OLD ROADS AND COURSES OF TRAVEL IN EARLY TIMES

taken from

Woodward, E.M., History of Burlington and Mercer Counties. pp. 53-58.


CHAPTER IX.
OLD ROADS AND COURSES OF TRAVEL IN EARLY TIMES — STEAMBOATS ON THE DELAWARE —COLONIAL POST-OFFICES OF BURLINGTON COUNTY.

NEW JERSEY, lying between the great sea-ports of New York and Philadelphia, naturally became the great highway of communication, not only between these early villages, but between the New England and Southern colonies. Prior to the coming of the English, the Dutch communicated between their settlements at New Amsterdam and those on the Delaware by an Indian trail. A portion of this "old Indian path" can even now be traced with great accuracy, and vestiges of the inhabitants of the forest, their corn-mills, in bowlders, are still found upon it. The late Hon. George Sykes, in a communication to the author, says,—
"The old Indian path from Burlington to Shrewsbury left the Old York road on the farm now owned (1865) by William H. Black, on the north side of Black’s Creek, a little easterly from Mansfield Square, and running easterly along the northerly side of the creek, by the house now occupied by W.H. Black, that on the farm late belonging to Charlotte Taylor, and the house now occupied by William Augustus Newbold (near the crossing of the Old York road and the Bordentown and Recklesstown pike), followed the old lane or drift-way leading easterly from the last-named house till it came to Recklesstown; then a little southerly of the present road and to the southward of the old house, lately pulled down, on the farm late belonging to William Pypplar, deceased (Peppler), and running easterly, near the present road to the south of William W. Bullock’s house (near the junction of the Recklesstown and Arneytown road), continued an easterly course a few rods to the north of the mansion just built by the first Anthony Woodward, near the house on the farm late of John W. Cox, now of Woodward; thence easterly through the Ridgway farm, now Edward Howard’s, and the farm now occupied by Joseph Gardiner Abbott to Crosswicks Creek; thence easterly through the homestead farm of the late James S. Lawrence, deceased, to the dwelling-house opposite to the road to Fillmore; thence along the present old road from Judge Lawrence’s to the blacksmith’s shop, easterly from the Screaming Hill meeting-house, and so on, crossing Thomas DeBow’s saw-mill pond, to Freehold, and thence to Colt’s Neck, Shrewsbury, and Middletown. This road, then only a bridle-path, probably was the cause of Anthony Woodward’s selecting this situation to build upon it, being the only road or path through or indeed anywhere near his premises."
Much of New Jersey at this time was an unexplored wilderness, or had only been traversed by the hunter of the wild game that abounded, or the seekers after desirable tracts of land. A single road, or more probably a bridle-path, afforded the only means of communication between the New York Bay and the Delaware River. In 1677, William Edmundson, traveling southward from New York, says that in going from Middleton to the Delaware (although with an Indian guide), he was unable for a whole day to discover the proper course, and was obliged to go back until his guide could strike the Raritan. They then followed its margin until they came to a "small landing from New York,"— probably Inman’s Ferry, now New Brunswick,— and thence wended their way along a small path to Delaware Falls. He says, "We saw no tame animals in all the way."*
This road was the only one opened by the Dutch. It was connected with New York by water from Elizabethtown Point, and ran near to where New Brunswick now stands. From thence it ran in almost a straight line to the Delaware above where Trenton now stands. This was called "the upper road." Another, which branched off five or six miles from the Raritan, and arrived at the Delaware by a more circuitous route at the present Burlington, was called "the lower road."**
As early as 1676 some general regulations were adopted for the opening of roads. These roads were only bridle-paths, and continued so for many years, and as late as 1716, when an act of Assembly was passed "for the further establishment of Fees and Ferriages." Provision was only made in the rates allowed for "horse and man" and "single person." In 1695 the inn-keepers of some of the towns in East Jersey were taxed jointly to the sum of ten pounds for five years, to prevent tile road from "falling into decay." In 1684, Deputy Governor Gawen Laurie, at the request of the proprietaries of East and West Jersey, opened another road, leading from Burlington to Perthtown (Perth Amboy), and also established a ferry from Amboy to New York. The old road, however, appears to have been preferred by travelers, as in 1698 Governor Basse was directed to bring the matter before the Assembly, with the view of having an act passed that would cause the public road to pass through the port-town of Perth Amboy to Burlington. Nothing, however, was done in the matter, as Basse was soon superseded by the reappointment of Col. Andrew Hamilton.
