USA > New Jersey > Hudson County > Paper read before the historical society of Hudson County. 1908 > Part 25
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In 1828 a distillery was built on Hudson Street by one Murray, and a saw mill at the foot of First Street by Van Vorst. This was destroyed by fire in 1835.
The oldest industries of our city and having a continuous life to the present time are Colgate & Company's soap works established 1806 and the Joseph Dixon Crucible Company, established 1827. These enterprises have developed into the most extensive manufacturies of their respective products in the world, and the superior quality of their productions have given them a well established world wide reputation.
In the original plan of the city a market place, after the plan of Washington Market in New York, was designed to be located on Communipaw Cove, foot of Washington Street, but the design was never carried out. This plot was bisected on the construction of the Morris Canal, and during the cholera epidemic a pest house was erected on the outer section, and
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afterward it was used as a refuge for the city's poor. In 1868 it became the site of the Jersey City Charity Hospital and so remained until the property was absorbed by the sugar refinery.
On the south side of Essex Street along the shore of Com- munipaw Cove was the Thatched Cottage Garden, which be- came a noted place of amusement. Fire and target compan- ies from New York frequented the garden on their excursions, and dancing, bear baiting, baloon ascensions, and other ath- letic excercises were offered as attractions. Truly they were sporting characters in those early days as witness item from Jersey City Gazette June, 1835: "An immense concourse of spectators from New York assembled at the Thatched Cottage Garden to witness the race between the Wave and Eagle, boats belonging to two companies of New York amateur boat clubs. The crews were composed of those far famed Whitehallers, who on this occasion gave further evidence of their skill. The race was for $1000 and $50 additional to winner given by the proprietor of the Garden. The distance rowed was from the Garden around Bedloes Island and back. The Wave came in about 200 yards ahead. Time, 17 minutes 15 seconds."
The first horse ferry boat carried no cabin above deck and, in case of inclement weather the passengers retired to the hold where a room was suitably fitted up for their accommodation. Boxes of stones were moved about the deck to counterbalance any unequal weight of the wagons ferried across, and in case any special attraction drew the passengers to one side of the boat, its equilibrium was greatly disturbed, much to the con- sternation of the nervous or timid.
The first steam ferry boat was launched January 17, 1812, and called The Jersey. Fulton's description says, "She is built of 2 boats, each 10 feet beam, 80 feet long and 5 feet deep, distant from each other 10 feet, forming a deck 30 feet wide and 80 feet long. The propelling wheel was hung between these hulls so as to protect it from injury when entering the dock or from ice." The boats were guided between the piers by means of floating platforms of triangular shape with the wide part at the shore end and tapering to a point at the outer end of the pier. Trips were made every hour by St. Paul's clock in New York City, as stated by the Sentinel of Freedom:
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"The first trip drew thousands of spectators to both shores, attracted by the novel and pleasing scene. One may now cross the river at the slight cost of fifty cents, the same as on bridge."
In 1813 the York was added and the trips doubled, or as stated "every half hour by St. Paul's clock in New York." The rate of ferriage was 1212 cents each way. This imposed a daily tax of 25 cents on each resident for regular trips. An- other cause of the slow growth of the city.
The first postmaster at Powles Hook was Samuel Beach, appointed January 1, 1807. Early letters were sent to New- ark or New York and remained at the post-office in those cities until called for, or were addressed in care of one of the whole- sale dealers in those places, with whom the local business men were in communication. In later years letters were delivered through the agency of friends and neighbors who called at the post-offices for personal or neighborhood letters. Saturdays being the designated market days, farmers and others congre- gated at that time for barter and trade and the opportunity was taken advantage of for the distribution of letters.
The first post-office in the newly incorporated City of Jersey City was established in 1831, with William Lyon as postmaster. The post-offices were located to suit the con- venience of the different incumbents, as appears from follow- ing item of May 6, 1835. "We learn that William R. Taylor has been appointed postmaster of Jersey City in place of William Lyon, resigned. We hope that our citizen will now be accommodated with an office in a central location. The present residence of the new postmaster is altogether out of the way and not a proper location."
