68 ANNALS OF Camden No. 3 I 92 I BY CHARLES S. BOYER Wonoj^raph ANNALS OF CAMDEN No. 3 OLD FERRIES CAMDEN, NEW JERSEY AN ADDRESS DELIVERED BEFORE THE CAMDEN COUNTY HISTORICAL SOCIETY CHARLES S. BOYER OCTOBER II, 1911 PRIVATELY PRINTED I 9 2 I Edition limited to 250 copies This is No. *< ©CIA630889 Copyrighted by the Author 1921 DEC 19 '2 OLD FERRIES CAMDEN, N. J. In this age of inventions, improvements and ever-changing modes of transportation, the ferry boat is still an important factor in carry- ing the traveller across that "goodly and noble" river which forms the boundary between the two Quaker Colonies of New Jersey and Penn- sylvania. Philadelphia, although founded several years after the first settlers had arrived in West Jersey, soon became the chief town in the Western World and the trend of travel, which it was originally ex- pected would be towards Burlington, soon led in that direction. The demand for transportation facilities over the Delaware river was a natural sequence of the influx of settlers into the lower part of West Jersey; many of the newer arrivals had friends, or relatives in the metropolis and all of them had business relations with its merchants. Animated by the same spirit which led these yeomen of Yorkshire and London to forsake their comfortable homes and seek new habitations in the wilderness of America, they attacked the problem and found its solution in a legally sanctioned ferry, which, while privately operated, was even at this early day subject to public regulation. The first ferry between New Jersey and Philadelphia was sanc- tioned in 1688 by the County Court of Gloucester. The order of the Court was : "Therefore we permit and appoint that a common passage or ferry for man and beast be provided, fixed and settled in some convenient and proper place between ye mouths or entrance of Cooper's creek and Newton creek, and that the government, managing and keeping of ye same be committed to ye said William Roydon and his assigns, who are hereby empowered and appointed to establish, fix and settle ye same within ye limits aforesaid, wherein all other persons are desired and requested to keep no other common or public passage or ferry." William Roydon, the first ferryman, was enjoined to provide good and sufficient boats which were "to be in readiness at all times to ac- commodate people's actions." The rates were fixed at six pence per head for each person, twelve pence for man and horse, or other beast, and six pence per head for swine, cattle and sheep. There is a great deal of confusion in tracing the various ferries between Camden and Philadelphia. In Pennsylvania, the Proprietary Governor, at first, claimed the right of granting ferry privileges, but this was steadily resisted by the City Council of Philadelphia, and the latter was finally conceded the authority. In West Jersey, the Gloucester County Court early exercised the prerogative, as has been noted in the authority given William Roydon. Since the ferries re- quired landings on both sides of the river, and each State exercised the right within its own limits, it very often happened that the ferry was known by one name in Pennsylvania and by another in New Jersey. They most often took the names of the proprietors of the hotels adjacent to their landings, for it should be remembered that ferry rights were considered a profitable adjunct to the hotels, which on the Camden side, were all located on the river bank. Another factor causing confusion in distinguishing between the ferries was the similarity of names of the several ferry masters. The first ferry slips were very primitive affairs, without waiting rooms for the accommodation of the public, or coverings of any kind over the slips. In later years, rough board sheds were erected and provided with a stove in the middle of the room, around which the half frozen ferrymen with their strong cigars, or rank pipes, would huddle. It was, therefore, easy to understand why the old hotels became so popular and left such an indelible impression upon the early travelers who were compelled to wait for the arrival or departure of one of the ferry boats. Connected with each ferry, and about midway between the slips and hotels, were large stables and sheds for the accommodation of the farmers when bringing their products to the Philadelphia markets, for at first the ferry facilities for horses and wagons were crude, uncertain and expensive and this marketing was usually carried across the river in baskets. There was at each ferry also a large piece of ground covered with shade trees and fitted up with various sorts of amusements and the indispensable bar or bars, at which both soft and hard drinks could be obtained on tickets furnished by the pro- prietor, or assistant, upon the payment of a fee for the privilege of playing at any one of the