Woodward's chapter on canals and railroads

 Woodward, E.M., History of Burlington and Mercer Counties. pp. 58-63.

CHAPTER X.

CANALS AND RAILROADS.

"IN Beecher’s Magazine for January, 1872, Judge Lucius Q.C. Elmer published an article entitled ‘General Bernard and Joseph Bonaparte.’ In December, 1823, an act was passel by the Legislature of New Jersey appointing Lucius Q.C. Elmer, Peter Kean, and George Holcombe commissioners for the purpose of ascertaining the practicability and expediency of a canal to unite the tidewaters of the Delaware and Raritan Rivers. There was at that time a board of engineers, organized by virtue of a special act of Congress as a board of internal improvements. This board came into New Jersey, and in conjunction with the State board made a hasty examination of the route previously surveyed, in 1816, by a State commission under John Randel, Jr., Esq. The final result of this examination was that the plan of making the canal a State or national work was abandoned, and in 1830 the Delaware and Raritan Canal Company was incorporated, who, mainly through the energy of Commodore Stockton, constructed the existing work. The board of United States engineers consisted of Gen. Simon Bernard,* specially appointed at its head, Lieut.-Col. Joseph G. Totlen, of the Engineer Corps, and John. L. Sullivan, of Boston, a civil engineer."**

The Camden and Amboy Railroad and Transportation Company was incorporated by an act of the Legislature dated Feb. 4, 1830. The capital stock was one million of dollars, with the privilege of increasing it to five hundred thousand dollars, divided into shares of one hundred dollars each. The road was to run from Camden on the Delaware to some point on the Raritan Bay, the bed to be not more than one hundred feet wide, with as many sets of tracks as necessary; reserving to the State the right to subscribe one-fourth or less of the capital stock by the 1st of the ensuing January, which right was not exercised; limiting the charges to not more than eight cents per ton per mile for transportation of freight, and ten cents per mile for carrying each passenger; that the company should pay a transit duty to the State of ten cents for each passenger, and fifteen cents for each ton of merchandise in lieu of all other taxes. Suitable steam or other vessels were required to be provided at either terminus of the road to make connection with the cities of Philadelphia and New York. The road was to be commenced within, two and completed within nine years. The State reserved the right to purchase the road at and after the expiration of thirty years, at a valuation to be made according to law. It was also stipulated that if the Legislature shall authorize the construction of any other railroad for the transportation of passengers across the State from New York to Philadelphia, which road shall be constructed and used, and which shall commence and terminate within three miles of the terminals of the road authorized by this act, then the transit duties shall cease, and such other railroad shall be liable to a tax not less than the amount payable to the State by this company.

By an act, passed Feb. 4, 1831, it was further stipulated that the company should transfer to the State one thousand shares of the capital stock, the installments on which shall be paid by the company, the State to appoint one director; but providing that when any other railroad between New York and Philadelphia shall be constructed and used, then the dividends shall be no longer payable to the State, and the said stock shall be retransferred to the company. In consideration of which it was stipulated that it should not be lawful to construct any other railroad across the State within three miles of the road of the company until after the time limited for the completion of said railroad, nine years from Feb. 4, 1830.

The Camden and Amboy Railroad and the Delaware and Raritan Canal Companies (both companies incorporated the same day and with provisions very similar) were consolidated by an act passed Feb. 15, 1831, for the purpose of completing the road and canal, subject to the provisions, reservations, and conditions of their respective charters, the directors appointed under which were empowered to manage the affairs of the company in joint meeting; and the companies were jointly liable for contracts made by either, and were prohibited from charging more than three dollars for passengers from and to Philadelphia and New York. This act provided further that the railroad and canal should be completed within the specified time, and if one of the works be completed at the specified time without the other, the work completed shall be forfeited to the State.

By an act of March 2, 1832, one thousand shares of the joint capital stock were transferred to the State, and the companies contract that if within one year from the time that the railroad from Bordentown to Amboy is completed the transit duty reserved by the acts incorporating such companies and the dividends on the stock so transferred shall not amount to thirty thousand dollars, the companies shall pay the deficiency to the State, and so annually during the charter; and the State may appoint one director to represent the stock. The joint companies also covenant to construct a lateral railroad from Spottswood to New Brunswick as soon as any railroad shall be built from Brunswick to the Hudson River, and not to charge more than two dollars and fifty cents fare between New Brunswick and Philadelphia. The condition of these grants, however, is that it shall not be lawful at any time during the railroad charter to construct any other railroad in the State which shall be intended or used to compete in business with the Camden, and Amboy Railroad between New York and Philadelphia without the consent of the companies.

