The history of Camden county, New Jersey, Part 57

Author: Prowell, George Reeser, 1849-1928
Publication date: 1886
Publisher: Philadelphia : Richards
Number of Pages: 1220

USA > New Jersey > Camden County > The history of Camden county, New Jersey > Part 57

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

368

HISTORY OF CAMDEN COUNTY, NEW JERSEY.

In the earlier years, save the ferry-houses or hotels, there was no shelter for waiting pas- sengers, while now commodious saloons discard the necessity for hotels. On April 1, 1841, R. C. Cake leased the old ferry- house at Federal Street and continued there until 1850.' He was succeeded by John Woolston, and, in November, 1854, Stephen Parsons took the house and kept it until June, 1882. In 1883 the old house, after one hundred and nineteen years of service, was torn down.

CAMDEN AND PHILADELPHIA STEAM- BOAT FERRY COMPANY .- This company was incorporated March 5, 1836, with an authorized capital of one hundred thousand dollars, and the right to purchase, build or lease wharves, slips, piers and buildings to build steamboats, vessels and ferry-boats and to arrange a schedule of fares. The following persons were named in the act of incorpora- tion as directors : Joseph Kaighn, Samuel Lanning, Gideon V. Stivers, John W. Mickle, Richard Fetters, Samuel Harris, Isaac Vansciver, Isaac Cole and William Carman. Joseph Kaighn was chosen presi- dent, and John W. Mickle secretary and treasurer.

In the fall of 1837 the company purchased the Federal Street Ferry of Jacob Ridgway and at once fitted it up, not only for ordinary passenger traffic, but to run in connection with the Camden and Amboy Railroad. The first boat under their charge began its trips on the 18th of April in 1838. The company erected a large brick hotel near the ferry- house, which was opened by James Elwell and was known as the " Railroad Hotel." It was destroyed by fire April 1, 1842, and re- built as a four-story brick and again occupied by James Elwell. It was eventually torn down.

The company was influential in obtain- ing a charter for the canal through Wind- mill Island, from the Pennsylvania Legis- lature in February, 1838, and which was

so far completed as to be used in 1840. Benjamin Farrow, now living, was placed in charge of the station on the island and con- tinued sixteen years, when the special privi- leges granted to the company were abandoned.

Joseph Kaighn, the president, died in 1841, and Samuel Harris was elected in his place, filling the position until 1844, when John W. Mickle was made president and re- mained such until his death, and William H. Gatzmer was made secretary and treasurer, a position he holds to this day.

When the ferry company purchased, in 1838, John W. Mickle assumed control and managed for several years, when, in 1846, John J. Benson was appointed superintendent and was followed by Henry Fredericks for one year and then by David Craven. In December, 1855, the present superintendent, Andrew B. Frazee, was appointed, and for nearly thirty-one years he has conducted the ferry with rare tact and success. About four months after he took charge the terrible disaster to the "New Jersey," which was burned with a loss of sixty of her passengers, although no fault of his, so daunted the young official that he tendered his resignation, which the directors wisely refused to accept, and his long and useful career, which has won for him their confidence and the esteem of the community, prove that the officers of 1856 knew what they were doing.

The ferry-boat " New Jersey," of the Cam- den and Philadelphia Steamboat Ferry Com- pany, was burned Saturday evening, March 15, 1856, with one hundred passengers on board. It left the dock, at the foot of Walnut Street, Philadelphia, between eight and nine o'clock, for Camden, and headed for the canal, which was found so full of ice that the boat turned northward so as to cross the bar above the island. When nearly opposite Arch Street wharf the boat was discovered to be on fire, near the smoke-stack. The captain directed the pilot to steer direct for the Arch Street wharf, which was done. The fire spread

369

NAVIGATION AND SHIP-BUILDING.

with great rapidity, and soon the pilot and engineer were driven from their positions and the boat was unmanageable. When within thirty feet from the wharf the pilot- house fell. A flood-tide was setting up the river at the time, and the boat steered from the wharf towards the island. Many pas- sengers jumped when near the wharf, and forty-seven were saved. The boat floated toward the island and lodged on the ice. She was later towed to the Jersey shore, where she sank.

Of the boats used at this ferry during the first quarter of the present century little is certainly known. The ferry-masters kept few records and memory dies with the owner. The first authentic account of a steamboat at Federal Street was the " Franklin," in 1820. She was in command of Captain Richard Fetters, and was built by Benjamin Reeves, to run from Market Street, and transferred to the Federal Street Ferry when he changed his base. Team-boats propelled by horses mov- ing in a circle were used even after steam had been tried. From 1820 to 1830 team boats were used at this ferry. The " William Wray " and " Philadelphia " were built by Toy & Reeves in 1828. They were steam- boats, and were in use twenty years after- wards. The " Philly," as she was familiarly called, was a favorite excursion boat, and was frequently used on Sunday-school picnics.