games then in vogue at such places. When the original ferry privilege was granted, the Gloucester Court as already noted, established the rates to be charged, but these were soon ignored and the ferryman exacted all he could out of his passengers. From a charge of six pence for a single passenger and twelve 5 pence for a man and horse, the toll was gradually raised to nine pence and two-shillings-six pence respectively. These advances caused a protest from the traveling public without securing any relief from the ferry masters. The matter was then taken to the Legislature, but the ferry interests were powerful enough to prevent any immediate action being taken. The ferry situation is interestingly shown in the letter addressed by Samuel and William Cooper, in 1782, to the members of the Legislature from Gloucester County in defense of their position.* In this letter are given the old and new rates of fare and the former and present cost of operation, as follows : Rates of Fare Present Formerly A single passenger £0-0-9 £0-0-6 Two or more passengers, each 0-6 0-4 A single man and horse 2-6 1-6 Two or more men and horses, each 2-0 1-0 Single cattle 3-0 1-6 Two or more cattle, each 2-6 1-0 Dead "Hoggs" 0-6 0-4 Sheep, each 0-4 0-2 Live "Hoggs," each 0-8 0-4 Calves, each 0-6 0-4 Beef per quarter 0-6 0-4 A two horse load of fish 3-9 2-6 All empty carriages per wheel 1-6 1-0 Lumber per thousand 6-0 6-0 A full barrel or chest 1-0 0-8 A full hogshead 3-9 2-6 Grain or salt per bushel 0-4 0-2 Flour per centum 0-6 0-4 Iron per ton 7-6 5-0 Hen "coobs" in proportion to size Expenses £ S D £ S D Ferrymen's wages per month 5 2 New horse boat 60 28 New wherry 40 22 Oars per feet 1 4 Sails per "sute," wherry 7 10 2 Sails per "sute," horse boat 18 6 Boat builders wages per day 15 6 * See Dr. C. E. Godfrey in Pennsylvania Magazine, Vol. XXIX (1905), p. 503. No immediate action was taken by the Legislature towards regu- lating the ferry charges, but in 1799 the entire question of supervision and control over the ferries was placed in the hands of the local Boards of Chosen Freeholders. As the latter bodies were even more susceptible to manipulation and influence by the ferry masters and hotel keepers, a long-suffering public was compelled to wait for many years before any relief was secured, at least in Gloucester County. In the meantime, the ferry charges had been gradually increased without any material increase in the service rendered. So arbitrary and grasping, however, did the ferry masters become, that, on May 9, 1821, the Board of Freeholders of Gloucester County was forced to take notice of the many protests and did finally pass a law minutely regulating the maximum rates which could be legally collected by the ferrymen. Among the rates specified was a charge of six and one- quarter cents "for each passenger, including the privilege of carrying three baskets, or what is equivalent thereto." The ferrymen were permitted to collect double this rate between the first day of December and the first day of March. These charges were also soon forgotten and the rate of fare became twelve and one-half cents in the Summer and twenty-five cents in Winter. About 1830, the seasons were fur- ther divided and the Summer rate was made six and one-quarter cents, the Spring and Fall charge was twelve and one-half cents, while in Winter the rate was twenty-five cents, but for those persons living in Camden, or for any one living in Philadelphia and following a regular business in Camden, the fare was one dollar per quarter. These persons were known as "Quarterly Passengers." The crafty ferry- men always collected the fares from his passengers before the boat left its landing. "Quarterly Passengers" were compelled to wait until -some countryman came along with marketing and the cash fare before the ferryman would start a boat. After the cash passenger was aboard the quarterly passengers in sufficient numbers to fill the boat would be accommodated. The travel across the Delaware in these early days was carried on in long wherries, holding twelve to fifteen persons, and propelled by sails and oars. The boats had sharp bows decked over for a few feet back from the stem and provided with iron shod "skids," or runners, on either side of the keel, and in every case with a long rope attached to the bow. During the Winter Season, the passage across the river was often a long, tedious and laborious trip. At that season of the year the boats were usually maneuvered by four men, one sitting on the deck with a boat hook in hand, two others at the «k Si i: i oars and the fourth man at the helm. If the ice in the river was strong enough to bear the boats, they were, with the assistance of the male passengers, who were pressed into service, pulled out of the water and dragged along over the ice. This was a more or