So doubtful were the early legislators of New Jersey as to the feasibility of railroads and canals that the following proviso was thoughtfully inserted in both charters: "That in case the said company, after the same is completed, shall abandon the said road, or cease to use and keep in repairs at any time for three successive years, that then this charter shall be annulled, and the title to the lands over which the said road shall pass shall be revested in the persons from whom the lands were taken, their heirs and assigns; Provided always, If the State shall take possession of said road, that road, and the title to the lands shall be vested in the State so long as they shall maintain the same."

"Gordon’s Gazetteer of New Jersey," published in January, 1834, on page 20, says, "The united companies have completed one track of railroad from a point below Bordentown" (White Hill), "on the Delaware River, to South Amboy, passing through, or rather over Hights Town and by Spottswood, a distance of thirty-five miles, at no expense, it is said, of more than eighteen thousand dollars the mile. Upon this road passengers and merchandise have been carried since February, 1833. It is constructed in a very substantial manner of cast-iron rails, supported upon blocks of stone or wooden sleepers, placed three feet distant from each other in the line. Until September, 1833, the carriages were commonly drawn by horses. At that time steam locomotives were applied to one of the three daily lines which traverse it.

"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."

The engine referred to was the "John Bull," which was at the Centennial Exhibition at Philadelphia in 1876. The following is a copy of the card attached to her:

"THE LOCOMOTIVE

JOHN BULL,

built by Messrs. George and Robert Stephenson,

at Newcastle-upon-Tyne, England,

For Camden & Amboy Railroad and Transportation Company,

In the year 1831.

Arrived at Philadelphia, Penn’a, August, 1831,

Transferred to Bordentown, N.J., Sept. 4th, 1831.

ORIGINAL DIMENSIONS.

Cylinders 9 inches diameter, 20 inches stroke.

One pair driving wheels, 4 feet 6 inches diameter.

One pair wheels 4 feet 6 inches diameter, not connected.

Hhubs of wheels of cast iron.

Spokes and rim of wheels of wood.

Tires of wrought iron.

Weight about 10 tons."

On arrival at Bordentown it was transferred from the sloop on which it had been brought from Philadelphia, by means of wagons, to the only piece of permanent track of the Camden and Amboy Railroad Company then completed, about three-quarters of a mile in length, and about one mile distant from Bordentown. The machinery was there put together, and a tender constructed from a whiskey hogshead placed on a small four-wheeled platform-car, which had been used by the contractor in the construction of the road. The connection between the pump of the locomotive and the tank was made by means of a leather hose fitted up by a shoemaker in Bordentown. The locomotive was first put in steam September 15th, and several trial trips were made before tile first public trial on tile 12th day of November, 1831, Isaac Dripps acting as engineer, Benjamin Higgins as fireman, and R.L. Stevens as general instructor and conductor. The members of the New Jersey Legislature and a number of other prominent persons were among the guests present.

The "John Bull" remained at Bordentown until the year 1833, when the Camden and Amboy Railroad Company began running their cars by steam-power, the road having been previously operated with horses. It was then placed on the road, doing the regular routine service, and continued in successful operation until 1866.

By an act approved March 27, 1873, the lease and contract dated June 30, 1871, "between the Delaware and Raritan Canal Company, the Camden and Amboy Railroad and Transportation Company, and the New Jersey Railroad and Transportation Company, now merged into and known as ‘The United New Jersey Railroad and Canal Company,’ which companies, together with the Philadelphia and Trenton Railroad Company, are the lessors, and the Pennsylvania Railroad Company, which is lessee, be and the same is validated, ratified, and confirmed; Provided," etc.

