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AMERICA. Joel Cook
Читать онлайн.Название AMERICA
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isbn 4064066393632
Автор произведения Joel Cook
Жанр Документальная литература
Издательство Bookwire
The original method of transport between Philadelphia and New York was by steamboat on the Delaware to South Trenton, stages from Trenton to New Brunswick on the Raritan River, and then by steamboat to New York. This was the "Union Line," which for many years carried the passengers, and of which John Stevens was the active spirit. He conceived the first idea of a railway, and in 1817 procured the first railway charter in America for a railroad upon his stage route between Trenton and New Brunswick. In subsequent years there were advocates both of a railway and a canal across New Jersey, his son, Robert L. Stevens, being the railway chieftain, while Commodore Robert F. Stockton championed the canal, the rival projects appearing before the New Jersey Legislature in 1829–30, and causing a most bitter controversy. It is related that the conflict was ended in a most surprising manner. Between the acts of a play at the old Park Theatre in New York, Stevens and Stockton accidentally met in the vestibule, and after a few minutes' talk agreed to end their dispute by joining forces. The result was that on February 4, 1830, both companies were chartered—the "Camden and Amboy Railroad and Transportation Company" and the "Delaware and Raritan Canal Company." In furtherance of this compromise, what is known as the celebrated "Marriage Act" was passed a year later, creating the "Joint Companies," their stock being combined at the same valuation, though each had a separate organization. They were given a monopoly of the business, paying transit dues to the State of ten cents per passenger and fifteen cents per ton of freight carried, and this afterwards practically paid all the expenses of the New Jersey State Government. The railroad was completed between Bordentown and Amboy in 1832, and on December 17th the first passengers went through, fifty or sixty of them. It was a rainy day, and the cars were drawn by horses, for they could not in those days trust their locomotive out in the rain. The next year regular travel began, galloping horses taking the cars from Bordentown over to Amboy in about three hours, there being three relays. Later in the year the locomotive "John Bull" took one train daily, each way. In 1871 all the railway and canal properties of the two companies, which had become very extensive, were absorbed by the Pennsylvania Railroad, which pays as rental 10 per cent. annual dividends on the stocks.
The line of the Delaware and Raritan Canal begins at Crosswick's Creek in Bordentown, and is constructed alongside the Delaware River up to Trenton, and thence across New Jersey to the Raritan River at New Brunswick. This is a much-used "inside water route," and it had one of the old lines of the railroad constructed on the canal bank all the way. It was in former times a very profitable route, and is said to have made most of the dividends of the old monopoly, as it carried the greater part of the freight between the cities. It was originally projected in 1804, but the scheme slumbered for years. When the route was surveyed through Princeton, where Commodore Stockton lived, he became interested, and he induced his father-in-law, John Potter, of South Carolina, who had over $500,000 in the United States Bank, to withdraw the money and invest it in the canal, he being the chief shareholder. Thus his fortune was not only saved from the bank's subsequent collapse, but was increased by the profitable investment. The canal is forty-three miles long, with fourteen locks in its course, having an aggregate rise and fall of one hundred and fifty feet. Its enlargement to the dimensions of a ship canal is suggested.
THE TRENTON GRAVEL.
In journeying up the Delaware and approaching Trenton, we have passed through a region of most interesting geological development. All along are evidences of the deposit of the drift from above, which is popularly known as the "Trenton gravel." The Delaware flows southeast from the Kittatinny Water Gap to Bordentown, and then, impinging against the cretaceous stratified rocks of New Jersey, abruptly turns around a right-angled bend and goes off southwestward towards Philadelphia. The river has thus deposited the Trenton gravels, composed of the drift of most of the geological formations in its upper waters, throughout its course, on the Pennsylvania side from Trenton down below Philadelphia. This deposit is fifty feet deep on the river bank in Philadelphia, and underlies the river bed for nearly a hundred feet in depth. At Bristol the deposit stretches two miles back from the river, and at Trenton it is almost universal. The material, which in the lower reaches is generally fine, grows coarser as the river is ascended, until at Trenton immense boulders are often found imbedded. We are told by geologists that at the time of the great flood in the river which deposited the gravel, the lower part of Philadelphia, the whole of Bristol and Penn's Neck and almost all Trenton were under water. The gravel has disclosed bones of Arctic animals—walrus, reindeer and mastodon—and also traces of ancient mankind. The latter have been found at Trenton and on Neshaminy Creek, indicating the presence of a race of men said to have lived about seven thousand years ago. The river has also made immense clay deposits all along, which was done at a time when the water flowed at a level more than a hundred feet higher than now.
In the early geological history of the Delaware it is found that all southern New Jersey lay deep beneath the Atlantic, whose waves broke against the ranges of hills northwest and north of Philadelphia, and an inlet from the sea extended into the great Chester limestone valley behind them. This whole region, then probably five hundred feet lower than now, was afterwards slowly upheaved, and the waters retreated. Subsequently the climate grew colder, and the great glacial ice-cap crept down from Greenland and Labrador, forming a huge sea of ice, thousands of feet thick, which advanced on the Delaware to Belvidere, sixty miles north of Philadelphia. Then there came another gradual change; the land descended to nearly two hundred feet below the present level, and again the waters overflowed almost the whole region. This was ice-cold, fresh water, bearing huge icebergs and floes, which stranded on the hills, forming a shore on the higher lands northwest of Philadelphia. The river channel was then ten miles wide and two hundred feet deep all the way down from Trenton, and a roaring flood depositing the red gravel along its bed. As the torrent, expending its force, though still filled with mud and sand from the base of the glacial ice-cap, became more quiet, it laid down the clays, the stranded icebergs dropping their far-carried boulders all along the route. This era of cold water and enormous floods is computed to have occupied a period of about two hundred and seventy thousand years, and then the "Ice Age" finally terminated. The land rose about to its present level, the waters retreated, and elevated temperatures thawed more and more of the glaciers remaining in the headwaters, so that there came down the last great floods which deposited the "Trenton gravel." The river was still wide and deep, and Arctic animals roamed the banks. Mankind then first appeared, living in primitive ways in caves and holes, and hunting and fishing along the swollen Delaware ten thousand years ago. Occasionally they dropped in the waters their rude stone implements and weapons, which were buried in the gravel, and, being recently found, are studied to tell the story of their ancient owners. The river deposited its gravel and the channel shrunk with dwindling current, moving gradually eastward as it eat its way into the cretaceous measures. The primitive man retired, making way for the red Indian, and the present era dawned, with the more moderate climate, and with again a slow sinking of the land, which the geologists say is now in progress.
TRENTON AND ITS BATTLE MONUMENT.
Trenton, the capital of New Jersey, is thirty miles from Philadelphia, a prosperous city with seventy thousand people. The first and most lasting impression many visitors get of it is of the deep rift cut into the clays and gravels of the southern part of the town, to let the Pennsylvania Railroad go through. Here, as everywhere, are displayed the lavish deposits of the "Trenton gravel" as the railway passes under the streets, and even under the Delaware and Raritan Canal, to its depressed station alongside