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INDIAN TRAILS AND EARLY ROADS. - Colonel Thomas H. Benton once said that the buffalo established the courses and positions of the great highways across the continent, which, in a broad sense, is true; but in the Eastern States it is more exact to say that the present routes of travel by land were first indicated by the aborigines.
In almost any given region of territory it will be found that the centres or chief seats of the past and present populations have occupied practically the same ground, and so general is this rule that where a marked exception has occurred, peculiar and potent causes may be looked for as its explanation. As a natural sequence to this truth that the centres of population of successive races have been generally one and the same, it follows that the highways of travel in the past and in the present must similarly coincide or approximate. The lines along which, with roar and rumble, the locomotive now rushes with its mighty load, making an old-time day’s journey in sixty minutes, are almost exactly coincident with the first rude wagon-roads of the pioneers of two centuries ago, and also with the paths or trails along the water-courses and through the easiest mountain passes trodden from time immemorial by the moccasined foot of the red man. In one respect, then, it is literally true that civilization has followed in the footsteps of barbarism; that the skilled surveyor and engineer has followed with scientific instruments where the ignorant savage first went, guided only by the instincts of woodcraft. The difference between the new and the old is far less in the direction or lines of communication than in the method of travel, and the moderns, with all of their wisdom and knowledge, have done little besides making grand improvements on old routes - building with stone and iron and steel, it is true, but, nevertheless, along the course of the old, narrow, leaf-strewn path that the Indian first found out was the most direct and practicable line of communication between two given points.
The Indian trail which led from Perth Amboy to Salem, where in early times was an Indian village, was one of the earliest routes used by the whites at the time of their first explorations in New Jersey. It passed through Haddonfield, at which place was an Indian village and considerable cleared land, which later was known as the "Great Field." George Fox, during his travels in America in 1672, in his journey from Maryland to New York, passed along this trail through West Jersey. In his journal he says: "We came one night to an Indian town and lay all night at the King’s house, who was a very pretty man. Both he and his wife received us very lovingly, and his attendants (such as they were) were very respectful to us. They laid mats for us to lie on, but provisions were very short with them, having caught but little that day."
Soon after West Jersey was vested in the proprietors, they felt the importance of opening a highway between the towns of Burlington and Salem, these being the only towns in West Jersey prior to 1682, and also the county-seats of Burlington and Salem Counties. Accordingly, on the 12th of November, 1681, the Legislature of New Jersey passed an act authorizing the laying out of a highway between the two towns. The act provided for the appointment of twenty men - ten from Burlington and ten from Salem County - who were to carry out its provisions. At that time there were no white settlers within the limits of Camden County, except possibly a few families of Swedes, who formerly lived on the site of Fort Arawomac, at the mouth of Pensauken Creek.
The road then laid out followed the old Indian trail, which led from the site of Perth Amboy through the site of Burlington to Salem, where was formerly an Indian village. It crossed the streams near their sources, where they were easily forded. The ford through Coopers Creek at first was a short distance above Haddonfield, at a place later known as Uxbridge. This road was merely a bridle-path, and very crooked. As the amount of travel increased, the road was straightened and widened; but as for many years the early settlers traveled on horseback only, it was not until about 1730 that carriages of any kind were introduced. The first settlers usually located on land along the streams, and small boats were used on them to convey produce and merchandise.
When towns were laid out along the line of this road, which was known as the "Kings highway," the roadway through the town was increased to one hundred feet in width. It is quite evident that the line of the road where it passed over Coopers Creek was changed quite early, as, the 13th of March, 1744, the town -meeting of Newton agreed that "ye Mill hill near Isaac Kays, in the road to Burlington, be mended."*
A bridge was built over Timber Creek (called also, in the early records, Gloucester River) as early as 1687, an account of which will be found in the article on Creeks and Bridges.
The aborigines fixed the pathways from the Atlantic Ocean to the Delaware River, across the State of New Jersey, and long before the white men attempted to explore the forests, the lines of travel through the country had become plain and beaten paths. For many years after the first settlements on the ocean and the river the only track between them was along these Indian trails." Several of these were through Atlantic and Camden Counties; one began at Somers Point
Point and extended along the east side of Great Egg Harbor River, so as to pass to the north of the heads of the branches of Babcocks Creek, over the low lands to the tributaries of Little Egg Harbor River, called "the Locks," by the Blue Anchor tavern, crossed the head of Great Egg Harbor River at Long a-Coming (Berlin), passed a short distance south of Haddonlield, over the middle branch of Newton Creek at Atmores Dam, and thence to Coopers Ferry. This trail was used as a road many years, and as early as 1696 was known as the Philadelphia and Egg Harbor road. It was not laid out according to law, and has been abandoned. It may be described in this county as lying between the road from Camden to Berlin, by way of Kirkwood and the road from Camden to Berlin, by way of Haddonfield. There were three noted taverns on the route, -one at Atmores Dam, which was built and kept by John Willis, then kept by Joseph Kinlee, and after 1718 by Thomas Atmore, and it being at the head of navigation of the stream, considerable shipping was carried on from this place.
"Inside the low ceilings and ill-arranged rooms told that ventilation and convenience were not regarded; yet the well-sanded floors and the bright pewter dishes betrayed the good housewife and thrifty matron. The bar-room opened by a double door, cut horizontally, and within might be seen the crib which screened the liquors and protected the dealer. The immense open fireplace, arranged with a bench on each side, made sitting room for guests by day and beds for dogs at night - to say nothing of the straight-backed slat-bottomed chairs that stood around the walls. The visitors were mostly rude, uneducated people, unused to the refinements of society and contending with adversity in its many shapes.
"At this old tavern might occasionally be seen a party of hunters, pledging their good opinion of each other in a bowl of whiskey-punch or ‘stone fence,’ and enjoying, in their peculiar way, the last of a successful chase. Wrestling, running and jumping were indulged in when a few of the neighbors met, and every man that participated was soon graded as to his ability in each. The fare was abundant, and such as the epicure of the present day would revel in. It was dried venison, bear’s meat, fresh fish and wild fowl, with cornbread or hoe-cake well prepared, and made inviting by the tidy appearance of the surroundings. The liquors also, although drawn from wooden casks and drank from horn tumblers, imparted an invigorating healthy effect, and, when evaporated by a good night’s sleep, left no suspicious feelings after them."
In later years elections and public meetings were held at this old tavern. The Blue Anchor Tavern as early as 1740 was kept by John Hider. It became a central point on the route and retained its importance until the railroad passed through that region. Another tavern was kept at Long-a-Coming before 1780 by Samuel Scull. Three roads joined the main line or trail; the first left the mouth of Little Egg Harbor in a westerly direction and joined the trail near the head of Landing Creek, one of the branches of Little Egg Harbor River. The second began near Mullica’s plantation, a short distance from Batsto, and going westerly between the streams, joined the main trail near the old Beebe place, about one mile south of Winslow. This is known as the old Fork road. The third was known as the old Cape road, and started in Cape May County. It crossed Tuckahoe River northerly to Hospitality stream below Coles Mill, thence to Inskeepsford, and joined the main road at the Blue Anchor.
At the June Session of Gloucester County Court in 1690, John Hugg, Jr., Thomas Sharp and Thomas Gardiner were commissioned to mend and mark for about ten miles of the road leading out of Gloucester toward Egg Harbor, and James Steelman was elected overseer of highways to mark and make the road from Egg Harbor towards Gloucester. Just one year afterward the court instructed Andrew Robeson, Thomas Sharp and William Dalboe to open a road from Oldmans Creek to the mouth of Gloucester River (Timber Creek), "and so from Elias Hugg’s up to ye old Road;" and in September a speedy repair was ordered of the log bridge on the northerly branch of Gloucester River.
The place known as Cooper’s Ferries (now Camden), within a few years after the settlement of the whites, became noted as the great crossing-place to the town of Philadelphia, which was the largest town in the region, and a more direct route was needed to the ferries than by the King’s Highway, which passed about seven miles east of the ferries. Coopers Creek was navigable from Axford’s Landing, from whence passage was down the stream. A bridle-path was also on the south side of the creek, which later became known as the "Ferry Road." As early as 1702 a more direct route was made lower down, in what is now Delaware township, and crossing the creek on what is now the Barton farm. In the account of the "Creeks, Ferries and Bridges" will be found the complaint of John Champion, who lived at that place, that many people were calling upon him to carry them over the creek, and asking for a license for a ferry, which was granted.