When the Ferry Company came into pos- session they found on their hands the " Old Philly," " Billy Wray " and "State Rights." These came with the arrangements made between the ferry company and the railroad company in relation to the transfer of pas- sengers across the river to Walnut Street. In 1835 the Camden and Amboy Railroad Company built the " States Rights," a very large and powerful boat which came to be called the " Ice Breaker," because its size and power fitted it for keeping the channel open in winter. The name was changed to " United States Rights," as the war period approached

and the original title was found to be sym- bolical of political doctrines unpopular in this section.

For many years the Camden and Amboy Company ran a ferry from Bridge Avenue to Walnut Street, and the boats of the two com- panies sometimes interchanged positions. The "John Fitch " and " New Jersey " were added to the fleet. The latter was built for the Glou- cester ferry. The " Mary " followed, and in 1852 the " Dido." The latter was an iron boat, low in the water, very sharp, of great power and speed, making her way through ice that wholly checked the progress of other boats. She was the universal favorite, and if the "Kaighns Pointers" vowed by the " Champion," all others swore by the " Dido."

After A. B. Frazee became superintendent the " Delaware," "Camden " and " Philadel- phia" were built. These were wooden boats, but superior in size, power and accommoda- tion to any preceding them. They have been disposed of in various ways. In 1874 the " Pennsylvania " was built. She is of iron, with iron wheels, the first so constructed, but generally copied after since. In 1882 the " Wenonah " and "Beverly " were con- structed. They are copied after the "Penn- sylvania," but are larger, stronger and more powerful, and stand for the highest type of ferry-boats designed for Delaware River ferrying. Six million passengers crossed the ferry in 1886.

With the exception of the New Jersey catastrophe, this ferry has had no serious mishap. From the first the relations be- tween the ferry and railroad companies were of the most friendly character, and since the lease of the Camden and Amboy Railroad by the Pennsylvania Company, the latter has assumed control, and although two in law, in their workings they are one. The following are the officers and directors, Edmund Smith (president), William H. Gatzmer (secretary and treasurer), John C. Bullitt, William J. Sewell, J. Morris Dorrance, William N.

370

HISTORY OF CAMDEN COUNTY, NEW JERSEY.

Bannard, Benjamin F. Archer, John W. McKnight, Thomas H. Dudley; Superin- tendent, A. B. Frazee; Carpenter, Thomas Jones ; Chief Engineer, Daniel Simpkins.

WILLIAM H. GATZMER, well and famil- iarly known to the active business world as an energetic and leading spirit in the early development and subsequently successful op- eration of the Camden and Amboy Railroad, was born near Somerville, Somerset County, N. J., July 22, 1807. He is descended on the paternal side from German ancestry, his father having sailed from Coburg to this country in 1794, and made his home in Bus- tleton, Pa., near Philadelphia. He after- wards removed to Somerset County, N. J., at which point he became identified with the milling interests of that section.

The youthful years of William H. Gatz- mer were not nnlike those of most boys of his day, when limited means and scanty educational advantages threw him upon his own . resources, the early development of which contributed greatly to his successful business life in after-years. Such opportu- nities for acquiring an education as were af- forded by the country village in which he lived were well improved, and, at the age of twelve, he was sufficiently advanced in his studies to fill a position as clerk in a country store. A year later he entered a more ex- tensive establishment at Somerville, and at this place remained nearly five years. His close attention to the details and requirements of the business won for him the confidence and esteem of his employers, and in appre- ciation of his ability a partnership was pro- posed; but the lack of capital, together with the belief that the knowledge of some trade would render him more sure of success in life, led him to decline the offer. He then entered a printing-office in the same town. Here, the ambition of the youth became ap. parent ; he not only quickly became master of all the details of this new avocation, but devoted his leisure hours to the study of

science and literature. Always active, and possessing an energetic spirit, he sought for advancement, and in 1830 made successful application to one of the largest steamboat companies of New York City-the Stevens Brothers-by whom he was made chief clerk on the steamer "North America." This company was constructing, at that time, the Camden and Amboy Railroad. Three years later, they having completed the eastern sec- tion of this line, Mr. Gatzmer was transfer- red to the steamboat route between New York City and South Amboy, where he also spent three years.