As an evidence of the characteristic shrewdness prevailing in those early days it may be refreshing to note the rigid economy exacted in the post-office department, as shown from a proclamation published in the Jersey City Gazette August 22, 1838, as follows :
"To the hirelings in my employ in the post-office depart- ment."
"Whereas, it is the desire of the department to make the best possible show of economy and wisdom in the best conduct
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of its business, and as the day of small things is not on any account to be despised, and
"Whereas, in a wise arrangement in our national currency, many fractions of cents may be made in giving change for specie or bank bills and the Spanish coin in use in our land."
"Now, therefore, the numerous hirelings in the employ of the department will take particular notice that it is expected of them in all cases, that in receiving money they will reckon pence as cents and thus receive 4 per cent. on the amount ; and in paying out money they will observe the contrary course, reckoning cents as pence and share another 4 per cent., by which means the government will realize 8 per cent. upon all sums passing through the department. And in addition to my former recommendation as to the use of paper and twine, I would direct all my hirelings that in cutting the twine tied around the packets of letters and papers, they be particularly careful to cut near the knot if indeed the knot cannot be untied, which they will do if possible.
[Signed] AMOS KENDALL.
Dated at Washington, D.C., August 3, 1838.
A number of burglaries occurring just after the organ- izing of the city government , the Board of Aldermen resolved themselves into a police force and divided in two sections, one part remained on duty from 9 P. M. to 12, the other performed service the remainder of the night. Conjugal discipline, how- ever, demurred at the continuance of this method, and shortly afterward two officers were appointed for night duty.
The present police department was organized in 1856.
Previous to 1829 protection from fire was through the medium of bucket brigades and the water supply was obtained from the river, and passed by means of buckets along long lines of men to the scene of conflagration. September 21, 1829, Liberty was organized and at first housed in M. Cutcheon's stable. Afterward a house was built on Sussex Street, adjoin- ing the Town Hall, and in later years was located on Greene Street north of Montgomery and adjoining the N. J. R. R., the R. R. Company donating a plot of ground for the purpose. In March, 1836, Arraseoh 2, was organized and for a time
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reposed peacefully adjoining Liberty 1 in Sussex Street, but as was the case in the old volunteer days, feuds frequently broke out between these companies and the glass house boys who joined Arraseoh 2, delighted in the scrimmages resulting from the strife for "first water."
Empire hook and ladder I was organized April 1, 1842, and located at Grand and Van Vorst Streets, and was con- sidered the aristocratic company of the city, and the Saturday night wassails of clam chowder and - lived long in the memory of the participants.
The favorite "swimming hole" was in the mill creek at the foot of the hill where the West Shore depot now stands, with fine sandy bottom and pure clear water from 10 to 15 feet in depth, dependent upon the state of the tide. All along the brow of the hill and extending back some distance a dense cedar grove afforded a good hunting ground for rabbits and small game. In later years, after the emancipation of slaves in this State, the section where the City Hospital now stands was chosen for the meeting place of the colored people for their "Bobilation" celebration.
In 1835 the New Jersey R. R. and Transportation Company opened their route to Newark as the first link of their projected through line to Philadelphia and announced in the Jersey City Gazette of that date.
"The public is respectfully informed that the New Jersey R. R. is now open for public use between Newark and New York and cars will commence running to-morrow eight trips each way daily, fare 3772 cents, ferry to New York 614 cents. New York and Easton stage passengers will cross the river from foot of Cortland Street to Jersey City, then take post coaches through Springfield, Chatham, Morristown, Mendhane 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 R. R. cars at half past eleven will be in time to dine at Newark and take the stage for Morristown."
Before the completion of the cut through Bergen Hill,
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cars were drawn over the hill by horses and steam connection made at Marion.
November 26, 1836. GREAT SPEED BY NEW JERSEY R. R.
