The history of Camden county, New Jersey, Part 58

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 58

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).

1885 the process was repeated at the Phila- delphia terminus.

With the opening of Kaighn Avenue, east of Haddon Avenue, the travel at Kaighns Point will increase. The officers of the company at present (1886) are tbe fol- lowing: Directors, Z. C. Howell, (president), John S. Schultze, Wm. Griffith, John Cooper, Benj. D. Shreeve, Z. R. Wills, William R. Schultz ; Herbert C. Felton, secretary, treas- urer and superintendent.

THE WEST JERSEY, familiarly known as "The Market Street Ferry," extends from Market Street, Camden, to Market Street, Philadelphia, and is now, and has long been, one of the leading lines of transportation across the Delaware between the two cities. This ferry was established about 1800 by Abraham Browning, Sr., an intelligent and enterprising farmer of the territory now em- braced in Stockton township. His father- in-law, George Genge, at that time had a board-yard at the foot of the street. Abra- ham Browning built a ferry-house on the south side of Market Street, on the site of the large store building of Taylor Brothers, on the corner of Market Street and Second. He also put up stables for the reception of horses and vehicles, as the boats at that time used on this ferry, as on all others on the Delaware, were small row-boats or wherries, and of insufficient size and capacity for the conveyance of market teams. Sails were used to propel the wherries when the wind was fair, and in the absence of wind, oars were applied ; but if the winds were adverse and strong, the boats awaited until the Fates were more propitious. Farmers usually un- loaded their produce and left their teams on the east side of the river, while they went to market or attended to other business in Phila- delphia. Abraham Browning improved the accommodations for landing by adding suf- ficient wharfing. The original place of land- ing of his boats at the times of high tide, however, was near the site of his ferry-

NAVIGATION AND SHIP-BUILDING.

375

house, a long distance inland from the present landing-place, all the land intervening being " made ground," in the language of the eom- mon populace. When he completed the erection of his ferry-house, Mr. Browning moved from his farm into it, and operated his ferry for about one year. Disliking the business, he had either as lessees or superin- tendents various parties, among whom were James Springer, Peter Farrow, Benjamin Springer, Wm. S. Paul and Edward Brown- ing. He continued to be the owner of this ferry until the time of his death, in 1836. It then passed into the possession of his heirs, who conducted it as their property until 1849. It was long known as the " Brown- ing Ferry." In 1849 a charter was obtained, as is evideneed by the following :

" Whereas, Abraham Browning, Maurice Brown- ing, Charles Browning, Edward Browning, Eleanor Browning. and Catharine Browning now own the ferries between Market Street, in the city of Cam- den, and the city of Philadelphia, with the real estate, boats, ships and appendages belonging there- to, which property not being in its nature suscep- ble of division without great prejudice, and liable to embarrassment or inconvenience by death or other misfortune while thus jointly held, the said owners desire to be incorporated, that they may, with greater security to themselves and advantage to the public, improve said ferries."

The name was the West Jersey Ferry Company, and Abraham Genge, Maurice, Charles and Edward Browning were made directors by the aet, to serve assuch until Oc- tober following, when others were to be eleeted and the number of directors increased to nine. This was the second of the ferries to pass into the hands of an incorporated com- pany, the Federal Street Ferry having passed into the hands of the Camden and Philadel- phia Ferry Company nine years before and the Kaighns Point Ferry to the South Cam- den Ferry Company three years later.

The presidents of the company have been Joseph Porter, William Clark and James B. Dayton ; secretaries and treasurers, Edward

Browning, Isaac Porter, Amos Rudderow. Benjamin Sutton, was the first superintendent, taking charge in 1849, followed by Daniel Bishop, and in 1852 by Wm. Morrell, who re- mained until January, 1857, when John G. Hutchinson, who had been master-mechanie, was appointed and has since continuously held the position.

When James Springer conducted the Ferry, in 1809, the boats landed within a short distance of the hotel on Front Street, but when the Browning heirs took eharge, thirty years later, the shore was moved westward by wharfing, extending the slips and filling up the low ground until the site of the ter- minus of the old ferry is many hundred feet inland, and the timbers of the " Mar- iner," " William Penn " and "Southwark " lie buried under Delaware Street, where they were moored when no longer serviceable.

In 1849 the company built the West Jer- sey Hotel, a large, handsome building, of which Israel English sometime afterwards took and retained charge until his death.