less dangerous operation, the boatmen frequently getting an unwelcome plunge into the icy water, while sometimes a passenger, or boatman, or both, were drowned. Elizabeth Drinker cites an accident of this sort which occurred on February 10, 1782, when "four or five persons were drowned crossing ye River, pushing ye Boat off ye Ice into ye water." There was also another class of boats, called "horse boats." These were much larger than the wherries, more like the present-day scows, and were for the transportation of horses, carriages and cattle. It was only under favorable conditions that these crafts made the trips, as they were very unwieldy and could be operated only when the wind was favorable. The next advancement was the "team boat," a much larger craft, in which horses or mules furnished the motive power. They were of two kinds. In one, four or five horses were placed on each side of the boat on a circular tread wheel, and the paddle wheels, arranged like the "side wheel" steamboat of later days, were turned by means of cogs and gearing connected with other cogs on the shaft of the paddle wheels. The horses were hitched to strong timbers and by a forward movement of the feet caused the tread wheel upon which they stood to revolve and thus operate the gear wheels. The other type of "team boat" had a large revolving wheel in the middle and the horses, which were attached to it, by walking around in a circle, caused this wheel to revolve and through gears rotated the paddle, or bucket, wheels. The "team boat" of this style consisted of two complete hulls, united by a deck or bridge, but separated far enough apart to allow the paddle wheel to be set between them. They were sharp at both ends and could be propelled either backward or forward with equal ease. The "team boat" ferries were very popular and received the greater at- tention, first, because they were thought to be more economical to operate than any other type of ferry boat ; and second, because of the exclusive rights to steam as the motive power claimed under the Fulton-Livingston patents. The first steamboat to be propelled by steam to cross the Delaware river was the "Camden," built in 1810.* Her engine, a horizontal * Fisler, p. 23, Wescott & Scharf, Vol. in, p. 2137; Judge P. J. Gray in "The Camden Mail," July 23, 1845. one, was built by Daniel Large, of Philadelphia, who with Joseph Bispham and several others operated the boat from the Middle Ferry (at the foot of Cooper street) to the slip at the lower side of High (Market) street, Philadelphia. It was a small undecked boat with side wheels, or paddles, and was used for passengers only. This was followed by others as will be noted later on. All of these early steam-boats were without cabins and were very small and of slow speed. Wood was used to generate steam, the boilers being exposed to the weather at all times. The pilot, or steersman, as he was then called, stood upon an elevated bench on the deck so as to enable him to see over the heads of the passengers, and controlled the boat by a long wooden, or iron, tiller. It was not until about 1835 that any of the ferry boats were provided with cabins. These primitive crafts used to come to the landing places "side- wise" instead of "end to," as is now the case. The following notice which appeared in "The Pennsylvania Ga- zette" of March 5, 1761, will give a good idea of the means of com- munication between West Jersey and Philadelphia in the early days : "As the Mayor and Corporation of the City of Philadelphia have been pleased to grant me the Privilege of a FERRY, now carried on from the lower end of Arch-Street, at the Sign of The BOY AND BOAT, to the two Ferries of Messieurs COOPER'S, in New-Jersey, directly opposite to this, I beg leave to inform the PUBLIC, that I have built a large, commodious House for the Entertainment of all Travellers, with Out-houses and Stores; also a Number of well built Boats, calculated and fitted for a Ferry. And for accommodation of those who shall be pleased to favour me with their Custom, I have also added to my old Wharff a new Shp, which extends between 40 and 50 Feet out in Delaware, to Low-water Mark, and have fixed a Pair of Steps to the Side of my Wharff, which makes Landing, any Time of Tide, safe and pleasant for Passengers, easy for Car- riages, Horses, Hogsheads, Barrels, or any Merchandize. The Out-houses and Stores are particularly intended for the Use and Security of the Goods of Market People. Dispatch, Industry and great Care, with due Attendance, will be given by SAMUEL AUSTIN, at the NEW FERRY-HOUSE." Samuel Austin was succeeded by his son, William* described * Samuel Cooper of Cooper's Point gives an interesting account of "Bill" Austin and 23 others fitting out a foraging expedition which put into Duck Creek, and secured 200 barrels of flour. Before they got out of the creek, however, they were overtaken by the Militia and all but four of the party were killed. Penna. Magazine of History, Vol. X, p. 36. as a yeoman, who. in 1778, «as proclaimed a traitor '» 'he P^P"';;, cause This ferry, in various accounts, is designated the New Jer " "TTnnpr Ferrv " or "Cooper's Point Ferry. ''At 2'vry beginning of the struggle for freedom the strategic valutof the [erries was^ recognized by both the c.vl and m.htary luthork e While the British and Americans were contendmg o. supremacy around New York the following not.ce appeared m the "New York Gazette" of August 5. 