This route was evidently used as late as 1733, and perhaps a few years later, as in that year Humphrey Day kept at the place a ferry and a tavern. About 1736 a still shorter route was made lower down, and on the line of the road now known as the Burlington Pike, which crossed Coopers Creek at the residence of Samuel Spicer, who established a ferry at the place and continued it until 1762, when a bridge at the place was completed. On the 19th of January, 1748, by act of Legislature, commissioners were appointed to lay out a more direct road from Coopers Ferry to Burlington and to build a draw-bridge at Spicer’s Ferry. On the same date an act passed allowing the inhabitants in the vicinity to raise funds by subscription to build the bridge but it does not appear that any action was taken under the authority of these acts, and the subject was not again brought up until November 28, 1760, when the Legislature passed an act authorizing the erection of a bridge at Spicer’s Ferry and the laying out of the road to Burlington, in a more direct course. Commissioners were appointed and authority given to raise by tax and subscription the amount of money needed to complete the work.
The road was shortened and improved, and in 1762 it is mentioned in a deed as "The Great Road to the Ferry," and in 1764 another read also was laid out from the bridge to the ferry. This, in 1769, is mentioned in records as "The new road from Benjamin Cooper’s ferry to the new bridge over Coopers Creek." In 1778 Jacob Cooper laid out the town of Camden and established Cooper Street, and in 1774 Market Street was established and by act of Assembly June 20, 1763, the road and bridges from Cooper’s Ferries to Mount Holly were placed under the care of commissioners.
One of the first roads that became a necessity, after the Kings Highway, was from Kay’s mill, then on south side of Coopers Creek, near Haddonfield, to the Royden and Cooper Ferries. A bridle-path was made along the south side of the creek very early, and on the 8th of December, 1761, James Bloom, John Gill, John Hinchman, Joshua Stokes, John Hider and John Collins, surveyors of highways, under instructions laid out a road, four poles in width, along the general route of the old bridle-path beginning at the corner of William Griscom’s shop, on the King’s Highway (now Braddock’s drug store), to Coopers Ferry, it being six miles and twenty-six perches.
On the 8th of March, 1762, the surveyors of highways laid out a road from the southeast branch of Pensauken Creek towards "the new bridge erected from Samuel Spicers Landing across Coopers Creek;" to begin at a bridge erected by Samuel Burroughs, across the southeast branch of Pensauken Creek, and at his gristmill. This road was laid out four rods wide and passed through the east end of Thomas Spicer’s land, over the head of Henry Woods Creek, and to the "Burlington New Road."
On the 24th of March, 1762, a road was laid from Long-a-Coming (Berlin) to Cheesemans or Webers landing, on the northerly branch of Great Timber Creek, past Andrew Newman’s mill and over "Ephraims Hill." This road intersected with a road previously laid out from John Hillman’s mill to Gabriel Davis’ house.
On December 7, 1763, an act was passed by the Assembly for laying out "a more direct read from Timber Creek, over Newton Creek, near the month thereof, to Coopers Ferries, and for erecting a bridge over Newton Creek," which was subsequently made a toll-bridge. Isaac Cooper, John Buzby, James Whitall, John Sparks, Joshua Lord and James Hinchman were appointed to lay out the road and build the bridge.
On the 8th of December, 1766, commissioners appointed for the purpose laid out a road, four rods wide, from the division line of Burlington and Gloucester Counties, at Eves Bridge, in the township of Evesham, to the great road from Burlington to Salem, between lands of Simeon Ellis and William Ellis, now Ellisburg.
In the year 1767 the surveyors of highways for the townships of Waterford, Newton and Gloucester were Josiah Shivers, Abraham Innskeep, Waterford; Isaac Kay and Edward Gibbs, Newton; William Hugg and John Griffith, Gloucester. On the 2d of March in that year they laid out a road from the "mansion-house of Thomas Ellis, at his grist-mill, to the new road lately laid out and leading from Burlington to Coopers Ferry." On the 26th of May following, they laid out a road from the north end of Newton Meeting-house grounds, through lands of Stephen Thackray, Richard Collins and Jacob Stokes, to the great road leading to Haddonfield. This is evidently the present Collings Avenue.
May 16, 1769, a road was laid out from "the gate on Joseph Morgan’s plantation, at the mouth of Pensauken Creek, to the great road that leads from Burlington to Coopers Ferries."
On the 13th of November, 1770, a road was laid out from the "new bridge erected over Great Timber Creek, from the meadow-ground of Jacob Clement to the lands of George Marple, deceased, at a place formerly called Ashbrooke’s Landing, to a read formerly laid out." The bridge here mentioned is now known as "Clements Bridge."
April 18, 1775, a read was laid from Eves Bridge, through lands of Daniel Lippincott, Charles French and David Davis, past lands of Francis Kay, Samuel Murrell and Samuel Eastlack, to the read from Moorestown to Haddonfield, at Murrell’s school-house.
April 14, 1775, the surveyors laid out a road from the Burlington County line, at a bridge near Samuel Collins’ house, through lands owned by him, by John Morton, Ezekiel Lindsay, and on the line of lands of Kindall Cole and late John Cowperthwait to the road from Moorestown to Haddonfield.
On the 27th of May, the next year, they also laid out a road from the corner of land of Jacob Stokes, at the north side of Atmores Dam, along the line of land of David Branson and Caleb Atmore, through land of John Redman to the King’s Highway from Burlington to Salem.
March 23, 1783, the surveyors laid out a road "from John Barton’s grist-mill to the bridge between Samuel Lippincott’s two plantations; thence to cross at the head of a branch by James Inskeep; thence in a direct course through William Bates’ land to Punch Bridge; thence along the old road to the school-house upon William Bates’ land; thence along the old road through Nathaniel Lippincott’s land to Naomy Jones, so over the bridge between the said Jones and the place formerly William Sinister, so along the road as it now lieth through Jonathan Ellis’ land; thence along the old road through Isaac Kay’s land to an old field formerly called Joshua Kay’s field; then leaving the old road on the right hand and then on a direct course through Kay’s land, fronting Isaac Kay’s old brick-yard; then upon a short turn to the old cross-read; thence along the old road down to Kay’s mill bridge; thence over the bridge along by the mill; thence between the Orchard and the meadow, so into the King’s Road."
A road was laid out "Two poles or perches wide, April 12, 1786, to lead from a gate at the outside of Benjamin Morgan’s land to the great road by John Burrough, Jr’s., land and at the school-house on his land." (Benjamin Morgan then resided in the house now occupied by John D. Hylton).
March 5, 1788, a road was laid out from Newton Meeting-house to the toll-bridge road which then crossed Newton Creek from Gloucester to Camden. This route was changed April 15, 1795, and terminated at the toll-bridge road "where the Ditch that vents the pond by Joseph Kaighn’s house crosses the same."
August 9, 1789, a road was laid out from near Blackwood Meeting-house to the road over Chews Bridge, now Chews Lending.
A struggle began October 19, 1793, for a road from Chews Bridge (now Chews landing) to Coopers Ferries, which lasted several years. It was laid out at the date above mentioned and passed Newton Meeting-house. Caveat was entered, and it was set aside by the court December 24, 1793; again laid out April 8, 1794, its terminus being at the Haddonfield road, near Marmaduke Cooper’s. Caveat was again entered, and it was vacated by the court December 27, 1794. A few years later it was opened on the present line, and is now in use.
October 29, 1799, a road was laid out from Long-a Coming to the Blue Anchor tavern, nearly on the line, but Eastwardly, of an old road and Indian trail of which mention has been made.
On the 28th of July, 1807, a road was laid out from the "place where William Vansciver keeps tavern," on the read from Burlington to Coopers Ferry, along the same and partly on a vacated read laid out in 1803, to the bridge over Coopers Creek. The tavern of William Vansciver was the old Sorrel Horse tavern. The read follows a route that had been used over forty years.