When the company was incorporated there were three boats connected with the ferry,- " Farmer," "Southwark " and " William Penn." The first two were replaced that year by the " Mariner " and the " Merehant," much larger boats. The " William Penn " was rebuilt in 1857. The " Mechanic " was built in 1856 by John Bender. The " Amer- ica" was built in 1867. The next boat was the "Columbia," an iron boat, built in 1877, with iron wheel-houses, gallies, frames and engine-house, the first ferry-boat on this river so completely fire-proof. The " Arctic," in 1879, and "Baltie " in 1884, followed. These are almost twin boats, with improve- ments upon the " Columbia " and larger, the dimensions of the " Baltic" being : Length of keel, one hundred and forty-five feet ; of deck, one hundred and fifty-seven feet ; beam, thirty feet ; over all, fifty-four feet ; with en- gines of forty-ineh eylinder and ten feet stroke. They are all powerful boats and

376

HISTORY OF CAMDEN COUNTY, NEW JERSEY.

crunch ice of formidable thickness. There has been no mishap causing loss of life on this ferry since its establishinent. In 1883 the Pennsylvania Railroad Company bought a majority of the stock and that corporation now controls the ferry. James B. Dayton was president for many years. The present board of directors is composed of Edmund Smith, president ; William J. Sewell, Wilbur F. Rose, Wistar Morris, Maurice Browning, Peter L. Voorhees, John F. Starr, Edward Roberts, Henry D. Welsh. John F. Joline is secretary and treasurer, and John G. Hut- chinson is superintendent.

THE GLOUCESTER FERRIES .-- The first ferry established at Gloucester Point was under a license granted to John Reading, in June, 1695. Boats were to ply between Gloucester and "Wickaco" (now Swedes' Church), Philadelphia. The ferry was con- ducted by him until 1707, when he sold to John Spey, who also kept a tavern. Spey sold the ferry, in 1722, to Joseph Hugg, who conducted it for eight years and sold to Rich- ard Weldon, who, in 1735, sold to John Ladd.

The distance from Gloucester to Philadel- phia was so great, and Cooper's Ferries so much nearer, that the ferries at Gloucester became, for a time, of minor importance. John Reading about the year 1693, established a ferry over Gloucester River (Timber Creek), but it was little used, and a bridge was built over that stream at a later day. The first ferry to Wickaco was continued and again came into the possession of the Huggs, who also conducted the Ferry tavern.

Leaving the intervening events to obliv- ion, and coming down to matters within the memory of the living (seventy years ago), Robert Wharton, one time mayor of Phila- delphia, is found running a ferry between the Broad Seal and Keystone States, the western landing being at Greenwich Point of to-day, and the eastern landing at the " Old Brick," the only hotel then in Gloucester.

The boats used hy "Mayor" Wharton, as

the people called him, and by his son-in-law, Samuel Shoemaker, who succeeded him, were flats, propelled by horses,-in some cases walking in a circle, turning a windlass; in others, walking in a tread-mill. One of the latter, arranged for six horses, was deemed a wonder in its way, but a " north wester" was sufficient to keep it in the dock until the wind abated. No regular trips were made. When a boat was landed ou the Pennsylvania shore the men would throw themselves on the grass, in the shade, until a return load would come along, or the tolling of the bell, on the other side, notified them of a fare waiting to cross.

In 1835 Shoemaker became financially em- barrassed, and the ferry, with many acres of land-a hundred or more-was bought by Robert Wharton Sykes, a Philadelphian lawyer, nephew of Mayor Wharton, for five thousand dollars. This land, with its im- provements, is now worth a million, while the ferry property alone could hardly be pur- chased for one fourth of that sum.

Sykes was the first to use steam here, but not at once. The following notice, posted on the boats in 1837, explains the character of the accommodations :

" NOTICE.

"No smoking. No smoking of cigars or tobacco is allowed on this boat, as, from the size and con- struction of the boat, it is impossible to assign any distinct part for smoking."

Sykes built the steamboats " Robert Whar- ton " and "New Jersey," the latter made memorable in 1856, twenty years afterwards, when she was destroyed by fire, losing sixty of her passengers, while making a trip from Philadelphia to Camden, the Camden and Philadelphia Ferry Company having pur- chased the boat from Captain Loper, who found her too small for the Gloucester business.