The Burlington and Mount Holly Railroad and Transportation Company was incorporated by an act of the Legislature dated Feb. 11, 1848. The capital stock was one hundred thousand dollars, with liberty to increase it to one hundred and fifty thousand dollars, divided into shares of twenty-five dollars each. The road was to run from the city of Burlington to the town of Mount Holly, the bed to be not more than seventy-five feet wide, and its construction to commence within two years, and to be completed and in use within five years from the 4th day of July next, ensuing. The charge for transportation of passengers was limited to not more than five cents per mile each, and for merchandise not more than ten cents per mile per ton if carried in the "carriages" of said company. The road was declared a public highway, and free for the passage of any railroad-carriage thereon with passengers or property upon the payment of a toll of three cents per mile for each passenger, and three cents per ton per mile for all property, and three cents per mile for each empty carriage. The State reserved the right to purchase said road after the expiration of thirty-five years, upon the appraised value, the said valuation not to exceed the first cost of said road, with the appendages thereof.

As soon as completed the company was required to file in the office of the Secretary of State a statement of the cost of the road, and when the net proceeds amounted to six per centum per annum upon its costs, to pay to the State a tax of one-half of one per centum on the cost of said road annually. Sec. 18 provided that no part of the capital stock or money shall be used for banking.

The Burlington County Railroad Company.— By a supplementary act dated March 20, 1857, the name of the Burlington and Mount Holly Railroad and Transportation Company was changed to the above title, and the Company was authorized to construct an extension of their road from Mount Holly to Pemberton, in said county, and to New Egypt, in Ocean County. The capital stock was increased to one hundred thousand dollars.

The Mount Holly and Camden Railroad Company was incorporated by an act dated March 4, 1836, but became void on expiration of time limited for completion of road. Another charter was granted by the Legislature, approved Feb. 11, 1848. The capital stock was one hundred and fifty thousand dollars, divided into shares of fifty dollars each. The road was to run from Mount Holly, and "to pass on a line, as direct as the nature of the country will admit, through or near the village of Moorestown, to some point on the Delaware River within the limits of Camden," the bed not to be more than sixty-six feet wide, with as many sets of tracks or rails as they may deem necessary, and to be completed in five years from the 4th of July next ensuing. The charge for transportation of passengers was limited to not more than five cents per mile for each, and to ten cents per ton per mile for every species of property. The road was declared a public highway, and free for the passage of any railroad-carriage thereon with passengers or property upon the payment of a toll of three cents per mile for each passenger, and three cents per ton per mile for all property, and three cents per mile for each empty carriage. The State imposed the same tax on this road as was exacted of the former roads chartered.

The Camden, Moorestown, Hainesport and Mount Holly Horse-Car Railroad Company was incorporated by an act of the Legislature dated March 15, 1859. The capital stock was one hundred thousand dollars, with privilege to increase the same to three hundred thousand dollars, divided into shares of twenty-five dollars each. The road to run from some point easterly of Eighth Street in Camden, through the villages of Moorestown and Hainesport, to Mount Holly, and road-bed not to be more than fifty feet wide. The road was to be completed in five years from the 4th day of July next ensuing. Although this road was styled a "Horse-Car" railroad, the company was empowered by its charter to purchase all the necessary engines, cars, etc., and was built and run as a steam road. The State imposed the same tax on this road as was exacted of the other roads.

The Camden and Burlington County Railroad Company.— By an act passed Feb. 6, 1866, the Burlington County and the Camden, Moorestown, Hainesport and Mount Holly Horse-Car Railroad Companies were authorized to consolidate under the above name. The capital stock was three hundred thousand dollars, with the privilege of increasing the same to five hundred thousand dollars, divided into shares of twenty-five dollars each. The consolidated company was authorized to connect with the Camden and Amboy Railroad Company before reaching Camden, and to run their cars and trains upon the same upon such terms as may be agreed upon by the two companies. Full right and authority was given to use steam upon the road. The State reserved to itself the usual tax.

The Vincentown Branch of the Burlington County Railroad was incorporated by an act dated March 15, 1861. The capital stock was fifty thousand dollars, to be divided into shares of twenty-five dollars each. The road was to run from a point in the Burlington County Railroad at or near Charles Ewen’s house to Vincentown, with the privilege of building branches to any of the marl beds in the vicinity, said branches not to exceed two miles in length, the road not to exceed sixty-six feet in width, and the branches not to exceed fifty feet. The road was to be commenced within five years, and completed within ten years from the 4th of July next ensuing. It was empowered to demand for the transportation of passengers and merchandise not more than five cents per mile for each passenger, and ten cents per ton per mile for each ton of heavy merchandise, etc. but for dry-goods, packages, and express freight the said company was allowed to charge such reasonable rates as they shall deem proper.