"In April, 1707, the Assembly, enumerating their grievances to Lord Cornbury, complained that patents had been granted to individuals to transport goods on the road from Burlington to Amboy for a certain number of years, to the exclusion of others, which was deemed not only contrary to the statute respecting monopolies, but also ‘destructive to that freedom which trade and commerce ought to have.’ The Governor, in his reply, gives us an insight into the facilities afforded by this wagon. After stating the difficulties which had previously attended the carriage of goods upon the road, he says, ‘At present everybody is sure, once a fortnight, to have an opportunity of sending any quantity of goods, great or small, at reasonable rates, without being in danger of imposition, and the settling of this wagon is so far from being a grievance or a monopoly, that by this means, and no other, a trade has been carried on between Philadelphia, Burlington, Amboy, and New York which was never known before, and in all probability never would have been.’ As none of the grievances suffered under Lord Cornbury’s administration were removed until his recall in 1710, it is probable this wagon continued to perform its journey ‘once a fortnight’ till then, if no longer. Soon after, however, the road seems to have been more open to competition."
The following advertisement, copied from the Mercury, Bradford’s Philadelphia paper, of Marc, 1732—33, is probably the first inserted in regard to passenger and merchandise transportation on this route:
"This is to give notice unto Gentlemen Merchants Tradesmen Travellers and others that Solomon Smith and James Moore of Burlington keepeth two Stage Waggons intending to go from Burlington to Amboy and from Amboy to Burlington again Once every Week or offt’er if that Business Presents. They have also a Very good Store house very Commodius for the Storing of any sort of Merchants Goods free from any Charge were Good care will be taken of all sorts of Goods."
"About this time also a line ran by the way of New Brunswick, and in 1734 the first line via Borden-town was established, running from South River, the proprietor of which would be at New York ‘once a week, if wind and weather permit, and come to the Old-slip.’
"In October, 1750, a new line was established, the owner of which resided at Perth Amboy. He informed all gentlemen and ladies ‘who have occasion to transport themselves, goods, wares, or merchandise from New York to Philadelphia,’ that he had a ‘stage-boat’ well fitted for the purpose, which, wind and weather permitting (that never-forgotten proviso), would leave New York every Wednesday for the ferry at Amboy on Thursday, where, on Friday, a stage-wagon would be ready to proceed immediately to Bordentown, where they would take another stage-boat to Philadelphia, nothing being said (very wisely) of the time when they might expect to arrive there. He states, however, that the passages are made in forty-eight hours less than by any Other line. This was probably the case, for the route was so well patronized that in 1752 they carried passengers twice a week instead of once, endeavoring ‘to use people in the best manner,’ keeping them, be it observed, from five to seven days on the way."***
The success of this line seems to have led to an opposition. In the Pennsylvania Gazette (in the Philadelphia Library) of April 4, 1751, appears a long advertisement over the names of Joseph Borden, Joseph Richardson, and Daniel "Obryant," in which they "give notice to all persons that shall have occasion to transport themselves, goods, wares, or merchandise from Philadelphia to New York, or from the latter place to the former, that" Joseph Borden has a "stage-boat well fitted up, and if wind and weather permit will attend at the crooked-billet wharf in Philadelphia" (end of the first alley above Chestnut Street. Watson’s Annals, vol. i. p. 464) "every Tuesday," and proceed "to Bordentown on Wednesday," and on Thursday morning a "stage waggon with a good arning, kept by Joseph Richardson," will proceed "to John Clucks, opposite the city of Perth Amboy, who keeps a house of good entertainment, and on Friday morning a stage-boat well fitted and kept by Daniel O bryant" will proceed "to New York and give her attendance at the White Hall slip near the half moon tavern." It is also stated’ "if people be ready at the stage days and places tis believed they may pass the quickest(,) 30 or 40 hours, the cheapest and fastest way that has yet been made use of." A lengthy "N.B." is added, stating that any, passengers or goods coming to Bordentown on a Sunday or Monday, "whose waggon hire shall amount to Sixteen shillings or upwards, shall upon first notice have a waggon and transportation to" John Clucks.