After the completion of the road he en- tered the Philadelphia office, where he dis- played marked executive ability to such an extent that upon the resignation of Edwin A. Stevens from the presidency of the Cam- den and Amboy Railroad Company, in 1867, he was by unanimous consent elected to fill the vacancy. This substantial recognition of Mr. Gatzmer's worth was but justly his due in return for thirty-seven years of faithful and uninterrupted service. This position he continued to hold until May, 1872, when the road was finally leased to the Pennsylvania Railroad Company. Mr. Gatzmer was identified with the Lehigh Valley Railroad Company as early as 1853 as a director, which relation he sustained until 1872, when he also became consulting manager, and filled both positions until 1880.

The success of the Camden and Amboy Railroad stimulated the construction of railroads elsewhere, and the great principle . involved in the proper management of rail- roads, approved by him, have been univer- sally adopted, to a greater or less extent, by other railroad companies. He may be justly styled the railroad "Nestor," for we know of no other gentleman who for so long a pe- riod has maintained the position of the chief manager of one of the most wealthy and im- portant railroads on this continent.

Throughout his active business life his

371

NAVIGATION AND SHIP-BUILDING.

disposition was ever most genial and cordial, and, notwithstanding the pressing demands upon his time, and the many cares and re- sponsibilities resting upon him, he was at all times approachable alike to friends and subordinates. In him are happily blended the most amiable and courteous manners, with a firm and resolute decision of charac- ter, to which are mainly due his great influ- ence in the New Jersey Railroad system and his universal popularity with the public.

. Mr. Gatzmer, at the age of twenty-two years, was united in marriage with Eliza A. Campbell, of New York City. At the present time Mr. Gatzmer has but two sons living, William C. and Robert, both of whom are actively engaged in business, and pos- sess many of the qualifications and charac- teristics which rendered their father so suc- cessful and popular. The other children were Edwin, Eliza, Henry S. and Ann. Edwin died July 25, 1883, and Henry S., February 9,1886.

CAPTAIN ANDREW BLAIR FRAZEE, who for thirty-one years has been the active and efficient superintendent of the Camden and Philadelphia Steamboat Ferry Company, was born in the city of New Brunswick, N. J., on the 28th day of August, 1820. His grandfather, Henry Frazee, emigrated from France and settled in the State of New Jer- sey. In 1794 he formed a military company and marched with it into Western Pennsyl- vania to aid in quelling the Whiskey Insurrec- tion in that State. He never returned from this expedition, and nothing is known of his future history.

Henry Frazee, his son, and the father of Captain Frazee, was married to Jane Fisher, of Middlesex County, and was long a resident of New Brunswick, in which city he died at the age of seventy-six years. The grand- mother of the captain on his mother's side, whose name was Mary E. Blair, emigrated from Ireland when quite young.

Captain Frazee obtained his education in

the schools of his native place and early in life entered upon an active career, which he has regularly continued to this time. In March, 1833, he became an employee on the steamboat " Napoleon," owned by the New Brunswick Steamboat Company, controlled by the Camden and Amboy Railroad, and was afterward transferred to the steamboat " Rar- itan," owned by the same company, until 1842. Robert L. and Edwin A. Stevens, well-known individuals in the history of transportation in America, then appointed him captain of the "Joseph Belknap," one of their boats plying between Amboy and New York City. Recognizing his efficiency and ability, in 1851 they sent him for one year to Wilmington, Del., to superintend the construction of the "Richard Stockton," a handsome steamer, which, when completed, ran between Philadelphia and Bordentown, which, with the Amboy Railroad from Bor- dentown and the "Joseph Belknap" from Am- boy, completed the line of transportation from Philadelphia to New York City, and Captain Frazee again became commander of the last-named boat.

In October, 1855, he was ordered by the Camden and Amboy Railroad Company, with the " Joseph Belknap," to Philadelphia, and in November of the same year was appointed superintendent of the Camden and Philadel- phia Steamboat Ferry Company, which po- sition he has since held and is therefore, in term of service, the oldest employee of the old Camden and Amboy Railroad Company. In the position of superintendent of the ferry he has shown rare executive ability and ren- dered very efficient service in making needed improvements and building np the interests of the company under whose employ he has been so long engaged. He superintended the construction of the "Camden," " Delaware," " Philadelphia," " Pennsylvania " and the remodeled " Delaware," the " Beverly " and the " Wenonah," well-known ferry-boats of this company.

372

HISTORY OF CAMDEN COUNTY, NEW JERSEY.