October 5, 1808, a road was laid out from Eve’s Causeway to Clements Bridge over Timber Creek, now known as Spark’s Mill road.
April 27, 1809, the read known as the Church road was laid out from the Mount Holly stage-road, where the Cove road intersects, to the Moorestown and Haddonfield road, near Colestown Church.
The French, or Sorrel Horse road, as it was early known, which ran from the Sorrel Horse tavern to Haddonfield, was laid out between 1805 and 1810.
Other roads were laid out as the country became more thickly settled, and the old ones were shortened and improved and placed under the care of overseers of highways.
TURNPIKES. - The Haddonfield and Camden turnpike was first a bridle-path, and, in 1792, regularly laid out, became the great highway from Haddonfield to Cooper’s Ferries. In 1820 subscriptions were obtained from these interested, and, under charge of John Roberts, John Gill and John Clement, it was graveled its entire length. The first effort to build a turnpike in Camden County was over this route, and on the 9th of March, 1839, an act of the Legislature was passed, which provided for the incorporation of the Haddonfield and Camden Turnpike Company, when five hundred shares of the stock were subscribed. The company was authorized to hold twenty thousand dollars as capital stock, with privilege to increase to fifty thousand dollars, the par value of a share to be twenty-five dollars. Thomas Redman, John Gill, Samuel Nicholson, Joseph W. Cooper and Abraham Browning were appointed to open books and receive subscriptions. The act provided that the road be four rods in width, and thirty two feet to be arched and drained, and to be fifteen inches higher in the centre than at the sides.
For some reason the company was not organized under this charter, and, on the 26th of September, 1844, a meeting was held in the Friends’ School-house, at Haddonfield, to take into consideration the subject of improving the road. Jacob L. Rowand was appointed chairman and Thomas Redman, secretary. A committee was appointed to ascertain the best place to obtain gravel and the probable cost of improvement. Another meeting was held November 21, 1846, "to consider the utility of macadamizing or turnpiking the road and of incorporating the same." Jacob L. Rowand, Clunks L. Willitts, Dr. Charles D. Hendry, Charles H. Shinn, Joseph L. Shivers and John Clement, Jr., were appointed to ascertain the amount of money that could be raised and the probable cost of building and the right-of-way. An act was passed by the Legislature, March 2, 1847, incorporating the company and appointing as commissioners, to receive subscriptions, Joseph Porter, John Gill, Samuel Nicholson, Joseph W. Cooper and Joshua P. Browning, or any three of them. The capital stock was placed at twenty thousand dollars, in eight hundred shares of twenty-five dollars each; books were opened at the hotel of Thomas A. Pearce, in Haddonfield, Thomas P. Clement, Camden, and Jacob Leach, at Long-a-Coming (Berlin). Commissioners Nicholson, Browning and Gill were in attendance, and in a short time eleven thousand dollars was subscribed.
On August 11, 1847, the following persons were chosen directors, viz.: John Gill, Joseph Porter, John Clement, Jr., Richard W. Snowdon, Edward Browning, Samuel Nicholson, Josiah B. Evans, John E. Hopkins and Daniel Conard. The board organized the same day by the election of Samuel Nicholson as president and Jacob L. Rowand as secretary and treasurer.
A contract was made with James Tuthill & Co. to construct the road, which was soon begun and finished in due season. The turnpike was to be built from Haddonfield to Camden, terminating at the latter place, at the junction of the old road with the Chews landing road. A supplement to the original act authorized the company to extend their road along the public road in Camden to Federal Street, and thence by way of Seventh Street to Market Street.
The turnpike, under the act of 1847, was to be made thirty-two feet in width, arched and drained, and sixteen feet of it to be compactly bedded with stone or gravel.
It has been kept in good repair from that time to the present, and, on July 1, 1886, declared its seventy-third dividend. Richard W. Snowdon was elected president in 1849 and served until his death, in 1868. Samuel Nicholson was chosen to succeed him and served until 1881, when the present president - John H. Lippincott - was elected. Jacob L. Rowand was chosen secretary and treasurer at the organization and served until his death, September 14, 1883, immediately after which his son, J. Lewis Rowand, was elected to fill the vacancy.
Before the completion of the turnpike above mentioned the people of the county became much interested in the subject, and petitions were sent to the Assembly, asking for the incorporation of several companies desiring to build turnpikes in the limits of Camden County. On the 28th of February, 1849, the following companies were incorporated: Moorestown and Camden, Camden, Ellisburg and Marlton, Woodbury and Camden, Westfield and Camden and Williamstown and Camden. The mutes over which the companies were desirous of building pikes were, in all cases, old-established roads, and the acts of incorporation provided that the road-beds should be at least thirty-two feet in width, arched and drained, and sixteen feet thereof should be made of stone, gravel, or plank, the bridges to be from eleven to twenty feet in width.
The Moorestown and Camden, Camden, Ellisburg and Marlton, and the Westfield and Camden Companies were all chartered February 28, 1849, and the southern terminus was at the Truss Bridge, over Coopers Creek, in Camden. From the point of junction the three companies united in building the turnpike to the bridge. The excessive travel upon this part of the road in later years required a more substantial road, and it has been laid with rubble, which has since been relaid. The companies were not organized at once, as some time was required to obtain subscriptions. They were, however, built between 1852 and 1855.
In 1840 the attention of the people living along the line of the Moorestown and Camden road was called to the necessity of turnpiking or graveling the heavy and sandy parts of the road. The question was agitated, and, on the 16th of January, 1841, a meeting was held at Daniel Bennett’s hotel, in Moorestown, at which three persons were selected to report at a future meeting the most desirable way of improving the road, and Richard M. Hugg, William Collins and Samuel Church were appointed to solicit subscriptions for the purpose. At a meeting held February 8, 1841, the committee reported the cost at two thousand dollars per mile. Subscriptions were obtained, and, three years later, on the 15th of August, 1844, a meeting of subscribers was held, to take measures to gravel the road. But little more was done until 1849, when the Moorestown and Camden Company was chartered. Amos Stiles, Elisha Hunt, Allen Jones, Levi Barton, Joseph A. Burrough and Benjamin W. Cooper were authorized to open books for subscription to the amount of fifty thousand dollars. An amount was subscribed, in course of time, sufficient to perfect an organization, and Edward Harris was chosen president and Dr. J.J. Spencer, treasurer.
The road was built of gravel, as specified in the act. Two toll-gates were erected. On the 17th of February, 1853, the company, by act of Assembly, was authorized to construct a road to connect with the Mount Holly and Moorestown turnpike, and on February 12, 1855, to connect with the Fellowship and Church roads, in Burlington County. The company have united with the Westfield and Camden turnpike to build a macadamized road, eighteen feet in width, from the point of junction with that road to the point of junction with the Camden, Ellisburg and Marlton turnpike.
Upon the death of Mr. Harris, Richard M. Hugg, was chosen president, and was succeeded by Emmor Robert, who is still president. Dr. J.J. Spencer, as treasurer, was succeeded by the present incumbent, Israel Hewlings. John S. Collins is the present secretary.
The Westfield and Camden Turnpike Company was incorporated by an act of the Legislature, which authorized Samuel R. Lippincott, Nathaniel N. Stokes, John S. Hylton, William Folwell, Chalkley Gillingham, Jos. R. Weatherby and Nathan H. Conrow to open books for subscriptions. The capital stock was placed at seven thousand dollars, with privilege to raise to fourteen thousand dollars. Time road was to be built from the bridge over Pensauken Creek along the old Burlington road, to near the Truss Bridge over Coopers Creek. The roadbed was made of gravel, and in use until 1886, when arrangements were made to macadamize the road from the point of intersection with the Moorestown and Camden turnpike to Pensauken Creek, at a cost of seven thousand dollars per mile, which is now being done. The company united with the Moorestown and Camden Turnpike Company to macadamize the road eighteen fest in width, from the point of intersection to the intersection with the Camden, Ellisburg and Marlton pike. Upon the organization of the company Ezra Evans was chosen president. On the 4th of March, 1853, the company was authorized to construct a road from Pensauken Creek to connect with the Beverly and Mount Holly plank-road, which was done. The present officers are Heulings Lippincott (president) and Clayton Conrow (secretary and treasurer).