In the Philadelphia Mercury, under date of Nov. 11, 1756, Joseph Borden advertises his stage-boat to be at the same wharf in Philadelphia every Monday and Tuesday, and his "shallop" to be at the same place every Friday and Saturday, to proceed to Bordentown, and thence by "stage waggons" to Amboy. The following, part of the above advertisement, shows there was considerable rivalry between the opposition lines:
"As to the owners of the Burlington stage boasting of their advantages being superior to mine, I shall not take the trouble to make reply too, because the publick by this time is the lest judges of our stages and their advantages, only shall just note the last clause of their advertisement, that is, they say we are one tide more upon the water than they are, which, in fact is saying we are always two tides upon our passage. Well done, brother adventurers, that is a large one. All gentlemen and ladies that please to favour me with their business, may depend upon the utmost care and dispatch of their humble servant, "JOSEPH BORDEN."
This route was from White Hall Slip in New York and through the Narrows to a tavern at Amboy. The boats were large, well fitted, and comfortable, as the outside passage was often rough.
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"From 1765 to 1768 attempts were made by the Legislature to raise funds by lottery for shortening and improving the great thoroughfares, but without success. Governor Franklin, alluding to them in a speech to the Assembly in 1768, states, that ‘even those which lie between the two principal trading cities in North America are seldom passable without danger or difficulty.’ Such being the condition of the roads, it was a great improvement to have John Merserean’s ‘flying machine,’ in 1772, leave Paulus Hook three times a week, with a reasonable expectation that passengers would arrive in Philadelphia in one day and a half. This time, however, was probably found too short, for two days were required by him in 1773—74."
All the products of agriculture and of the mines, and nearly all the trade of the valley of the Delaware and its tributary streams, before the commencement of the present century, naturally came to Philadelphia. Durham boats, managed with poles, long and narrow, drawing not more than two feet of water, and carrying from five to six hundred bushels of wheat, came dawn, mostly during the spring and freshets, sometimes even from Navesink, on the New York State line. From Trenton and below sail-boats were used, and Philadelphia was the chief seaport of the continent. To draw the produce and trade of the Delaware River to the waters of East Jersey and New York turnpike roads were introduced, and since March, 1801, authority was given to build over sixty of these roads. Their construction was much aided by the capital of that city. The first turnpike in Burlington County was chartered Nov. 24, 1803. It ran from Burlington through Bordentown, to intersect the Trenton and New Brunswick pike. The second one built in this county was chartered Feb. 16, 1816, and ran from Bordentown to South Amboy. A number of other turnpikes have been built in various part of the county. all of gravel, and the main highways are generally in good condition, and during the summer and fall may be traveled with pleasure.