An experiment was made a few days since, says the Newark Daily Avertiser, to ascertain the time required to transport express mail over this road from Jersey City to New Brunswick, distance 3014 miles. It was performed as follows : From Jersey City to Newark by horsepower, 8 miles in 27 minutes, Newark to East Brunswick by locomotive, 22 14 miles in 40 minutes. Total Ist trip, 1 hour 7 minutes. Returning from East Brunswick to Newark 40 minutes, Newark to Jersey City, horsepower 25 minutes, total returning, 1 hour 5 minutes.
With the completion of the New Jersey R. R. came the passing of the lumbering stage coach which gradually dis- appeared, being transferred to Newark and New Brunswick to connect the northern parts of the State with the R. R.
The Paterson and Hudson R. R. terminated at Marion and there connected with the New Jersey R. R. upon its completion. The rolling stock consisted of "three splendid and commodious cars, each capable of accommodating 30 passengers, with fleet and gentle horses for motor power." Afterward when steam was introduced it must have been with many misgivings, for a subsequent advertisement states "The steam and horse cars are so intermixed that passengers may make their selections and the timid may avail themselves of the latter twice a day."
The location of the ferry to New York was changed to Montgomery Street at Hudson and its equipment consisted of a gallows frame on each end of which chains were passed which were fastened at one end to the floating landing bridge, which adjusted itself according to the state of the tide, and the other end to a box of stones suspended so as to constitute a balanc- ing weight for the bridge. Up to this time communication with New York had been of a somewhat desultory nature and confined to day trips. Dudley S. Gregory, who had become a resident of Jersey City in 1834, perceiving the possibilities of a proper development of its natural advantages, threw his whole energy to the general advance and improvement of the
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city and advocated more frequent ferry service. He urged upon the Associates the importance of night boats. A meet- ing of representative men from Newark and Paterson as well as from the home city was called for the furtherance of this object, and as a result the Associates acceded to the request, as appears from following item published May 27, 1835 : "It gives us much pleasure to inform the inhabitants of Jersey City and its vicinity that the steam boat George Washington is now undergoing repairs preparatory to being placed on the ferry as a night boat. This step of the Associates removes the only objection to a residence here * On Monday next,
the night ferry commences. It is the intention of the Associ- ates to commence the night boats as soon as the day boats stop and to run regularly every half hour from each side of the river until one o'clock A. M. The price of passage has been fixed at 614 cents, the same as that charged in the day time. We congratulate our fellow citizens as well as those of Aharsimus, Bergen, Newark and Paterson, on this occasion, as we will now be able to interchange civilities with our friends in New York, and also to participate in the numerous rational amusements with which that city abounds. We understand there have been several sales of lots by private contract the present week."
The ferry service was greatly improved and an in- crease in the residential population followed. As indicating one of the chief industries at this time we find following con- gratulatory notice under date of May 16, 1835 : "The shad fishery has closed for the season and our fishermen have all drawn their stakes. We learn with pleasure that they have all done a profitable business, the season having been more lucrative than for years past."
The improvements in transportation facilities gave a new impetus to real estate operations, auction sales of lots were held and the effect of the new enthusiasm made manifest. In June, 1835, lots on Essex and Morris Streets sold for nearly $1,500 each, and the following month Montgomery Street lots brought $1,050 to $1,425 and the Washington Street corner $1,500. Considerable activity in building now followed. The choice residential section spread through Sussex and Washing-
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ton to Grand, and many of the most substantial citizens located there. A row of frame dwellings was erected on Grand Street east of Washington and opposite the Hudson House, Goodman Alley, running from Grand to Sussex Streets, bisected the block between Greene and Hudson and was bordered by several frame cottages.