Until 1845 the boats only ran to Green- wich Point, excepting on Sundays, when trips were made to Philadelphia ; but about

377

NAVIGATION AND SHIP-BUILDING.

that time, or a little later, Captain Richard F. Loper, of propeller fame, obtained con- trol of the ferry, on terms requiring boats to run to Greenwich Point, which not being done as stipulated, led to opposition between the two, Loper's boats running to Almond Street, Philadelphia. The number of passen- gers rapidly increased, requiring larger boats, and, in 1846, the " Stockton " was built ; in 1847, the " Fashion ;" in 1848, the " Peytona " and the " Eclipse," named after celebrated race-horses of the time, and re- sembling them only in name. Among the captains and pilots of these years were Peter Bender and George Bender, now filling like positions on the Kaighns Point Ferry. Alex- ander A. Powell, the oldest living native of Gloucester, piloted the " New Jersey " at one time. Captains Manley Smallwood and Andrew Muller were noted men under Shoe- maker and Sykes. The latter is still enjoy- ing a green old age, near Blackwood, living on a well-earned competence.

In 1850 the Philadelphia Ferry Company was incorporated to run a ferry from Glou- cester Point. William M. Baird and Benja- min F. McMurtrie were associated with Loper as the company, McMurtrie being superintendent, and the ferry was removed to its present site. This company managed the ferry for a time, when it was leased to Charles Stewart, and subsequently the com- pany was Stewart & Shaler. The "Curlew" and " Eagle " were added to the fleet, and still their capacity was unequal to the crowds that flocked to Gloucester Point. Loper, to secure himself from loss, was compelled to resume control, and in 1863 Wilmon Whill- din, the noted river steamboat man, became associated with him. In 1865 Loper sold out to A. Heckman, who had been his right- hand man from the first. Whilldin and Heckman ran the ferry until the death of the former, in 1869, when his son-in-law, William M. Farr, succeeded to his share, and since that time Farr and Heckman have been

sole owners, with Captain Heckman as su- perintendent and Frank B. Heckman assist- ant.

The travel to Gloucester Point had largely increased and for twenty years had been of enormous proportions, taxing to the utmost the carrying capacity of the boats. A better class of accommodations were provided in the way of commodious sitting-rooms at the termini. Two large boats-the " Fulton " and " Exchange"-were put on, and two of the most spacious ferry-boats on the river were built-the " Peerless" in 1872 and the " Dauntless " in 1876. These boats having a capacity for carrying from fifteen hun- dred to two thousand persons, are crowded at times, but all are secure and comfortable. Among the names familiar to the ferries are Samuel Tatem, superintendent, with Sykes in the " forties " and with Whilldin twenty years later, and a member of Assembly in 1864 ; Edmund Hoffman, many years col- lector at the ferry, three times president of City Council and a member of Assembly in 1858; John Gourley, a well-known ferry- man, was a member of City Council and did much to promote the building of the water- works by the city.

In 1852 Captain William Albertson, backed by David S. Brown, started an oppo- sition boat to Philadelphia, using the steamer " Kent" for the purpose, and the next year the "Sun " was added. Ex-Mayor William H. Banks was captain of the "Kent," which was barned and the opposition ended.

PHILADELPHIA AND CAMDEN BRIDGE COMPANY .- A second effort was made to build a bridge across the Delaware River in 1869, and on the 9th of March in that year an act was passed by the Legislature of New Jersey, by which a company was incorporated and authorized to raise stock of two million dollars. The bridge was to be not less than thirty feet in width. On the 5th of March, 1872, the time allowed for beginning the bridge was extended two years and for com-

378

HISTORY OF CAMDEN COUNTY, NEW JERSEY.

pleting four years. The time passed, the bridge was not even hegun and the rights under the act were forfeited. The corporators named in the act were Joseph Pollock, Mor- ton McMichael, Thomas Speakman, Alexan- der G. Cattell, Presly B. O'Neill, William Moore, Edward Bettle, Henry L. Bonsall, George S. Woodhull, Simon Cameron, P. C. Brinck, James Page, Henry M. Phillips, John C. Tatum, Hector Orr, Charles Cox, William A. Newell, Thomas Shaw, William Nicholson, Reynell Coates, James H. Orne, Edwin H. Fitler, W. H. Kern, Nathan Hillis, Robert E. Randall, Marmaduke B. Taylor and Sinnickson Chew.

THE CREEK FERRIES AND BRIDGES .-- When settlement began in this region the first road from the northern settlement was the King's Highway, which crossed Pensau- kin and Coopers Creeks near their heads, where they were fordable, and the settlements lower down were reached by boats floated down the stream or by bridle paths. As travel increased, more direct routes were de- manded, and on the 1st of December, 1702, John Champion came before the court of Gloucester County and asked for a license to establish a ferry over Coopers Creek, which was granted. John Reading, who was then clerk, made the following entry concerning it : " John Champion makes great complaint of his great charge in setting people over Coopers Creek at his house, whereupon ye Grand Jury propose that in case ye said Jolin Champion will find sufficient convenience to putt people over at all seasons, the said Champion may take for ferriage as follows, viz .: For two persons together, two pence per head ; for one single person, three pence ; and a man and a horse, five pence.