The first effort at making turnpike improvement on the route of the Camden, Ellisburg and Marlton turnpike was at a meeting held at the house of Joseph Ellis, at Ellisburg, on the 26th of September, 1844. The object of the meeting was to make arrangements to gravel the sandy parts of the road leading from Medford through Marlton to its junction with the Moorestown road near Camden. A committee was appointed to solicit subscriptions and ascertain the cost of the work proposed. But little was done until the act of incorporation was obtained, in 1849.
The Camden, Ellisburg and Marlton Turnpike Company had its origin in an act designating as commissioners to solicit subscriptions to the capital stock (thirty thousand dollars, with privilege of increasing to fifty thousand dollars) Thomas Evans, Ezra Evans, Joseph H. Coles, Charles Knight, Edward Browning and Jacob Troth. The road-bed was laid with gravel, and with repairs, is kept in good condition. On the 24th of March, 1852, the company was authorized to extend the road to Medford, and March 14, 1856, from the Point House, in Delaware township, to Green Tree tavern, in Burlington County. By act of April 12, 1876, that part of the pike from Medford to Darnell’s Corner was abandoned because of the decrease of receipts after the completion of the railroad. The first president & the company was Ezra Evans. The present officers are Freedom W. Lippincott (president) and William J. Evans (secretary and treasurer).
The Woodbury and Camden turnpike was chartered the same day as the preceding companies, February 28, 1849, Robert K. Matlack, Benjamin Tatem, John B. Harrison, John R. Sickler, John Gaunt, Nathan T. Stratton, Charles F. Clark, John W. Hazelton, John Duell, Thomas H. Whitney, John W. Mickle, Charles Kaighn and Abraham Browning being appointed commissioners. The company was authorized to raise capital stock to the amount of thirty thousand dollars, with privilege to increase to fifty thousand dollars. A supplement to the act of incorporation was passed March 26, 1852, authorizing the company to construct a turnpike or plank-road from Pine Grove tavern to some point in Camden, and Abraham Browning, John W. Mickle, Charles Kaighn, John K. Cowperthwait and Stephen Craven were appointed commissioners.
The Mullica Hill and Woodbury Turnpike Company, incorporated at the same time as the other, was, by act of Assembly, March l, 1849, consolidated with the Woodbury and Camden, and assumed the name of Mullica Hill and Camden Turnpike Company. On the 3d of March, 1858, an act was passed authorizing the name of the Woodbury and Camden Turnpike Company to be changed to Camden and Gloucester City Turnpike Company. An act passed March 14, 1870, authorized the abandonment of that part of the pike from Pine Grove to Camden, and the remainder is still in use.
The Gloucester turnpike is a gravel road built on the line of aim old plank-road, and extends from Gloucester City to Woodbury, a distance of four and a half miles. The act of Assembly granting the charter was approved by the Governor of New Jersey March 5, 1850. The incorporators, who also became the first board of directors, were Thomas S. Ridgeway, Benjamin T. McMurtrie, Cooper B. Browning, Joshua P. Browning and Wm. S. Doughten. The first president of this company after its organization was Benjamin McMurtrie, and the first secretary and treasurer was Charles Hay. The officers for 1886 are Joseph Hatch, president; J. Lynn Truscott, treasurer; and Edmund E. Read, Jr., secretary; who, together with Henry C. Clark and Samuel P. Lippineott, constitute the board of directors of the company.
The Williamstown and Camden Turnpike Company, chartered February 28, 1849, was authorized to raise stock to the amount of fifty thousand dollars and to construct a turnpike of stone, gravel or plank between the points named in its title. Joel Bodine, William Corkney, Edward Brewer, Hiram Morgan, John W. Mickle, Edward Browning and David E. Marshall wore appointed commissioners to solicit subscriptions. The construction of the railroad led to the abandonment of part of the road, and on the 24th of March, 1852, the Williamstown and Good Intent Turnpike Company was chartered, with John Bodine, David B. Marshall, Richard H. Tice, Samuel Rommel, John F. Bodine, Joseph Nicholson, William Taylor, William Tweed and Samuel D. Sharp as commissioners. The road was built from Blackwood to Williamstown and is now in operation.
The Stockton and Newton Turnpike Company was chartered March 18, 1859, with John M. Kaighn, Joseph M. Cooper, Charles Kaighn, Henry B. Wilson and William S. Doughten commissioners, with power to build a turnpike from Kaighn Point through Stockton to the Haddonfield turnpike, and from the city on the straight road, being a continuation of Market Street, to an intersection with the Haddonfield turnpike.
The Camden and Blackwoodtown Turnpike Company became an incorporated body by an act of the Assembly March 24, 1855, to construct and operate a turnpike between the points named in the title of the bill. The capital stock was fixed at twelve thousand dollars, with the privilege of increasing the same to twenty-five thousand dollars, the par value of each share to be twenty-five dollars. John W. Mickle, John M. Kaighn, John D. Glover, Arthur Brown, Abraham Browning, Joshua Sickler, Charles S. Garrett, John North and Isaac W. Mickle were designated as commissioners to open books and receive subscriptions. Soon after the road was constructed through Mount Ephraim and Chews Landing to the present village of Blackwood, a distance of ten miles, where it connected with the Good Intent and Williamstown turnpike. A grade of thirty feet width was established and a good road-bed secured, which has since been improved to an excellent condition. The office of the company is at Mount Ephraim. The officers for 1886 are William Nicholson, president; Joseph M. Haines, treasurer; Benjamin Tomlinson, secretary. John Shuhert, Samuel C. Cooper, Thomas Scott and John D. Glover, with the officers named, form the directory. The executive committee of the company is composed of Joseph M. Haines, John P. Glover and Benjamin Tomlinson, who have personal supervision of the road, which is well patronized.
The White Horse Turnpike Company was incorporated January 27, 1854, having authority to build a pike on the White Horse road from the junction of Haddonfield and Camden turnpike to where it crosses the road leading from Haddonfield to Clements Bridge. On the 17th of March, 1855, authority was given the company to extend the pike from its termination, along the White Horse road, to the White Horse tavern, and March 6, 1857, to Long-a-Coming (Berlin). The corporators of the road were John W. Mickle, John Gill, Samuel Nicholson, Joseph B. Tatum, Isaac Z. Collings, Samuel S. Willits and Joseph B. Cooper.
The Camden and Atlantic Turnpike Company was incorporated March 25, 1852, with an authorized capital of fifty thousand dollars, and privilege of building a turnpike or plank-road from Haddonfield, through Long-a-Coming, Tansboro’, Blue Anchor and Winslow, in Camden County, and Weymouth and Emmelville to Hamilton Bridge, in Atlantic County, but it was inoperative.
The Berlin and Haddonfield Turnpike Company, incorporated in 1876, was also inoperative.
RAILROADS.
THE CAMDEN AND AMBOY RAILROAD TRANSPORTATION COMPANY, which was the first built of all the railroads in West Jersey, was incorporated by act of the Legislature February 4, 1830, with a capital stock of one million dollars, in shares of one hundred dollars each, the company having the privilege to increase it to one million five hundred thousand dollars. The president was John Stevens, who had projected the first railroad from Philadelphia to Columbia, Pa. Traffic arrangements were made with the lines of stages and steamboats crossing the State between New York and Philadelphia; and Mr. Stevens, with the aid of steam on the railway, said that a speed of fifteen miles an hour might be safely reached, and the journey from one city to the other made in six hours, which he considered would "be found to be sufficiently rapid for all practical purposes." The charter provided that the State might subscribe to one-fourth of the stock on or before January 1, 1831, but this right was never exercised. The company was empowered to build from Camden to some point on Raritan Bay, the road-bed to be not more than one hundred feet wide, with as many tracks as might be needed. The charges were limited to ten cents per mile for each passenger, and eight cents per ton per mile for transportation of freight. The company was exempted from State taxation, in lieu of which it was required to pay to the State ten cents for each passenger and fifteen cents for each ton of freight carried. It was also stipulated that if the Legislature should authorize the construction of any other railroad across New Jersey, from New York to Philadelphia, which road should commence and terminate within three miles of the terminals of the Camden and Amboy, then these head and tonnage dues should cease, and the other road should be liable to the State for a tax not less in amount than the sum payable by this company. Suitable steam or other vessels were required to be provided at each terminus to make connections with New York and Philadelphia.