Captain Frazee was married, September 3, 1844, to Susan Vanhook Voorhees, daugh- ter of Peter Voorhees, of New Brunswick, a descendant of one of the early Dutch families of New Jersey. She died in 1871, leaving one child, Jane F. Frazee, who is married to Richard F. Smith, the present sheriff of Cam- den County. By his second marriage, with Mary Emily Young, of Philadelphia, Octo- ber 27, 1873, Captain Frazee has three chil- dren,-Andrew B., William H. and Susan Emily.

Captain Frazee has taken an active interest in the Masonic Order, having long been a member. He was made a Master Mason in 1866 ; a Royal Arch Mason and a Knight Templar in 1868 ; was Eminent Commander of Cyrene Commandery No. 7, of Camden, in 1869 and 1870, and was elected Grand Com- mander of Knights Templar of the State in 1880. He has taken all the degrees up to and including the thirty-third, which was con- ferred upon him at Boston by a session of the Supreme Council on September 19, 1882, making him an honorary member of that body, and in September 27, 1883, he was made an active member. On September 16, 1885, he was elected deputy of the Supreme Coun- cil for the State of New Jersey. There are now only two active members in the State. He has been a member of the Odd Fellows since 1842.

COOPER STREET FERRY .- The history of the Roydon Ferry, afterwards known as the Cooper Street Ferry, has already been given in the beginning of this chapter up to about 1767, when it passed, by will, with the property on the north side of Cooper Street, and to Pearl Street, from William Cooper, of Philadelphia, to his grandson, William, son of Daniel. The ferry at the foot of the street was established before the Revolution, as mention is made of the Middle Ferry. It passed from William Cooper to his son Dan- iel, who operated it in 1796. Daniel died about 1804, and in 1817 his property was

divided between his three danghters,-Mary Ann (Carman), Abigail and Esther L. The ferry property came to Abigail, by whom it was retained until her death, in 1868.

The ferry, after the death of Daniel Cooper, was operated by one Collins, later by Joseph Bispham, and in 1810 and later by Benjamin Reeves. In 1814 Benjamin Reeves built, for Richard M. Cooper (who, from this time, owned the ferry-boats), the "Camden," a steam ferry-boat. Later the " Vigilant" was built, and burned at the dock a few weeks after it was completed. The " Delaware " was then built, and is said to have been the first ferry-boat with a verti- cal cylinder. She ran several years, and, on the 31st of October, 1827, the boiler burst while lying at the dock, killing the engineer, John Thorne, Ledden Davis and injuring others.

In 1824 the ferry was conducted by Eben- ezer Toole, who, in 1828, purchased the Kaighns Point Ferry. He was succeeded in the Cooper Street Ferry by Joseph English, who conducted it until his death, and was succeeded by his son Israel, who continned until its abandonment, early in 1850. The property did not pass from the Coopers from its establishment to its close. The English Ferry-House, as it was known, stood on the site of the new block of buildings, corner of Front and Cooper Streets, well back from both streets. The site of the slip, where the ferry-boats landed, is now occupied by the Derby & Wetherby machine-shop. In 1849 the stables of the ferry were burned and the ferry was abandoned, and in 1850 Israel English moved to the West Jersey Hotel, and the old house ceased to be a ho- tel, but was kept for years in connection with the garden, and was torn down npon the erection of the present brick block.

KAIGHNS POINT FERRY was established by Joseph Kaighn in the autumn of 1809. It was located at the foot of Ferry Street, a narrow thoroughfare runuing off from

Andrew B. Fraizer

373

NAVIGATION AND SHIP-BUILDING.

Kaighn Avenue, below Second Street, the easteru end being vacated, while the portion west of Front Street is now used by the Camden, Gloucester and Mount Ephraim Railroad. Until recently the remnants of a grove of large willow trees that shaded the approach to the ferry were standing.

Christopher Madara, who came from Salem County, leased the Kaighn Ferry prop- erty and operated the ferry which landed at Queen Street, Southwark, until 1815, when the property was leased to the Penn- sylvania and New Jersey Steamboat Ferry Company for ninety-nine years. Robert Fulton, Robert Livingston and John Stevens at that time claimed the sole right of running steamboats in the United States, and this company bought from them the exclusive privilege for the Delaware River within five miles north and south of Kaighns Point. Thus the other companies were restricted to the use of the old " team-boats," until the United States Supreme Court decided against Fulton's claim and threw steam open to the world. The conditions of the lease were that, under penalty of forfeiture, the company should at all times maintain a good ferry.