Steamboats on the Delaware.— The waters of the Delaware were first ruffled by a steamboat in 1788. John Fitch, a watch- and clock-maker, was the projector. Besides the disadvantage of being poor was his great want of education, and a multitude of difficulties which he did not foresee occurred to render abortive every effort of his persevering mind to construct a steamboat. He applied to Congress for assistance, without success. He then offered his invention to the Spanish government for the navigation of the Mississippi, but they declined it. He a last formed a company, and by the aid of its funds built his first rude steamboat. Instead of wheels he used long paddles, working in frames at the side. Two long chains of the same construction as in watches extended from stern to stern, working the paddles. The crude ideas which he entertained, and the want of experience with the very ordinary mechanic of those early days, subjected poor but persevering Fitch to difficulties of the most discouraging and humiliating character. But at last his steamboat, undoubtedly the first ever built in America, in July of that year made a successful trip from Philadelphia to Burlington, but as she was rounding to at the wharf her boiler burst.(4*) She was, however, floated down to the city, where after great difficulty a new boiler was procured, and in October following she again steamed to Burlington. Watson’s "Annals," vol. ii. p. 446, says, "The boat not only went to Burlington, but to Trenton, returning the same day, and moving at the rate of eight miles an hour. In the summer of 1790 she again made several successful trips up the river for the last time. The continued breaking of some part of the machinery at last forced Fitch to abandon the great invention upon which the public looked so coldly." Poor Fitch lived many years too soon to be successful, but to him belonged the honor of building the first American steamboat. Before Fitch’s death he conceived the idea of the paddle-wheel and of the screw. Of Fitch, Adjt.-Gen. Stryker, in "Trenton One Hundred Years Ago," on page 7, says, "Under the same roof was the shop of John Fitch, then a gunsmith and maker of buttons for the American army. He was at one time apprenticed to ‘James Wilson, the silversmith,’ and afterwards Wilson worked for Fitch when he had a large order for repairing arms, and employed, it is said, sixty men in business. Fitch’s shop was burned by the British. He went to Pennsylvania, and afterwards became the successful steamboat inventor."
In John Wood’s(5*) journal we find entered:
"A steamboat with side paddle-wheels, built at Bordentown by Samuel Morey and Burgess Allison, navigated to Philadelphia and back." The Rev. Lansing Burrows, A.M., in his "History of the Bordentown Baptist Church," in speaking of Mr. Allison, on page 2, says, "He certainly contributed much to the invention of the steamboat, though his name in that connection is now eclipsed by those of his intimate friends, Fitch and Fulton."
Oliver Evans, a blacksmith of Philadelphia, in 1804 built a large scow, with a steam-engine and machinery for cleansing docks for the Board of Health of that city. He mounted it on wheels, and by steam propelled it through the streets of the city to the Schuylkill. Launching it into the river, with a paddle-wheel in the stern, he steamed around to the Delaware front of the city.(6*)
In 1808, John Stevens built the "Phoenix" at Hoboken, N.J., and Robert L. Stevens brought her around by sea to Philadelphia.(7*)
In Mr. Wood’s journal we find a clipping from a newspaper, the name and date of which unfortunately was not noted. We copy from it as follows: "In the year 1812" [1809(8*)] "a large steamboat, named the ‘Phoenix,’ commanded by Captain Degraw, was placed on the river for the purpose of carrying the New York passengers. She ran from Philadelphia to Bordentown, and the passage thence occupied three hours when running with the tide, and five hours against it. The boat had no wheel-house, and presented a very singular appearance. Sometimes when in motion the water would be thrown as high as her smoke-stack. She was sent around from Hoboken by the elder John Stevens, and Robert L. Stevens was her temporary engineer. She belonged to what was then called the ‘Swiftsure Line,’ and attracted much interest. Her hour of departure was announced by the blowing of a large tin horn, and hundreds of persons would crowd the wharves to see her embark on her voyage. Passengers on this boat were landed in New York some time during the following night if no accident occurred."
After the "Phoenix" the next steamboat that ran up the river was named the "Philadelphia." It was put on by the Union Line, and was commanded by Capt. Jenkins. She ran from Philadelphia to Bristol, and afterwards established a wharf three miles above, called "Van Hart’s." Passengers hence took stages for New Brunswick, and to New York in the "William Gibbons." For some unaccountable reason this boat always went by the name of "Old Sal," probably from a grotesque-looking female figurehead on the bow.
The next steamboat was the "Pennsylvania," and carried passengers for the "Citizens’ Line." The engine of this boat was subsequently placed in the "Old Lehigh." Passengers by this line landed at Bordentown, and thence took coaches to Washington, N.J., whence they were conveyed to New York on the steamer "AEtna," Capt. Robinson. The "AEtna" exploded her boiler in New York harbor in May, 1824, having on board the Philadelphia passengers, and several lives were lost. Her place was supplied by one named "New York."