The road was to be begun within two and completed within nine years, and the State reserved the right to purchase it after the expiration of thirty years, at a valuation to be fixed by law. By an act passed February 4, 1831, the State agreed to take and pay the installments upon a thousand shares of the stock and appoint a director; but if another railway was constructed between Philadelphia and New York, the shares were to revert to the company, and the State was to receive no more dividends from them. To further shield the road from competition, it was stipulated that it should not be lawful to construct another railroad across New Jersey, within three miles of the Camden and Amboy, until alter the nine years allowed for the completion of the latter.
On February 15, 1831, this company and the Delaware and Raritan Canal Company were consolidated by an act of the Legislature; they were made jointly liable for contracts entered into by either, and were forbidden to charge more than three dollars passenger fare between Philadelphia and New York; it was required that both railway and canal should be completed within the nine years, and if one was finished before the other, the finished work was to be forfeited to the State. By an act of March 2, 1832, the State accepted one thousand shares of the joint capital stock, and the companies contracted that if within a year after the completion of the road from Bordentown to Amboy, the transit duties and the dividends on these shares did not amount to thirty thousand dollars, they would pay the deficiency to the State, and so annually thereafter. They determined to build a railroad from Spottswood to New Brunswick as soon as a line united New Brunswick with the Hudson River, and the State bound itself not to grant a franchise to any competing road without the assent of the consolidated companies. This complicated legislation grew out of time desire of the State to make the railroad projectors pay well for their monopoly, while the latter proposed to shut out any rivalry and to make it the interest of the State to vest in their hands the control of all rapid transit between the two principal cities of the country. But there was so little confidence in the feasibility of railroads at the time the first began to be constructed, that the Legislature of New Jersey inserted in the charter a provision that it should be annulled if the company abandoned the road or failed to keep it in repair for three successive years.
In February, 1833, thirty-five miles of track had been laid between South Amboy and Bordentown, at a maximum cost of eighteen thousand dollars per mile, and passengers and freight were transported in carriages drawn by horses. The rails were of cast-iron, laid upon blocks of stone or wooden sleepers, three feet apart. According to Gordon’s Gazetteer of that year: "The remainder of the road, from Bordentown to Camden, is in progress, and is being constructed of wood faced with iron bars, it being supposed that it will not be employed more than two or three months in the year, and will therefore not require the strength of the portion between Bordentown and New York." A first train passed over the entire length of the road in October, 1834. It was drawn by the engine "John Bull," which had been built in 1831 for the company by George and Robert Stevenson, at Newcastle-upon-Tyne, England. The dimensions of this first locomotive which crossed the bounds of old Gloucester County were as follows: Cylinders, nine inches diameter, twenty inches stroke; one pair driving-wheels, four feet, six inches diameter; one pair front wheels of same diameter. The hubs were of cast-iron, the spokes and rims of wood, and the tires of wrought-iron; weight of engine, about ten tons. The builders landed it at Philadelphia in August, 1831, from whence it was taken to Bordentown in sections on a sloop. There it was put together on a piece of track three-quarters of a mile long, which was all that the company had then permanently laid down. A tender and water-tank was constructed by mounting a whiskey hogshead upon a four-wheeled platform car, and the connection between the pumps and the tank was made by a leather hose supplied by a Bordentown shoemaker. Steam was raised on September 15th, and, in the presence of the officers of the road, the engine was run over the bit of track. On November 12th the engine was given a public trial, the members of the New Jersey Legislature and prominent railroad men and engineers being invited to witness it. Isaac Dripps was engineer, Benjamin Higgins did the firing and Robert L. Stevens supervised affairs. Then the engine was retired until brought into active service on the completion of the line, in 1814, and for thirty-three years afterward it did regular duty. In 1876 the historic engine was exhibited at the Centennial.
It is interesting to observe the ideas and experiments of early inventors concerning locomotive, steamboats and traction engines. When compared with the perfection reached in this direction to-day, we notice that Oliver Evans, about the year 1804, constructed what he called a steam-carriage, which corresponded in many respects to the "John Bull" engine above-named. This somewhat novel carriage was exhibited on the roads near Philadelphia, and propelled for a short distance amid much enthusiasm.
The total cost of the sixty-four miles of the Camden and Amboy road was eleven million two hundred and twenty-one thousand six hundred and ninety-six dollars, and it was finished in 1837 through to the Camden water-front at Broadway. The surveys had been begun on June 16, 1830, by Major John Wilson and his assistant engineers, and in the middle of January, 1833, passengers passed between Bordentown and Amboy by train, and between Bordentown and Philadelphia in the steamer "Trenton." A year afterward the rails had been laid to within eleven miles of Camden, with which connection was made by horse-power. The United States mail was sent for the first time from the Philadelphia post-office to Camden, to be sent to New York, on December 29, 1834. The entire track from Camden to Amboy was in full use by the early spring of 1835, and a newspaper noted it as "one & the most extraordinary instances of rapid traveling on record, that passengers were taken from Philadelphia to New York, distance computed to be ninety-four miles, in four and three-quarters hours, including the land and water transportation."
This was the great route of travel between Philadelphia and New York until the construction of the more direct line via Trenton and Jersey City. By an agreement made in January, 1867, the United Companies, the Philadelphia and Trenton Railroad Company and the New Jersey Railroad and Transportation Company, which owned the line between New Brunswick and Jersey City, were consolidated as the United Railroad and Canal Companies of New Jersey, on the basis of an equal division of profits between the three railroads and the Delaware and Raritan Canal Company. In May, 1871, all these properties were leased for nine hundred and ninety-nine years to the Pennsylvania Railroad Company under a guarantee of dividends of ten per cent. upon the capital stock, and, after a long and bitter resistance in the courts, the lease was confirmed by an act of the New Jersey Legislature approved March 27, 1873.
ANDREW HEATH, one of the first conductors on the Camden and Amboy Railroad, and for many years captain of the ferry-boat for the same company, during a period of more than a quarter of a century, was familiarly known to thousands of travelers who passed between the cities of New York and Philadelphia. He was born in 1812 in Germantown, Pa., and was a son of Charles Heath and Amy Pedrick, his wife, both of whom were prominent members of the Society of Friends. Andrew Heath, after obtaining his education in the Friends’ School of his native town, learned the tanner’s trade with his father, and followed that occupation until he attained his majority. He then, upon the completion of the Camden and Amboy Railroad, became one of its first conductors, moved to Camden, where he resided the remainder of his life, and continued in the employ of the company until his death. After retiring from the position of railroad conductor he was made captain of the steamboat "Washington," belonging to the railroad company, which conveyed its passengers from Walnut Street wharf Philadelphia, to Tacony, carrying the passengers of the Camden and Amboy and Philadelphia and Trenton Railroads. After the companies abandoned that route of travel across the Delaware River, and constructed the bridge at Trenton, Captain Heath, in the same employ, conveyed passengers in his boat, which plied between Philadelphia and Camden. The "State Rights," a large steamer, was placed on this line; Mr. Heath became its captain, and held that position until his death, on August 23, 1871. His gentlemanly and courteous manners made him very popular with the travelers and highly appreciated by the officers of the company. In 1838 he was married to Matilda Pike, of Berks County, Pa., by whom he had seven children, of whom Charles, Amy, Edwin and Andrew died within a period of three days of diphtheria, during the prevalence of that disease in Camden.
Robert F., the second son, is now register of Camden County and also extensively engaged in the manufacture of straw goods in Philadelphia. Matilda is married to James B. Boyer, of Camden, and they now reside in New York City. John, the youngest surviving son, was married to Jennie Thistle, of Philadelphia, and now is an employee of the Pennsylvania Railroad Company at their office in Fourth Street, Philadelphia.