The Pennsylvania and New Jersey Com- pany put upon the river, in 1815, the largest and finest boat before seen in these waters,- the " Union,"-the hull of which was built at Kensington by Nicholas Vandusen, and the engine at Hoboken by Robert L. Stevens. The company spent so much money in the con- struction of boats and the building of wharves at Kaighns Point and at Washington and South Streets, on the Philadelphia side, that it fell into bankruptcy. Yet it continued to run a little steamer called the "Norristown," but when that was burned it was forced to suspend. In 1816 Madara gave up the Kaighns Point Hotel to George W. Hugg, and June 21, 1821, Kaighn sold the whole property to the widow of Clement Reeves, who brought suit against the company for forfeiture of its charter and won her case.

Mrs. Reeves and her sons, Israel and Jo- seph, conducted the ferry with success, and built the "South wark " and the " New Jersey," the latter a safe boat, suited for the business, but was so exceedingly slow as to earn the sobriquet of " Scrubbing Brush " and " The Turtle."

Mrs. Reeves died in 1827. Israel Reeves, her executor, sold the property to Ebenezer Toole, by deed bearing date January 3, 1828. The price paid was thirteen thousand five hundred dollars, and the assessed value of the property in 1834 was nineteen thousand two hundred and fifty dollars.

William Champion became associated with Toole in the ferry business, and the two con- ducted the enterprise for over twenty years, their western terminus being at the foot of South Street, where Champion kept the hotel known as the Champion House. They built the "Southwark " " Kaighns Point " and " William Champion " ferry-boats. The first was worn out prior to 1850, the second was in service until 1853, while the " Champion " did full duty until 1866. She was accounted a superior boat in her day, and the "Kaighns Pointers" of the "forties " and early " fifties " made their vows by the " 'Billy ' Champion." Ebenezer Toole, dying in 1850, his heirs, January 22, 1852, conveyed the property to the South Camden Ferry Com- pany, which was incorporated May 14, 1851, of which Charles Kaighn, Joseph M. Cooper and William Griffith were members.

The company, by the act of incorporation, established the ferry at the old place, the foot of Ferry Street, and on the 24th of Feb- ruary, 1853, procured an amendment to the charter which authorized a change of loca- tion to the foot of Kaighn Avenue, which was done, and extensive improvements were made in filling up the low ground almost to the present western limits and at the foot of the avenue. James Tuttle was made super- intendent of the company, and was succeeded by Joseph M. Cooper. The steam ferry-

374

HISTORY OF CAMDEN COUNTY, NEW JERSEY.

boat, "Stephen Girard," a swift, stanch boat, was built and run in connection with the " William Champion." The best facilities attainable were secured, but the company overtaxed its financial strength, and in 1858, Henry B. Wilson took charge of and man- aged the ferry in the interests of Samuel M. Merritt, trustees of the second mortgage bondholders. In 1862 Zophar C. Howell, William Griffith, Charles Kaighn, John D. Jones, Joseph Iszard, John Cooper, James C. Finn, Henry B. Wilson, Abraham Brown- ing and others, as the Kaighns Point and Philadelphia Ferry Company, incorporated March 15, 1859 (Z. C. Howell, president, and H. B. Wilson, secretary), secured the property, with William Griffith, superintend- ent.

The "Rebecca Howell " and " Agnes," wooden boats, were built. The " Rebecca Howell " was in service until 1876, and the " Agnes " has a present prospect of several years of usefulness. In September, 1873, Gen- eral John S. Schultze, president of the Man- chester Railroad, organized in 1869, having secured the right of way, with the design of making Kaighns Point a terminus, purchased a controlling interest in the ferry company, and October 17, 1873, Charles B. Coles was made superintendent. The railroad scheme failed to mature, but August 1, 1874, Her- bert C. Felton, secretary and treasurer, be- came the superintendent, and the ferry be- came an assured success.

In 1875 the "General J. S. Schultze," and in 1883 the "Colorado," both large and powerful iron boats, were built, the former by John H. Dialogue, and with the " Agnes," providing sure and frequent means for cross- ing the river, making trips at intervals of fifteen minutes until late in the evening, and half-hour trips later.

In 1880 the company removed the old ferry-honses at Kaighns Point, replacing them with a structure more in accordance with the largely-increased business, and in

Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.

The history of Camden county, New Jersey, Part 57

Author: Prowell, George Reeser, 1849-1928 Publication date: 1886 Publisher: Philadelphia : Richards Number of Pages: 1220

Author: Prowell, George Reeser, 1849-1928
Publication date: 1886
Publisher: Philadelphia : Richards
Number of Pages: 1220