" To which ye Bench assents."

It will be noticed no provision was made for carriages or wheeled vehicles of any kind, and it was not until 1736 that wagons, ox- carts, coaches and carriages are noticed in toll rates. This ferry was at the foot of School

House Lane, and was probably the one which Humphrey Day kept in 1733. The location is now on the Barton farm, in Delaware township. Later, as Coopers' Ferries became more extensively known as the great crossing- place to Philadelphia, travel sought a still more direct route from Burlington, and Samuel Spicer, who lived lower down on Coopers Creek, established a ferry about 1736, where the Westfield and Camden turn- pike comes to that creek. This "Spicer's Ferry" comprised a flat-boat, which was drawn from shore to shore by ropes, and was large enough to transport a few horses or cattle. It was continued until 1764, when a bridge at the place was erected in its stead.

John Reading, on June 1, 1695, asked for a license for a ferry over Gloucester River1 (Timber Creek), which was granted. In 1740 he also asked for a license for a ferry over Pensankin Creek. It does not appear that either of these ferries were established. Over all the streams in Camden County, at places where there was much travel, roads were soon after made and bridges built.

The first account of a bridge within the limits of the county of Camden is contained in the court records of Gloucester County, under date of December, 1687, at which time Francis Collins (who then lived on the Kings Highway, near the place which later became Haddonfield) was engaged "to build a bridge over ye npper branch of Gloucester River " (Timber Creek), and at the same term "com- plaint was then made to the grand jury " for want of sufficient bridges in several places on ye part of road leading to Salem." This road was the Kings Highway, and the five several places were probably at Pensaukin,

1 The proprietaries of Gloucester, at a meeting held June 12, 1687, passed a resolution of which Section 14 declares " That the creek heretofore and commonly called by the name of Timber Creek, be and is hereby nominated and is henceforth to be called by the name of Gloucester River."

379

NAVIGATION AND SHIP-BUILDING.

Coopers, Newton, Great and Little Timber Creeks, all within the bounds of Gloucester County at that time.

In June, 1696, the grand jury presented the necessity of making bridges on the road towards Egg Harbor, and John Hugg, Jr., Thos. Sharp and Thos. Gardiner were ap- pointed to make the examination and build them. In September of the next year the grand jury presented " ye northerly branch of Gloucester River, and ye logge bridge in ye fork thereof" for repairs, which were ordered made by the court. In January, 1715, by act of Assembly, a Board of Free- holders was established and the road and bridges were placed under their care. On April 5, 1815, at a meeting of freeholders, Constantine Ward and Wm. Harrison were chosen managers to rebuild Timber Creek bridge, and " to make it in breadth from out- side to outside eleven feet, the sleepers and campsills made of good white oake got in a proppre seate, and to jutt over as is necessary to Rayse ye Bridge on of each Syde."

In January, 1716, complaint was made to the Assembly that the bridge on Salem road over Gloucester River was in bad condition, that the expense to towns was great and ask- ing that it be placed to the care and expense of the county, and an act was passed at the same session to that effect. The bridge mentioned in this act is the one which was ordered built by the freeholders in 1715, and this act legalized their action.

In 1733 a bridge over Timber Creek was repaired, as the minutes of the Board of Freeholders of the County of Gloucester, bearing date December 11, 1733, contain the following : "The justices and free- holders have appointed George Ward and Constantine Wood to be managers to repair Timber Creek Bridge, and also that fifty pounds shall be raised to defray the charge of the said repair."

On the 15th of January, 1739, the records of the Board of Freeholders contain the fol-

lowing : "Samuel Harrison and George Ward, who were at last meeting appointed managers to repair Great Timber Creek Bridge, on viewing ye said Bridge, find it not to be in condition to be repaired, but that it must be Rebuilt, and, therefore, the Board order that the sum of One hundred and Sixty Pounds be raised for ye Building ye said Bridge & for the Countys use, and that ye said sum be levied as follows," etc. In 1773 John Hinchman, Isaac Mickle, Joshua Lord and Joseph Hugg were appointed to repair the bridge and expended £202 15s. 7d., which was more than it cost in 1739. This bridge was destroyed by the British forces October 21, 1777, preceding the battle of Red Bank ; the account of its rebuilding is not obtained.