PROJECTS THAT CAME TO NAUGHT. - After the Camden and Amboy Railroad was built, a desire began to grow among the people for a railroad connecting Camden with the Atlantic coast, and on March 10, 1836, an act was passed which granted a charter to the "Camden and Egg Harbor Railroad Company," with an authorized capital of two hundred thousand dollars. The corporators were Jesse Richards, Samuel B. Finch, Timothy Pharo, Ebenezer Tucker and William McCarty. The route was to be from Camden to Quaker Bridge, in Burlington County, thence to McCartyville or Wading River, thence to or near Tuckerton. The company was authorized to build a branch to Great Egg Harbor Bay. This road was never built. Four years later a notice of application to the Legislature of New Jersey was made, December 12, 1840, for an act to incorporate a company under the name of "The People’s Railroad Company," with a capital of one million dollars, and power to construct a railroad from some in point on the Delaware at or near Camden, or between Trenton or Camden, to the city of New Brunswick. In the case of this application no charter was granted, but in a few years after charters were granted and roads were built.
THE CAMDEN AND ATLANTIC RAILROAD, extending from Coopers Point, Camden, to Atlantic City, a distance of fifty-eight and three-fourths miles, was chartered by the New Jersey Legislature March 19, 1862. The incorporators as named in the charter were John W. Mickle, Abraham Browning, Joseph Porter, Andrew K. Hay, John H. Coffin, John Stanger, Jesse Richards, Thos. H. Richards, Edmund Taylor, Joseph Thompson, Robert Risley, Enoch Doughty and Jonathan Pitney, who were empowered to open books and receive subscriptions to stock.
A meeting for that purpose was held at the "Arch Street House," Philadelphia, then kept by Thompson Newkirk, on the 24th day of June, 1862. After the entire amount of five hundred thousand dollars, in ten thousand shares, was subscribed, the stockholders elected the following-named persons as directors: Wm. Coffin, Joseph Porter, Andrew K. Hay, Thos. H. Richards, Enoch Doughty, Jonathan Pitney, Stephen Colwell, Samuel Richards and Wm. Fleming. The board organized by electing Alexander K. Hay, president and Samuel Richards, secretary and treasurer, as temporary officers. Richard B. Osborne was engaged as the engineer. He made the survey and the work of constructing the road was immediately commenced. On November 19, 1852, the ferry property at Coopers Point, the western terminus of the projected road, was purchased of William Cooper for forty thousand dollars. Hon. Thomas P. Carpenter was chosen counsel for the company. In October, 1853, the road was formally opened from Coopers Point through Haddonfield to Long-a-Coming (now Berlin), a distance of sixteen and a half miles, and on July 4, 1854, the entire road was completed to the ocean and the first trains ran over the route on that day.
Soon after the completion of the railroad a telegraph line was extended by the company along the entire route. In 1865 this line was leased by the American Telegraph Company and subsequently by its successors, the Western Union Telegraph Company.
The Camden and Atlantic Railroad, as completed in 1854, was the first railroad to be constructed across the State of New Jersey to the ocean, and thus became an influential factor in developing the internal resources of the State.
This enterprise in its inception was by capitalists and business men regarded as "extra hazardous." The applicants for the charter met with no opposition before the Legislature, for no one suspected the road would be built. There were no towns of any size on the proposed line, but few manufacturers, and absolutely nothing at the eastern terminus, save the broad expanse of the Atlantic Ocean.
The arguments that a railroad would bring the extensive tracts of waste land into market at last induced the owners of these lands to move in the matter and after many consultations the work was begun. The opposition and annoyances that follow all such undertakings were attendant on this, and often the projectors saw nothing short of insolvency and individual ruin surrounding them. As any town was reached, a line of passenger cars would be put on, which produced some revenue and encouraged the stockholders. Occasionally rumors were afloat that the work would be abandoned and the slow manner in which the grading and track-laying east of Winslow was conducted seemed to confirm this story. At last the meadows were crossed and the terminal point on Absecom beach was reached. Visitors looked out upon the ocean. They were surrounded by a barren but a high beach, where the bathing was all that could be asked.
Out of the sand, the sedge and the slashes arose a town filled with a permanent, as well as a transient population, seeking after health, recreation and fortune.
The line of the road is now crowded with towns immediate and towns prospective, with farms and factories where hundreds of people are employed and obtain a comfortable livelihood. On either side the soil has been cleared and found suitable for all the crops adapted to the climate. Abandoned water-powers are utilized either for cranberry-growing or manufacturing. Grapes and all the small fruits grow luxuriantly and make a profitable yield to the growers, thus maintaining a population on the soil where nothing had before been produced.
Dividends upon the stock of the Camden and Atlantic Railroad Company have been paid as follows:
October 1, 1872, three and one-half per cent. on the preferred stock; November 15, 1873, three and one-half percent. on the preferred stock; October 1, 1874, seven per cent. on the preferred stock and three and one-half per cent. on the common stock; May 1, 1875, three and one-half per cent.; October 1, 1875, three and one-half per cent.; January 15, 1876, two per cent.; April 15, 1876, two per cent; July 15, 1876, two per cent; October 16, 1876, two per cent, all on the preferred, and January 15, 1877, two per cent, on common stock; November 1, 1879, three and one-half per cent. on the preferred stock; April 19, 1880, three and one-half per cent. on the preferred and common stock, payable in preferred stock-scrip; November 15, 1882, four per cent. on the preferred stock; February 1, 1884, seven per cent on the preferred stock.
The dates of election and terms of office of the several presidents have been as follows:
Andrew K. Hay, June 24, 1852, until April 1, 1858; John C. Da Costa, April 1, 1853, until April 6, 1855; George W. Richards, April 6, 1855, until July 13, 1857; John Brodhead, July 13, 1857, until October 22, 1863; Joseph W. Cooper, October 22 to December 18, 1863; Robert Fraser, December 18, 1863, until October 23, 1873; Andrew K. Hay, October 23, 1873, until March 16, 1876; William Massey, president pro tem., November 18, 1875, until March 16, 1876; John Lucas, March 16, 1876, until October 25, 1877; Charles D. Freeman, October 25, 1877, until February 22, 1883; William L. Elkins, February 22, 1883, and William J. Sewell, vice-president, March 8, 1883, until the present time.
The several secretaries and treasurers have been elected as follows:
Samuel Richards, secretary pro tem., June 24, 1852; J. Engle Negus, secretary and treasurer, August 25, 1852; Samuel Richards, secretary pro term, September 28, 1852; Robert Fraser, secretary and treasurer, November 5, 1852; Horace Whiteman, secretary and treasurer, December 18, 1863; Daniel M. Zimmerman, secretary and treasurer, December 21, 1871; Daniel M. Zimmerman, secretary, February 22, 1883, until the present time; William Taylor, treasurer, February 22, 1883, until the present time.
The officers of this road are:
President, William L. Elkins; Vice-president, William J. Sewell; Secretary, Daniel M. Zimmerman; Treasurer, William Taylor. Directors:
William L. Elkins, James B. Dayton, Frank Thomson, Richard D. Barclay, Thomas H. Dudley, Joseph N. Du Barry, William C. Houston, Edmund E. Read, Henry D. Welsh, William Bettle, John B. Hay, Enoch A. Doughty, Crawford Miller.
THE WEST JERSEY RAILROAD was incorporated February 5, 1853, by an act of the Legislature, which authorized the construction of a road from Camden City, through Gloucester, Salem, Cumberland and Cape May Counties, to a terminus at or near Cape island, in the last-named county.
The incorporators were Thomas H. Whitney, Lewis Mulford, John W. Mickle, George M. Ward, Samuel S. Movey, David Potter, E.L.B. Wales, Richard P. Thompson, Charles E. Elmer, Richard C. Holmes, Newcomb J. Thompson, Francis N. Buck, Benjamin F. Lee, Samuel J. Reeves, Abraham Browning, John A. Elkinton, Joshua Swain, Jr., Richard D. Wood, Benjamin Acton, Jr., Thomas Mills, Thomas Jones Yorke, Samuel A. Whitney, Mark Devine and Daniel E. Estell.
Books were opened for receiving stock subscriptions, but, although great efforts were made by the commissioners, or incorporators, to interest the public, very few people came forward to lend financial aid to the enterprise, and it appeared as if failure was inevitable. It was then, when only five hundred and twenty-five shares had been taken, all told, that Commodore Robert F. Stockton exhibited his faith in the ultimate success of the project by subscribing for four thousand shares, which amounted to two hundred thousand dollars. This encouraged others, and the affairs of the West Jersey Railroad Company were in a promising and constantly improving condition.