An item in the Jersey City Gazette of June, 1836, states that "$4500 was refused for a lot 25x100 corner of Greene and Sussex Streets which three years ago could have been bought for 18 that sum ;" also
"The large two story and basement modern brick house corner Greene and Grand Streets, with two lots of ground 50 feet on Grand Street and 100 feet on Greene Street was sold for $10,000, and the three story brick with two lots of ground same dimensions directly opposite on Grand Street brought $7500;" as yet no grading could be undertaken except through individual operations. Petitions for improvements were received, but as there was no power to raise money for such purpose conferred by the charter, nothing could be done. Finally February 22, 1838, a new charter was passed and Jersey City incorporated as a separate and independent municipality. Up to this time it had been a part of the township of Bergen. It thereupon became a full fledged city under the title, "The Mayor and Common Council of Jersey City." The vote on the adoption of the charter was almost unanimous in favor; only 9 votes out of 286 being recorded against. The first meet- ing of the Council was held April 16, 1838, and was composed of the following gentlemen: Dudley S. Gregory, Mayor, Councilmen Peter M. Martin, James M. Hoyt, William Glaze, Henry Southmayd, Isaac Edge, John Dows, John Griffith, Peter Bentley, Jonathan Jenkins and Ebenezer Lewis. The city now received a new lease of life. Authority was given the officials for the carrying out of their respective duties.
The Common Council now had power to enforce its or- dinances and collect unpaid taxes and assessments. Finances were placed on a firm, substantial basis. The Town Hall was built on the north side of Sussex Street west of Washington, part of which was appropriated for school purposes. Nathaniel
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Ellis was oppointed city marshal and pound keeper and locat- ed in Town Hall.
The gathering place for many of the public spirited citiz- ens was at David Smith's store, corner of Greene aud Grand Streets, and public measures were here discussed with an earn- estness and fidelity that would put many of our modern con- claves to shame. Here was originated the project for furnish- ing a general water supply, for lighting and policing the city, banks and insurance companies were organized and many civic improvements determined upon.
In the early 40's Edge's firework manufactory was estab- ished, the first enterprise of this nature in this country. It soon became noted for the excellence and variety of its produc- tions, and furnished the pyrotechnical displays for the principal cities of the Union. No small undertaking, for at that time no 4th of July celebration was considered complete without a display of fireworks. In 1845 Mr. Edge presented on the Boston common the first display of moving fireworks seen in this country, representing the bombardment of the forts at Vera Cruz during the Mexican War by the United States ves- sels, described as "one of the most realistic pictures that could be produced."
A printing office was established on Sussex Street between Greene and Hudson by Stephen Southard, the principal busi- ness of which was the printing of lottery tickets. He lived in the only house on the north side of Montgomery Street be- tween Greene and Washington, and surrounding him were garden plots and corn fields.
On Saturdays the farmers from the surrounding country drove in with their produce, which was sold to the residents, or disposed of by barter to the storekeepers.
On the southeast corner of York and Greene Streets, Grinnell's jewelry factory was located, and adjoining on the east was the Pioneer Sugar House where pyramid sugar was moulded, so called from the shape of the mould. It was wrapped in blue paper and disposed of to the grocer, who broke it off in such quantities as his customers desired, who in turn broke it in small pieces to be used as loaf sugar only on special occasions. This industry languished after a few years
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and both this and the adjoining property passed into the owner- ship of Colgate & Company.
A bakery was established on the corner of York Street and Greene in the building still standing, and another on the south side of Sussex Street between Greene and Washington. This was afterward removed to the corner of Montgomery and Washington. Kingsford's starch factory located at Wayne above Monmouth, and a rope walk extended from the west side of Jersey Avenue north of Railroad Avenue to and above Varick.
At the time of the separation of present Hudson County from Bergen, the first court presided over by Chief Justice Joseph Hornblower was held in the Lyceum Hall in Grand Street and continued in that locality until 1843, when the court was removed to the "Newkirk House," Five Corners, where it remained until the completion of the Hudson County Court House in 1845.