On the 27th of February, 1796, an act of Assembly was passed authorizing the inhabit- ants of Deptford and Gloucester to rebuild and keep in repair the upper bridge over Great Timber Creek, and to be under the care of overseers of highways, who were to construct it so as to afford passage for all boats or vessels as have occasion to pass up the stream.

A truss bridge was built over Great Tim- ber Creek in 1828, and February 28th, in that year, an act was passed regulating travel over it.

On the 28th of June, 1766, an act was granted by the Assembly for building a bridge over the north branch of Great Tim- ber Creek, at Abraham Roe's Landing. De- cember 6, 1769, an act was passed to con- stitute Great Timber Creek a lawful fence, and to build a bridge over the creek from lands of Samuel Clement (deceased) to lands of George Marple (deceased). It was at this place the troops of Count Donop, the morn- ing of October 22, 1777, passed over on their way to Red Bank, by reason of the destruc- tion by the American troops of the lower bridge.

By an act of Assembly December 7, 1763,

380

HISTORY OF CAMDEN COUNTY, NEW JERSEY.

which provided for the laying out of a road from Timber Creek over Newton Creek, near its mouth to Coopers' Ferries, authority was grauted to erect a toll bridge over New- ton Creek. It was soon after erected, and June 24, 1767, the county of Gloucester conveyed the bridge and its rights to William Garrard, and his heirs and assigns, with power to build a house within the bounds of the road, for more convenience in receiving toll.1

In 1813 the freeholders of the county were authorized to purchase the bridge; the act was amended in 1815 and the bridge soon after purchased, since which time it has been free.

The first bridge over Coopers Creek was undoubtedly constructed on the Kings High- way, near Haddonfield, under action of the grand jury on the complaint made to them, in 1687, of lack of sufficient bridges on that road. In 1769 Jacob Clement was employed by the township of Newton to repair this bridge. The present stone bridge was erected in 1845.

On the 28th of November, 1760, an act of Legislature was passed authorizing the laying out of a more direct road to Burling- ton, and the erection of a bridge over Coopers Creek "at the place commonly called Spicers Ferry, of sufficient height above high water to allow such boats as usually ply the creek to pass under loaded or unloaded without their masts." The act appointed as commis- sioners to attend to its erection William Fos- ter, Joshua Bispham, Esquires, Edmund Hollinshead, John Atkinson, John Hoskins, Joseph Morgan, John Lippincott, John Cox, Daniel Cooper and Benjamin Cooper, Jr. The act also provided that the owners of

the ferries should pay twenty per cent. of the amount needed, that voluntary subscription should be received for six months. The people residing between the Salem road and the Delaware River, in Waterford township, and upon Coopers Ferries should pay by tax sixteen per cent. of the amount required, after which the balance of the amount was to be assessed upon Burlington County, ex- cept the townships of Egg Harbor and Not- tingham. The road was straightened, and in 1762 the bridge was completed. It was kept in repair, and in 1833 was rebuilt as a truss bridge.

On January 19, 1748, an act was passed allowing the inhabitants to build a bridge over Pensaukin Creek, probably on what is now the Westfield and Camden turnpike, but it was not then built. A bridge was probably erected there, not far from 1764, when the Spicer Bridge was erected, but no account of it has been obtained. The bridge over the Pensaukin on the river road was erected in 1883.

On the 7th of March, 1850, the Board of Freeholders of Camden County were author- ized. to erect the bridge known as the Browning Bridge. It seems not to have been built at the time, as an act passed the Legislature, January 25, 1855, authorizing the erection of a bridge at the same place, where was "a new road recently laid out," to connect the Moorestown and the Haddon- field and Camden turnpikes. The bridge was built soon after.

The State Street Bridge, in Camden, was built in 1856, under an act passed March 6th in that year, which required that the bridge should be provided with a draw forty feet long.

NAVIGATION OF COOPERS CREEK .- This creek, like other streams, was used as a high- way in the early settlement, and as early as 1749 boats and flats were deemed of sufficient im- portance to render them liable for taxation, and from that year they were taxed. Boats

1 Garrard was keeping a ferry at some place within the limits of Gloucester County in 1733, as in that year he was taxed on a ferry seven shillings. Tatems, Tay- lors and Medcalfs Ferries were also taxed in that year. Medcalfs Ferry was at Gloucester, and it is probable that the others were then keeping the Cooper Ferries, as the names of the Coopers de not appear in the list.

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 58

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