By a supplementary act approved March 6, 1863, this road was authorized to consolidate with the Burlington County Railroad Company, under the name and title of the last-named road. The State reserve to itself the usual tax when the net proceeds shall amount to seven per cent. (the then legal interest of the State) per annum on its cost of construction. It was also provided that the Governor, the attorney-general, the chancellor, the justices of the Supreme Court, and the judges of the Court of Errors, and superintendent of public schools of the State, while traveling for the purpose of discharging the duties of their office, and members and officers of both houses of the Legislature during their sessions shall ride free on said road.

The Pemberton and Hightstown Railroad Company was incorporated by an act of the Legislature dated March 24, 1864. The capital stock was five hundred thousand dollars, with liberty to increase it to one million dollars,*** divided into shares of fifty dollars each. The road was to run from the borough of Pemberton, Burlington Co., to Hightstown, in Mercer County, connecting at Pemberton with the terminus of the Burlington County Railroad, and at Hightstown with the Camden and Amboy Railroad, passing en route the villages of Wrightstown, Cookstown, New Egypt, Hornerstown, Fillmore, Imlaystown. The road-bed was not to exceed one hundred feet in width, and its construction to commence within three years, and to be completed within six years from the 4th day of July next ensuing; the charge for each passenger not to exceed four cents per mile, for freight not to exceed eight cents per ton per mile. The State reserved to itself the usual tax, as soon as the road or any part thereof shall be in operation, on the capital stock of said road, without the usual proviso in regard to the net proceeds amounting to six percentum per annum upon its cost of construction. The same State officers as were named in the charter of the Vincentown road were allowed to ride free on this road.

The Mount Holly, Lumberton and Medford Railroad Company was incorporated by an act dated April 2, 1866. The capital stock was one hundred and fifty thousand dollars, with liberty to increase the same to two hundred and fifty thousand dollars; divided into shares of fifty dollars each. The road was to run from Mount Holly to the village of Medford, passing through Lumberton, and not to exceed in width one hundred feet. Its construction was to commence within five years, and to be completed within ten years from the 4th day of July next ensuing. The charge for transportation was limited to not more than four cents per mile for passengers, or more than ten cents per ton per mile for any description of property. The usual tax on the cost, equipment, and appendages of said road was provided for, as also the right of the State, after the expiration of thirty-five years from completion, to take possession of the road upon appraisement, etc.

The Columbus, Kinkora and: Springfield Railroad Company was incorporated by an act of the Legislature dated April 2, 1866. The capital stock was fifty thousand dollars, with liberty to increase it to one hundred thousand dollars, divided into shares of twenty-five dollars each. The road was to be laid "on the old bed of the ‘Delaware and Atlantic Railroad Company,’ in the county of Burlington, beginning at low-water mark in the river Delaware at the mouth of Craft’s Creek or its vicinity; thence running on the old bed or course of the said Delaware and Atlantic Railroad Company to the village of Columbus, with the privilege of extending the same to the intersection of the public road leading from said village of Columbus to Vincentown. The road-bed was to be not more than sixty-six feet wide, and the construction to be commenced within three years and completed in six years from the 4th of July next ensuing. The charge for transportation of passengers was limited to not more than five cents per mile each, and for every species of property to not more than eight cents per ton per mile. The usual tax was imposed, and riding free of certain State officers provided for.

The Long Branch and Seashore Railroad Company was incorporated by an act of the Legislature approved March 20, 1863. The capital stock was three hundred thousand dollars, with liberty to increase it to eight hundred thousand dollars, divided into shares of one hundred dollars each. The road was to run from "a point on Sandy Hook, in the county of Monmouth, at or near the Horse-shoe running through Long Branch; thence through or near Squan village to a point on Tom’s River, at or near Tom’s River village, in the county of Ocean; thence to Tuckerton, in the county of Burlington. The land taken for said road not to exceed one hundred feet in width, and its construction to commence within three years, and to be completed within seven years from the 4th day of July next ensuing. The charge for transportation of passengers was limited to not more than three cents per mile each, and for all description of property not more than six cents per mile per ton.