Allusion has been made to the printing of lottery tickets. Before the early 50's lotteries were in vogue and considered a legal and reputable business. One of these was regularly drawn at the American Hotel on Montgomery Street west of Hudson. The tickets were dropped in the wheel and drawn by a blindfolded boy. As fast as the numbers were announced, they were attached to the wings of carrier pigeons to be carried to different places of destination. They were also dis- played on large flags so that they could be easily deciphered from the opposite shore. Several years after a wave of excite- ment broke over the city and the lottery business received a new impetus. In 1858 Noah D. Taylor drew the capital prize in a lottery, of $60,000 and free entertainment was given by him in every public house in the city, to all who wished to participate. Taylor at once rose from an obscure errand runner to a prominent citizen. He was illiterate but genial and large hearted and turned a listening ear to many tales of woe. Exchange Place had been extended and the ferry re- moved to its present location, and Taylor purchased a plot of ground in 1860 on which part of the Commercial Trust Build- ing now stands, and erected thereon Taylor's Hotel which be- came at once a famous hostelry. Its proximity to the ferry made it the favorite place of resort for sporting characters
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from the neighboring city, and its convenience for railroad and steamer passengers added greatly to its clientage. Taylor was elected to the Assembly and afterward ran against Isaac W. Scudder for Congress from this district. He was defeated and from that time his star began to wane.
In 1840 and 1841 a temperance wave swept over the city. The saloons had become very numerous, and in some cases facilities for obtaining liquor by their employees, were provided by manufacturers. The temperance element endeavored to awaken a public sentiment antagonistic to these, through fre- quent meetings. An association was formed under the name of the "Washingtonians". Two halls were built especially designed for their use, one near Gregory and Henderson Streets, the other at Newark and Jersey Avenues. In these meetings were held and appeals made to the Common Council to restrict the number of licenses granted, but as at the present time, political influences were too strong, and the money re- ceived for licenses too potent an advocate to permit the curtail- ing of this source of supply. Nevertheless the agitation con- tinued and as a consequence the manufacturers forbade the drinking of liquors on the premises, but the saloons continued to gain in prosperity, a heritage handed down through succes- sive generations to modern times.
Political enthusiasm in the early days was even more in- tense than now, and the severe denunciations of the opposition and fierce appeals for popular support could not be surpassed even by the much venerated Bull Moose leader.
In 1840, during the Harrison campaign, a log cabin was erected near the ferry and a live coon guarded the premises. On either side of the entrance was placed a large card labelled "Hard Cider", which at times was generously distributed, and at the close of the campaign the sympathy of the victors was extended to the defeated candidates in the following poetical effusion :-
"The journey is rough, but never mind that, For an experienced steersman is political Matt.
Full many a dark passage he's treaded before,
And he'll land you all safe on that wide-spreading shore"-
Salt River.
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The advantages of Jersey City as a seaport is set forth in a petition of S. Cunard as follows, October, 1846, "That your memorialist has visited New York for the purpose of selecting a suitable docking and of making arrangements for the erection of buildings for coal and other stores necessary for the accom- modation of Atlantic steamships."
"That your memorialist is convinced that Jersey City offers as great advantages for this purpose as any other place in the bay of New York. That he has entered into a provisional ar- rangement for the requisite accommodation for a term of years," and submitting map and plans.
This was supplemented by a petition from the N. J. R. R. and Trans. Co., dated November 13, 1846, to the Common Council of Jersey City, "for consent to extend the dock and pier and to erect the buildings required by S. Cunard for the accommodation of his line of Liverpool steamers." Petition granted.
As a result the Cunard line of steamers located at the foot of Grand Street December 20, 1846, the Hibernia being the first vessel to dock. This was an occasion of great rejoicing, and her arrival was signalized by a salute of 100 guns. It was cus- tomary to announce the arrival and departure of each vessel by the firing of a cannon, until through absentmindedness the gunner neglected to withdraw the ramrod, which, upon the discharge of the gun, was projected through the smoke stack, narrowly missing some of the passengers. The risk was con- sidered too great to continue the practice, which was conse- quently abandoned.
The White Star line of steamers also located for a short time near the present Erie ferry at Long Dock, but the ex- pense and inconvenience of transporting the cargoes to and from New York City was so great that both terminals were re- moved to that city.
As the growth of the city progressed, considerable incon- venience was experienced because of the lack of local banking facilities. In some cases the leading business men became the depositories of their less favored fellows, but more often some cunningly devised receptacle concealed the much cherished hoard. Sometimes the banks of the neighboring cities of
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