1776.* "The Public are desired to take Notice, That no Person what- ever either Male or Female, above the age of 14 years w,ll be permitted to pass any of the Ferries in the State o New Jersey, without a proper pass from the Place they leave. This was followed by a resolution _adopted by the State Convention at New Brunswick on August 10, 1776.1 "That to prevent Desertion, no person or persons belonging It was further directed that troops in the services °f 'he Colonies, when provided with proper passes, should P^y ""'^ °"-*' f,* , " ria-e usually paid by such persons as were not m the said service. "'-The above'regulltions applied to the e-tire State but to make the local situation more secure, as soon as it was bought that he British would move towards Philadelphia, the Pennsylvania Council of Safety rdoMersIringent orders for the control of the passage across the Derare req'uiring that every person before being permitted to ps over the Ferries with fire-arms must have a special permit from Two other resolutions adopted by the Council o Safety in the early part of December. 1776. are worthy of note at this time as they directW bear on the importance attached by the civil authorities to t question of a proper' defense of the City of Philadelphia. They were as follows: "Resolved, That the Ferryman of the City & LJ^^^^^^^^^ immediately take over to Coopers' Ferries ^^^^ f^.f ^^f^"^^^^^^^^^^ the two large flat bottom boats belonging to this btate, now ai * See N. J. Archives, 2d Series, Vol. I, p. 160. See N. J. Archives, 2d Series, Vol. I, p. 169. 10 Kensington, under the care of Captain Benjamin Eyre, to trans- port the Maryland flying Camp across the Delaware to this City." "Resolved, That Jacob Hinman and John Clew be permitted to continue at the old Ferry, it being expected that troops from New Jersey will Pass over to this City, and that they may be wanted." When the British occupied Philadelphia, the ferries afforded an important means of American spies, under the guise of selling pro- duce and farm products, getting into the city, and it became necessary for the English military authorities to adopt similar tactics against the Continentals. This was done in a proclamation issued by order of James Galloway, Superintendent General, on January 15, 1778, according to which only two ferries, known as "the Old and New Ferries in Water-Street, near Arch Street," were allowed within the environs of Philadelphia, and that, "no person or persons whatever presume to cross the river to the Jersies, or land from thence, at any other places than the above mentioned ferries, nor cross from these ferries but by virtue of a pass under the hand of one of the magistrates of which the ferry- men and all others are hereby directed to take notice, and govern themselves accordingly, on pain of imprisonment."* In the early days there were ferry landings on the New Jersey side at Cooper's Point, at Camden and at Kaighnton, those at Camden being located at Cooper street. Market street and in the vicinity of Federal street. The numerous changes which have taken place all cluster around these points and to-day the ferries are located at some point in each of these divisions.f Starting at Cooper's Point, we find that there had been a ferry /established there prior to 1708. In that year William Cooper, the emigrant, conveyed to his son, Joseph, a certain tract of land "in- cluding the ferry at Cooper's Point." The latter conveyed the ferry to his son, Benjamin, in 1728, who operated it until July 1, 1769. when it came into possession of Samuel Cooper. In 1739 Benjamin Cooper was assessed six shillings for the ferrying privilegel by the Board of Freeholders of old Gloucester County, and in the same year was granted a license to keep a public house by the Court of * Pennsylvania Evening Post, Jan. 15, 1778. t Much information about the local ferries is to be found in "The Camden Mail" for July 23-30, 1844, and in Fisler's "A Local History of Camden." t Under the tax law of 1769, every ferry in the Colony was to bo assessed at not less than ten shillings nor more than ten pounds. 