The Union Line then built the "New Philadelphia," to compete with the "New York," of the Citizens’ Line, and then the "Trenton" came out to run against the "Pennsylvania," of the Citizens’ Line. This line then built a new boat and named it the "Philadelphia," to beat the "Trenton." There was a wonderful competition among these lines for several years, when Capt. Whilldin and Cornelius Vanderbilt started an opposition to them all. This was called the Dispatch Line, and the fare at one time was reduced to one dollar. The boat on this end was named the "Emerald." The Dispatch Line was soon disposed of, and the Union and Citizens’ with some of the others afterwards became merged in the Camden and Amboy Railroad Company.
The next boat was time "John Stevens," built at Hoboken in 1846, and destroyed by fire at White Hill on the night of the 16th of July, 1855. She was rebuilt at Bordentown, and launched at 5.25 A.M. on the 9th of August, 1865. The next boat on the river was the "Richard Stockton," now running between South Amboy and New York.
The following advertisement,, copied from a Philadelphia paper, we find in Mr. Wood’s journal:
"For New York at 6 o’clock A.M. Citizens’ Line for New York.
"April 30th, 1829.
"The now and splendid steamboat ‘Philadelphia,’ Capt. Z.W. Kellum, will leave Arch street wharf every day (Sunday excepted) at 6 o’clock A.M. for Burlington, Bristol, White Hill, and Bordentown. Passengers for New York take Coach at Bordentown, 24 miles to Washington. There take superior steamboat ‘New York,’ Capt. G. Jenkins, and arrive in New York by 6 o’clock the same afternoon.
"Fare through $4.00.
"Passengers take coach at Bristol.
"N. B. For seats apply at steamboat office, No. 8 Arch street, corner of Front, or of the Captain on board of the Boat at Arch street Wharf, Philada."
The following are the names of the steamboats that ran between Bordentown and Philadelphia and Trenton and Philadelphia from 1810 to 1876:
The Phoenix, 1810.
" New Jersey, 1812.
" Eagle, 1813.
" New Philadelphia, 1815.
" AEtna, 1824.
" Albemarl, 1824.
" Trenton, 1825.
" Burlington, 1826.
" Pennsylvania, 1826.
" Franklin, 1830.
The Emerald, 1830.
" Marco Botzario, 1830.
" Swan, 1831.
" Congress, 1832.
" John Stevens, ----.
" Edwin Forrest, 1845.
" Richard Stockton, ----.
" Hornet, ----.
" Nelly White, 1876.
" Pope Catlin, 1876.
These are all the steamboats that have run up the Delaware to my recollection.
JOHN WOOD, Sr.
1848. A steamboat exploded on the Delaware and Raritan Canal, about the first lock, near Bordentown.
1859. The steamboat "New Jersey" burnt.
1859, April 30. The steamboat "Bordentown" left the railroad wharf for New York.
1864, July 11th. The steamboat "John Potter" burnt.
1869. The old "Burlington" rebuilt, and on the 24th of March passed the shops on her first trip as a tow-boat.
The Colonial Post.— About the year 1694, Col, John Hamilton, son of Governor Andrew Hamilton, devised a scheme by which the post-office was established. He obtained a patent for it, and afterwards sold his right to the crown. The mails were carried on horseback, and it is probable some attempt was made at regularity, and although the speed was somewhat increased, but little regard was paid to it. In 1704, in the month of May, a New York paper says, "The last storm put our Pennsylvania post a week behind, and it is not yet com’d in." In 1720 the post set out from Philadelphia every Friday, left letters at Burlington and Perth Amboy, and arrived at New York on Sunday night. In 1754, Benjamin Franklin was appointed superintendent of the colonial post-office. System and punctuality was introduced and the service was much improved, in October of that year notice was given that until Christmas the post would leave the two cities three times a week at eight o’clock A.M., and arrive the next day about five o’clock P.M. After Christmas, "being frequently delayed in crossing New York Bay," it would leave only twice a week. In 1764, "if weather permitted," the mails were to leave every alternate day, and go through in less that twenty-four hours. This was continued until the Revolution put a stop to their regular transmission. In 1791 there were only six post-offices in New Jersey, viz.: Trenton, Princeton, New Brunswick, Bridgetown (Rahway), Elizabethtown, and Newark.
