion amounted to eighty-seven guilders and ten stivers, or nearly forty dollars of our money. The church was a stone building, octagonal in shape and was located near the corner of Bergen Avenue and Vroom Street. It was surmounted by a brass rooster for a weathercock, which was transferred, on the de- molition of the building in 1773, to the spire of the edifice that succeeded the "little church " at that date; and in 1841 when this second church was in turn pulled down, the vane was placed on the cupola of the Columbian Academy. In the early '50's, a gun- ner returning from his day's sport, perhaps in an ex- hilarated state, and imagining he had discovered a rare kind of game, levelled his gun at the old weather- cock, and damaged it to such an extent that it was taken down and repaired with iron braces. It was then replaced, but soon the action of the weather
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again weakened it, and a well-directed stone from the hand of an ambitious youngster completed the work of destruction. One of the old residents in the vicin- ity of Bergen Square had a facsimile of the original made and placed on the present School No. 11, where
TYPE OF OCTAGONAL CHURCH.
it still remains to mystify onlookers as to the direction of the wind.
In the interior of the old church, seats were placed around the wall for the male worshippers, while the
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women occupied high-backed chairs, which were their personal property. Some of these chairs are still cherished as heirlooms by the descendants of their original owners. In the winter season, the foot-stove was carried to and from service, and this was a very necessary companion, for otherwise there were no fa- cilities for producing artificial warmth. It was a small box of wood, perforated, and containing a metal cup, in which the owner before leaving home, placed hot embers, making it a most acceptable footstool.
The minister declaimed from a pulpit placed high above the congregation and surmounted by a sound- ing board, and at the end of his sermon admonished the deacons to collect the contributions of the people. For this purpose they used black velvet bags with bells attached and fastened to long poles, and by a judicious jingling, awakened not only the sleeping faculties of the drowsy ones, but it is hoped likewise their consciences.
The voorleser occupied a position in front of and be- low the pulpit, from which he performed the services in the absence of the preacher, or led the singing at the regular services. For over ninety years the con- gregation was without a stated pastor ; the voorleser, or schoolmaster, conducting the services on the Sab- bath, which consisted of prayer, and reading a sermon prepared by one of the ablest theologians in the Fatherland. During the occasional absence of the voorleser, different members of the church performed his office ; and at intervals, when ministers from differ- ent parts of the country happened to be at New York,
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they crossed the river to preach to the Bergen people. The names of the Revs. John and Samuel Megapolen- sis, Wilhelmus Niewwenhuysen, Caspar Van Zuren, Henricus Selyns, Gualterus Dubois, G. Bertholf, W. Lupardus, B. Freeman, of Schenectady ; R. Erickson, A. Curtenius, Cornelius Van Schie, of Fishkill ; J. Leyt, George W. Mancius, H. Marinus, and others, appear in the deacons' books of accounts; for the preachers were always remunerated for their services.
Besides expenses and board, they received from twenty-five to seventy-two guilders per service. As is shown by the accounts, the ministers coming from New York were obliged to pay six guilders to the ferryman, and six guilders for a carriage from the ferry to Bergen. Cornelis Brinkerhoff was for years the person who discharged the duty of transporting the ministers ; while upon the Van Houten family. rested the responsibility of providing sustenance and lodging for them, an expense of twelve guilders, seawant, being charged in the deacons' accounts after each visit. The amounts mentioned above were paid in wampum. This was obtained by the deacons from the authorities, and by them sold to the heads of the families compos- ing the congregation ; when collections were taken, this was dropped in the bags (a guilder equalled 20 stivers, a stiver an English penny).
In 1679, the people agreed with the minister of the City, meaning New York, to administer the Lord's Supper three times a year, for which he received thirty bushels or fifteen bags of wheat. He performed this service on week days, because he could not be absent
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from the city on Sunday, as he was the only minister. In the same year twelve guilders were expended in the purchase of printed sermons, and December 31, 1682, the consistory authorized the purchase, for the sum of seventy-five pounds, of four large theological works, with the following titles : The Secret of Happi- ness in God, On the Epistles to the Philippians, Explana- tion of the Catechism, and The True Repentance.
A " sand runner" or hour-glass stood on the desk 'n the church, and when the sand had run out of the upper part, the reader was obliged to suspend services, and dismiss the congregation. Engelbert Stuynhuy- sen (afterwards mentioned as schoolmaster) appears to have been the first voorleser, and served in that capacity from October, 1662, until about 1664 or 1665, when Reynier Bastiase Van Giesen was called upon to officiate in his stead. He continued therein for about forty-two years, and was followed by Adrien Vermeulen, who served for twenty-eight years, and on April 3, 1736, he was succeeded by P. Van Benthuy- sen, who filled the office for just twenty-five years, until April 3, 1761. Abraham Sickles was then appointed, and was the last of the voorlesers of " Old Bergen," serving until 1789, when a "clerk" was appointed, at a salary of two pounds, fifteen shillings, per annum.
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