By a supplementary act, dated Feb. 16, 1870, said road and the "New Jersey Southern Railroad Company" were authorized, by and with the consent of two-thirds of the stockholders of said companies, to consolidate. The said railroads to be united by a branch or branches of either road at or near the village of Long Branch. This road ran to Pemberton, and in 1878 the mortgage was foreclosed, and Isaac S. Buckelew, Esq., the present superintendent of the Amboy Division of the Pennsylvania Railroad Company, was appointed receiver. He sold it in May, 1879, after which it was reorganized as the Pemberton and Seashore Road, and leased to the United Railroads of New Jersey. The usual tax, "when the net proceeds shall amount to seven per centum per annum on its cost," was provided for, the State reserving the right to take possession of the road after thirty-five years upon the payment of the appraised value of the same, and certain State officers to be allowed to ride free.

The Pemberton and Hightstown. road was leased to "the United New Jersey Railroad and Canal Company" at an annual rental of six per centum upon the capital stock and seven per centum upon the company’s bonds, payable semi-annually.

The Columbus, Kinkora and Springfield road was leased to the same company at a rental of thirty per cent. of the gross receipts.

The Camden and Burlington County, the Mount Holly, Lumberton and Medford, the Vincentown Branch of the Burlington County Railroads were all leased to the United New Jersey Railroad and Canal Company at an annual rental of six per cent.

The United New Jersey Railroad and Canal Company was leased to the Pennsylvania Railroad Company at an annual rental of ten per centum upon the capital stock and interest on its bonds free of all taxes.

All the above enumerated roads are operated by the Pennsylvania Railroad Company, as lessees of the United New Jersey Railroad and Canal Company.

The Pemberton and Seashore Railroad is operated by the Pennsylvania Railroad Company, at an annual rental of net receipts in excess of operating expenses.

From the thirty-third annual report of the Pennsylvania Railroad Company, for the year 1880, we learn that the loss to that company in operating the following roads for the year 1879 was as follows:

New York Division (Trenton and New York) and the Amboy Division (Camden and Amboy) $743,749.14

Pemberton and Hightstown 44,156.48

Vincentown Branch 2,399.90

Columbus, Kinkora and Springfield 3,520 25

Mount Holly, Lumberton and Medford 13,992.23

Delaware and Raritan Canals 290,237.99

$1,098,055.99

The Pemberton and Seashore Road was run without loss.

The Camden and Burlington County and the Burlington and Mount Holly Roads were run at a profit of $1,125.47

Leaving a net loss of $1,096,930.52

Yet such is the enormous transportation on the numerous roads operated by the Pennsylvania Company in time West, brought to them by the advantage of this terminus on New York Bay, that this loss is more than counterbalanced.

* Gen. Bernard was a distinguished engineer in the army of Napoleon, having the brevet rank of lieutenant-general as one of his aides, in which capacity he acted at the battle of Waterloo. Upon the downfall of the emperor he came to the United States, about the year 1816. He was the first and until the late war the only foreign officer admitted to the military service of the United States after the Revolutionary war. During the twelve or fifteen years that he remained at the head of our corps of engineers he planned a system of fortifications for the general defense of the coast. Soon after Louis Philippe became king he returned to France, was appointed an aide to the king, and in 1836 was placed in the cabinet as Secretary of War. He died in 1839, and his death was, by general order of our War Department, announced to the army and people in terms of highest commendation and respect.

Among the attaches to the board was Capt. Poussin, also from France, then holding the rank of captain United States topographical engineers. He returned to France with Bernard, and upon tile overthrow of Louis Philippe, in 1848, was sent by the provisional government as minister to the United States. Having the misfortune to displease Mr. Clayton, our Secretary of State, he was dismissed or withdrawn.

** Bonaparte’s Park and the Murats, E.M. Woodward, pp. 74—76.

*** The large amount of the capital stock for so short a road was caused by the depreciation of the legal tender notes, a natural result of the rebellion.