Post-Offices of Burlington County.(9*)— The following is a complete list of all the post-offices that were ever established in the county:
Arneytown.— Established April 24, 1827; discontinued Feb. 8, 1871. John Darby, the shoemaker and grave-digger of the village, was the postmaster during the forty-four years of its existence.
Atsion.— Originally established in January, 1798. In 1815 it was discontinued, and an office established "near by" at Sooy’s Inn, possibly Nicholas Sooy’s, at or not far from Green Bank. Atsion was reestablished June 13, 1832. The name was changed June 4, 1866, to Fruitland, and, with better taste, back again to Atsion Aug. 21,
Bass River.— Established May 8, 1840. Nov. 6, 1841, the name was changed to Bass River Hotel, and Aug. 6, 1850, it was changed to New Gretna.
Beverly.— Established Jan. 4, 1849, and Charles C. McElroy was appointed postmaster.
Birmingham.— Established Feb. 11, 1868.
Bordentown.— Established Jan. 1, 1801, with William Norcross as postmaster.
Bridgeborough.— Established Feb. 8, 1849.
Brown’s Mills.— Established Aug. 28, 1850. Byron Woodward was its first postmaster.
Budd Town.— Established June 1, 1868.
Burlington.— Established April 1, 1798, Thomas Douglass, postmaster; July 1, 1798, Thompson Neal; in 1805, Stephen C. Ustick; and in 1818, George Allen were appointed postmasters.
Bustleton.— Established April 11, 1882.
Chetwood.— Established Jan. 29, 1863; discontinued June 4, 1866; named after Mr. Frank Chetwood, of Elizabeth, a prominent man in building the New Jersey Southern Railroad.
Cinnaminson.— Established April 22, 1836. Abm. Lippincott, postmaster. Samuel Allison gave the meaning of this word to be "tangled roots." One or two other definitions have been given. Mr. Salter, however, established the fact some years ago, in an article in the Mount Holly Mirror, that the first two syllables give the Indian name for stone.
Columbus.— Established Dec. 14, 1827, with John W. Wright as postmaster.
Cookstown.— Established Jan, 24, 1851.
Crosswicks.— Established March 25, 1823. Nathan Satterthwaite was the first postmaster.
Delanco.— Established Oct. 5, 1857; discontinued Aug. 29, 1860; re-established Dec. 14, 1861.
Edgewater Park.— Established Sept. 28, 1881.
Evesham.— Established April 1,1808, with Henry Bennett as postmaster; name changed to Marlton, 1845.
Fellowship.— Established Jan. 13, 1849.
Fieldsborough.— Established Feb. 3, 1880.
Florence.— Established April 6, 1854.
Georgetown.— Established July 12, 1847. Many years ago a man settled here, and after expending more money than he was worth in building a fine brick house was forced to mortgage the property. The village in consequence was called "Foolstown." When the post-office was established the name of Georgetown was selected in compliment to the Hon. George Sykes.
Green Bank.— Established May 8, 1840; discontinued; re established Nov. 22, 1862. The name of this post-office was formerly "Sooy’s Inn."
Hainesport.— Established Feb. 2, 1853; discontinued in 1856; re-established March 20, 1862; discontinued Nov. 8, 1871, and re-established Dec. 28, 1876.
Hanover Mills.— Established April 20, 1871; discontinued Oct. 23, 1874.
Harrisville.— Established March 24, 1856. Richard C. Harris was the first postmaster. The name of this village formerly was McCartysville. McCarty, a once noted merchant of Philadelphia, owned the mills situated there. The name of the place changed with the names of the proprietors.
Hartford.— Established Jan. 24, 1868.
Indian Mills.— Established Aug. 2, 1861; discontinued March 11, 1862; re-established Sept. 7, 1877.
Jacksonville.— Established June 12, 1829.
Jacobstown.— Established May 11, 1849.
Jobstown.— Established March 15, 1817. John Horner was the first postmaster.
Juliustown.— Established March 9, 1812; John Fennimore, first postmaster.
Kinkora.— Established Feb. 10, 1873.