On the 3d of May, 1853, a board of thirteen directors was organized, consisting of Robert F. Stockton, Edwin A. Stevens, Robert L. Stevens, John P. Stockton, John W. Mickle, Thomas H. Whitney, John G. Rosenbaum, Thomas Jones Yorke, Richard P. Thompson, George M. Ward, David Porter, Samuel J. Bayard and Joshua Swain, Jr. The first meeting of the board was held on the 9th of May, when Commodore Robert F. Stockton was elected president, Thomas Jones Yorke secretary, and General William Cook chief engineer.
Prior to the organization of the company, and following the decline of the Camden and Woodbury Railroad, which had been opened since 1837, the question of a railroad leading southerly had been much agitated, and early in 1852 General Cook made preliminary surveys over three routes, and in his report mentioned the distance over each and the comparative cost. The first route, via Woodbury, Glassboro’ and Millville, seventy-eight miles; estimated cost, seven hundred and seventy-five thousand two hundred and eighty dollars. The second and still more eligible route, via Woodbury, Glassboro’, and Millville, eighty-five miles; estimated cost, eight hundred and eighty thousand dollars. The third and longest route, by way of Salem, with an estimated cost of one million one hundred and eighty-one thousand eight hundred and forty dollars.
The estimated cost of engines, cars, depots, tanks, stations, etc., was one hundred and twenty thousand dollars.
After the granting of the charter and valuation of the route, ground was broken on Seventh Street, in Camden, by Thomas Jones Yorke, who threw the first spadeful of earth, and the work of laying the rails began at the north end in July, 1855, and the section, between Camden and Woodbury, was completed in August, 1856, and, April 15, 1857, regular trains for passengers and traffic began to run.
In 1862 it was finished to Bridgeton, and from Glassboro’ reaches Cape May by connections with the Millville and Glassboro’ and Cape May and Millville Railroads. The line from Glassboro’ to Millville was built under a separate charter, and opened in April, 1860. In 1868 a consolidation took place, which is thus described in the preamble to the act, -
"Whereas, the West Jersey Railroad connects directly with the Millville and Glassboro’ Railroads, and by means of the latter with the Cape May and Millville Railroad, and also connected directly with the Salem Railroad, forming altogether one entire system of railroads, which can be operated with greater economy under one management; and whereas the West Jersey Railroad Company and the Millville and Glassboro’ Railroad Company have entered into an agreement, bearing date of October 12, 1867, providing for a consolidation of the two companies, so that all their corporate powers and franchises shall be merged into, and all their corporate property owned by, the West Jersey Railroad Company; therefore, be it enacted, etc."The company then leased the Salem, Railroad, and has since added to its leased lines the Swedesboro’ Railroad, the Woodstown and Swedesboro’ Railroad and the West Jersey and Atlantic Railroad, which latter extends from Newfield to Atlantic City, was opened in 1881 and includes the Somers Point Branch. Besides its Bridgeton Branch, the West Jersey owns branches to Ocean City, Sea Isle City and Townsend’s Inlet. It owns one hundred and nineteen miles of road and leases eighty-one. Its capital stock is one million four hundred and eighty-four thousand dollars and its funded debt two million seven hundred and fifty-two thousand dollars, of which two million dollars is in bonds, guaranteed by the Camden and Amboy Railroad Company, which furnished most of the money for the construction of the original line. The West Jersey was included in the lease of the United Lines to the Pennsylvania Railroad and has since been operated by that corporation. The officers of the road are George B. Roberts, president; William J. Sewell, vice-president; William Taylor, secretary and treasurer. The directors are George B. Roberts, Coleman F. Leaming, Charles E. Elmer, John M. Moore, Thomas H. Dudley, George Wood, J.N. DuBarry, N. Parker Shortridge, Edmund Smith, Henry D. Welsh, Benjamin F. Lee, James H. Nixon and William J. Sewell.
GENERAL WILLIAM J. SEWELL was born in Ireland in 1835. Left an orphan at an early age, he came to the United States in 1851 to join his brother, Mr. Robert Sewell, now a prominent lawyer in New York, who had preceded him. He engaged in business in New York City, and subsequently, entering the mercantile marine service, visited all parts of the Eastern world, and the west coast of North and South America, and became at an early age an officer of one of the American clipper ship fleet of those days.
On his return from one of his voyages he visited Chicago, settled there and engaged in mercantile business. On the breaking out of the war he came to New Jersey, where he was offered a commission as captain of the Fifth New Jersey Volunteers, accepted the same, and participated in all of the great battles of the Army of the Potomac. General Sewell was twice wounded during the war, - at Chancellorsville and at Gettysburg, - and was promoted, step by step, until he reached the colonelcy of his regiment.
He led the celebrated charge at Chancellorsville of the Second New Jersey Brigade, which he commanded, capturing nine stand of colors from the enemy. At the close of the war he was mustered out of service as a brevet major-general, his brevet reading "for distinguished gallantry on the field of Chancellorsville." Returning home to New Jersey, he took charge of the business of the Camden and Amboy Railroad Company at Camden, and was in a short time transferred to the superintendency of the West Jersey Railroad Company, from which he was promoted to the office of vice-president of that road. He has also been appointed president of the Long Beach Railroad Company, of the Salem Railroad Company and the Woodstown and Swedesboro’ Railroad Company; also vice-president of the West Jersey and Atlantic and the Camden and Atlantic Railroad Companies, and a director in several other railroad companies. General Sewell was the originator of one of the most flourishing banking institutions of the State, that of the Camden Safe Deposit and Trust Company. Early seeing the want of a savings bank for the accommodation of the mass of the people, he obtained a charter from the Legislature, and, with some friends, started this bank, which has met a want long felt in Camden, and the success of which has exceeded the anticipations of its promoters. He is also director of the Camden Iron Works, which he helped to start up after a long period of idleness and depression.
The political career of General Sewell shows the manner in which his business qualifications, his untiring energy and fealty to his party and the best interests of the State are appreciated by time people of his home, and, in fact, of the whole State. He was elected as State Senator from Camden County in 1872, re-elected in 1875 and again in 1878, and for three years was president of the State Senate. He also represented the party as delegate-at-large to the National Republican Conventions of 1876, 1880 and 1884, on each of which occasions he was complimented by being made chairman of the State delegation. During his long service in the Senate of New Jersey, General Sewell took a leading part in all the important legislation of that time, which included the change in the State Constitution, the adoption of general laws and the passage of the General Railroad Law. He was made United States Senator in 1881, succeeding Mr. Theodore F. Randolph, which position he occupies at the present time. One of the last acts of the late session of Congress was a recognition by that body of General Sewell’s services in the field, by electing him one of the managers of the National Home for Disabled Volunteer Soldiers, as the successor of General McClellan.
THE CAMDEN AND WOODBURY RAILROAD AND TRANSPORTATION COMPANY was chartered on the 1st of March, 1836, with an authorized capital of one hundred thousand dollars, in shares of fifty dollars each. It was authorized to build a road not exceeding sixty-six feet in width from Camden to Woodbury, a distance of eight miles. The persons named as corporators were James Matlack, Joseph Ogden, Robert L. Armstrong, Jesse Smith, Joseph Fithian, Joseph Franklin, John M. Watson, Charles F. Clark, Joseph Saunders, John C. Smallwood, Samuel Webster and others.
The road was built and operated. A supplement to the original act was passed in the winter of 1837 -38, authorizing branches to be built to Gloucester Point Ferry, to Kaighns Point Ferry and to Haddonfield, but they were never constructed; and March 1, 1839, a supplement also was passed, authorizing the extension from the southern end of the road to some point on Delaware Bay between the mouth of Stow Creek and the light-house on Cape May. Soon after this time the road passed into the possession of Henry R. Campbell, who associated with him his brother, John D. Campbell, who advertised April 1, 1840, that they were running steam-cars on the road. Benjamin Wilkins was superintendent of the road. In February, 1847, the Campbells petitioned the Legislature for a charter for the "Camden and Woodbury Railroad Company," to include all the rights and privileges of the Camden and Woodbury Railroad and Transportation Company, "now greatly dilapidated," and also asked authority to extend the road from Woodbury to Carpenters landing. The petition was granted and an act was passed February 24, 1847. The road was repaired and partially reconstructed and run for a time, but business was not sufficient to sustain it and it was sold to Amos Campbell, who replaced the steam-cars with horses and operated it for a time, when it was abandoned and the tracks torn up. The line is practically that of the present West Jersey Railroad.