Lebanon Glass-Works.— Established Nov. 19, 1862; discontinued Feb. 22, 1867.
Lewistown.— Established Feb. 29, 1872.
Long Beach.— Established June 28, 1861; discontinued April 20, 1863; re-established July 6, 1874.
Lower Bank.— Established Sept. 19, 1854.
Lumberton.— Established Aug. 3, 1848.
Marlton.— Established Aug. 6, 1845; Samuel Swain, postmaster. See Evesham.
Masonville.— Established Jan. 24, 1868.
Medford.— Established May 2, 1820; Shinn Oliphant the first postmaster.
Moorestown.— Established July 1, 1802; Isaac Wilkins, first postmaster.
Mount Holly.— Established Jan. 1, 1801; Stephen C. Ustick the first postmaster.
Mount Laurel.— Established Jan. 13, 1840.
New Gretna, formerly Bass River.— Established Aug. 6, 1850.
New Lisbon.— Established Feb. 1, 1834, with Eayre Oliphant as postmaster; discontinued April 8,1836; re-established Dcc. 26, 1851.
New Mills, now Pemberton.— Established Jan. 1, 1801, with William Kempton as postmaster; name changed in 1827.
Palmyra.— Established Aug. 4, 1851.
Parry.— Established Aug. 12, 1880.
Pemberton, formerly New Mills; name changed March 10, 1827.
Pointville.— Established Dec. 3, 1857.
Progress.— Established Dec. 22, 1854; name changed to Riverside in 1867.
Rancocas.— Established May 1, 1838. A post-office called Ancocas was established Jan. 21, 1836, and discontinued June 23, 1836.
Recklesstown.— Established Feb. 20, 1830, with James Wonderly as postmaster.
Red Lion.— Established Sept. 7, 1877.
Riverslde, formerly Progress.— Established Nov. 15, 1867.
Shamong.— Established Oct. 16, 1849; discontinued Jan. 22, 18.56; re-established Feb. 16, 1863.
Sykeeville, formerly Plattsburgh.— Established Dec. 3, 1857; discontinued Oct. 26, 1874; re-established Dec. 1, 1874. Named after the Hon. George Sykes, lately deceased.
Smithville.— Established Dec. 7, 1866. Named after the Hon. H. Smith.
Tabernacle.— Established Sept. 7, 1877.
Tuckerton.— Established Jan. 1, 1798, with Reuben Tucker as postmaster.
Vincentown.— Established April 20, 1821; Mahlon Sleeper, postmaster.
Wading River.— Established Feb. 8, 1858.
Woodmansie.— Established May 23,1867; discontinued and re-established in 1872.
Wrightstown.— Established Feb. 3, 1824, Samuel Brown being the first postmaster.
Contrary to the general supposition, Tuckerton was the first post-office established in Burlington County. Atsion was established at the same time. It was on the route from Philadelphia to Tuckerton, and was then a place of much business. The office at both these towns owe their origin to the energy and enterprise of Judge Ebenezer Tucker,(10*) from whom Tuckerton was named.
* Watson’s Annals.
** Collections of N.J. Hist. Soc., page 161.
*** Barber’s Hist. Col. of New Jersey, pp. 42—43. This was probably inserted in a New York City paper, as diligent search in the papers in the Philadelphia Library failed to discover the original advertisement.
(4*) Watson’s Annals of Philadelphia, Vol. ii. p. 44&
(5*) See history of Bordentown.
(6*) Watson’s Annals, vol. ii. p. 455.
(7*) John Wood’s, Sr., journal.
(8*) Watson’s Annals, vol. ii. p. 449.
(9*) We are indebted to the Hon. Edwin Salter, of New Jersey, now residing in Washington, for notes on the post-offices, he having personally searched the records of the department to obtain the information. His genealogical and historical articles, which have appeared in various newspapers of the State for a series of years past, have rendered his nami familiar to most Jerseymen.
(10*) The judge was born in 1758, was a soldier of the Revolutionary war, and participated in the battle of Long Island. He held numerous important positions, was a member of the Congress of the United States from 1825 to 1829, and died Sept. 5, 1845.