THE CAMDEN AND BURLINGTON COUNTY RAILROAD extends from Camden to Pemberton, twenty-two and one-half miles, and from Burlington to Mount Holly, seven and one-quarter miles. It was leased to the Camden and Amboy Railroad Company June 1, 1868, and sub-leased in 1871 to the Pennsylvania Railroad Company. It cost to build seven hundred and thirty-one thousand nine hundred and twenty-five dollars, which is represented by three hundred and eighty-one thousand nine hundred and twenty-five dollars in capital stock and three hundred and fifty thousand dollars in bonds.
This road embodies the franchises and work of four companies which preceded it and were finally merged with it.
The first of these was "The Mount Holly and Camden Railroad Company," which was chartered March 4, 1836, and re-chartered February 11, 1848, and subsequently united with the Camden, Moorestown, Hainesport and Mount Holly Horse-Car Railroad Company, which was chartered March 15, 1859, and which, notwithstanding its title, had authority to use steam, and was built as a steam road.
The Burlington and Mount Holly Railroad and Transportation Company was chartered February 11, 1848, and by the act of March 20, 1857, its name was changed to the Burlington County Railroad Company.
On the 28th of July, 1854, the Camden and Pemberton Agricultural Railroad Company was chartered, with authority to build a railroad from some point in Camden through Camden and Burlington Counties to some point in the borough of Pemberton. On the 1st of June following, the stockholder’s met at the hotel of James Elwell, in Camden, to elect nine directors. In the November following a route was surveyed from Camden to Freehold and right of way obtained. The route was through Mount Holly and Moorestown, thence to Pemberton, where it branched, - the north branch leading to South Amboy and the south branch to Tome River. This road was completed, and in time merged with the others.
Finally, by an act passed February 6, 1866, the Burlington County and the Camden, Moorestown, Hainesport and Mount Holly Company were permitted to consolidate as the Camden and Burlington County Railroad and to connect with the Camden and Amboy outside of Camden.
THE NEW JERSEY SOUTHERN RAILROAD, which extends from Port Monmouth to Atco, Camden County, was chartered March 3, 1854, as the Raritan and Delaware Bay Railroad Company, and was finished in 1863. In 1867 it fell into the hands of a receiver, was sold September 19, 1869, and reorganized under its present name. March 31, 1879, it was again sold under a second foreclosure, the first mortgage bondholders buying it for seven hundred and fifty-two thousand dollars. It was then leased to the Central Railroad of New Jersey, and thus passed to the control of the Philadelphia and Reading Company, which guaranteed the interest on the bonds. The capital stock is one million five hundred and ninety thousand six hundred dollars, and its bonded debt one million seven hundred and ninety thousand six hundred dollars.
The Williamstown Railroad is a branch of the New Jersey Southern, and extends from Atco to Williamstown.
THE CAMDEN AND HADDONFIELD PASSENGER RAILROAD COMPANY was chartered March 4, 1859, with an authorized capital of fifty thousand dollars, twenty-five dollars per share. As projected, the line was to begin at the foot of Market Street, pass through Market and Federal Streets and near the Haddonfield turnpike to the village of Haddonfield, but it was not built.
THE CAMDEN, GLOUCESTER AND MOUNT EPHRAIM RAILROAD was built, in 1875, from Camden to Gloucester, by an incorporated company, but was, in fact, the individual enterprise of David S. Brown, who bought the great majority of the stock and furnished most of the money for its construction, in order that he might have steam transportation between his extensive cotton mills and bleacheries at Gloucester, and the railroad and ferry facilities at Camden and Philadelphia. In 1878 it was extended to Mount Ephraim, but worked only as a local road. It was built as a narrow gauge, the width between rails being but two and a half feet, the narrowest at that time of all the roads in the eastern part of the United States. In 1884 it was bought by the Philadelphia and Reading Railroad Company as the South Camden link to the system which it was endeavoring to perfect in South Jersey through the Philadelphia and Atlantic City, the Jersey Southern and the Vineland Railroads. This purchase necessitated a change to the standard gauge, and in May, 1885, the alteration was made, and a connection with the Philadelphia and Atlantic City Road accordingly established. James P. Michelon has been president since 1879, W. Bertolet is secretary, and the other officials are those of the Philadelphia and Reading Company.
THE PHILADELPHIA AND ATLANTIC RAILWAY COMPANY was chartered March 24, 1876, and on July 1, 1877, the first train was run through from Camden to Atlantic City, which by this line is a distance of fifty-four and a half miles. It passed into the hands of a receiver, and on September 20, 1883, the road was sold under foreclosure and reorganized with the word "railway" in its title changed to "railroad." The authorized capital stock of the new company is one million two hundred thousand dollars. It was originally constructed as a narrow-gauge road, which, after the company’s reorganization, was changed to the standard gauge. It has been associated with the Philadelphia and Reading Railroad Company, whose officers control it through the ownership of a majority of its stock. The road is now well patronized and is in excellent condition.
THE PHILADELPHIA, MARLTON AND MEDFORD RAILROAD COMPANY was organized January 7, 1880, for the purpose of building a railroad between the city of Philadelphia and Medford, by way of Haddonfield and Marlton, a distance of about eighteen miles. Previous to this undertaking a line had been built between Medford and Mount Holly, but did not accommodate those wishing to go to Philadelphia, and a line of railroad was contemplated between Keyport, on Raritan Bay, in Monmouth County, and Philadelphia, partly graded and then abandoned. This was intended to pass through Medford, Marlton and Ellisburg to Kaighns Point, Camden.
In view of these failures, a few gentlemen about Medford and Marlton solicited the directors of the Camden and Atlantic Railroad to assist in building a line of railroad from their road at Haddonfield to Medford; and after the route had been adopted and the approximate cost ascertained, they consented to do so, and the work was commenced the same year (1880). The first board of officers were, - President, Charles D. Freeman; Secretary and Treasurer, Daniel M. Zimmerman; Directors, Charles D. Freeman, Benjamin Cooper, George T. Da Costa, Elijah B. Woolston, John Lucas, Henry W. Wills, Samuel C. Cooper, Elwood Evans, William C. Houston, Joseph Evans, Enoch A. Doughty and Edmund E. Read.
J. Lewis Rowand was appointed chief engineer, and the line first run by him was, after considerable discussion, adopted and the road built thereon, and with the ordinary hinderances, the work progressed and was finished in 1881, and ready for use. This road opened one of the best agricultural districts in the State, and was at once patronized by the people of the towns along and near the route and the thrifty farmers in that region, they well understanding the difference between the speed and comforts of transportation on a railroad and that of bad highways and jaded teams for such long distances.
The connection made at Medford with the Mount Holly Branch completes the line between Philadelphia and that point, with continuous lines to various important connections in other places. The Camden and Atlantic Railroad having come under the government of the Pennsylvania Railroad system, this road is now likewise controlled. Its officers are:
William L. Elkins, president; D.M. Zimmerman, secretary; and William Taylor, treasurer. Directors: William L. Elkins, Daniel M. Zimmerman, Edmund E. Read, William C. Houston, Benjamin Cooper, Ellwood Evans, Elijah B. Woolston, Joseph Evans, Joshua S. Wills, Crawford Miller, Charles J. Walton, Sr., Job Braddock, David D. Griscom.
* Isaac Kay owned at that time the mill property now in possession of Joseph G. Evans. The mill was on the south side of Coopers Creek, and in the limits of the present mill pond, and the bill was evidently the one in front of the Mann property in Haddonfield.
SOURCE: Page(s) 340-359, History of Camden County, New Jersey, by George R. Prowell, L.J. Richards & Co. 1886
Published 2010 by the Camden County Genealogy Project