11 the same county. Samuel Cooper built the ferry-house, afterwards known as Cooper's Point Hotel. In 1762, in order to attract the country trade, a road was laid out from the bridge over Cooper's creek at Spicer's Ferry to Cooper's Point, which afterwards became Main street on the Camden City plan. About 1800, the ferry was conveyed to William Cooper, by whom it was operated, or owned, until 1849. Among those who conducted the ferry during William Cooper's ownership was William Ridgeway, who in 1828 was elected as the representative of Cooper's Point in the first City Council of Camden. This ferry was long known as the "Upper Ferry," or "Upper Billy's Ferry," but, during its operation by William Cooper. became better known as "Uncle Billy's Ferry," and was a popular stopping place for travelers, particularly "Jerseymen." He was wealthy, but, in the earlier days, saw to the starting of the boats himself and that the passengers would get aboard in time. To these early travelers, his familiar cry, "Over to Arch Street, All aboard, Over to Arch Street," was a welcome sound, while at the Arch street landing, the ferrymen would call out "Over to Billy Cooper's, All aboard." "Uncle Billy" was recognized as the leader in all movements by the other ferry masters on both sides of the river. He always set the time when the steamboats were withdrawn and laid up for the Winter, or until every particle of ice had disappeared. A long-suffering com- munity anxiously awaited the date when "Uncle Billy" again put his steamboats into service. About 1813, William Cooper built the "Rebecca" (nicknamed the "Aunt Becky," or the "Wheelbarrow"). This boat was a novelty, because she had a wooden boiler with the staves clamped together with iron bands, like a barrel, and with iron flues, the water being contained in the wooden shell. The next boat appears to have been the "Citizen," about which little is known. In July, 1829, it was announced that the team-boat "Independ- ence" was running between William Ridgeway's ferry at Cooper's Point and Samuel Browning's ferry at Poplar Lane (Kensington).* The ferry was owned by William Cooper until 1849, as already noted, when he transferred it to his son, Joseph W., who the follow- ing year incorporated the Cooper's Point Ferry Company with Joseph W. Cooper, William F. Reeve, Emmor Reeve, Isaac H. Wood, William Cooper, Benjamin W. Cooper, and William C. Champion — all closely connected with the Cooper family — as directors. It continued, how- * The American Star and Rural Record, Nov. 18, 1829. 12 ever, to be operated under the direction of Joseph W. Cooper until 1854, when the Camden and Atlantic Railroad Company obtained possession. The latter company operated the ferry for about one year, when it again reverted to its former owners, who now formed a new corporation known as The Cooper's Point and Philadelphia Ferry Company, under authority of an act of the Legislature passed February 20, 1856. At this time the ferry slip was on the south side of the railroad track, at the foot of Vine street. This ferry house, familiar to some persons of the present day, was a very primitive affair. In the center was an open driveway for teams and persons to get on and off the boats, while on the lower side of this driveway, or slip, was a small waiting room, and on the upper side was a bag- gage room for use of the railroad. The ferry was again purchased by the Camden and Atlantic Rail- road Company on January 24, 1872, and operated in connection with its train service, until the control of the latter was obtained by the Pennsylvania Railroad Company on February 22, 1883. The price which the Camden and Atlantic Railroad paid for the ferry was $76,800, and within the next year it expended an additional $32,000 in repairs to the boats and slips. In 1880, the new ferry house at the foot of Wood street was built and slips were also pro- vided for the recently acquired "Shackamaxon Street" boats as well as for a boat to run to Market street, Philadelphia. During the early days of this ferry its landing on the Philadelphia side of the river was at some point in Kensington, probably about where the present Shackamaxon Ferry now lands, but this was changed to Arch street and later, on alternate trips, the boats landed at Arch street and Poplar street. From about 1855, the landings were all made at Vine street, Philadelphia,* except during a short time, about 1857, when a boat was also operated to the landing at the upper side of Market street. After the completion of the Camden and Atlantic Railroad, this ferry became the scene of much activity, being often called, "Philadelphia's Front Door to Atlantic City." In the light of present day ferry facilities, the editorial in the "West Jerseyman" of September 3, 1851, stating that on August 29th of that year the "Cooper's Point" was sunk by being overloaded with cattle, gives some idea as to the size and capacity of the ferry boats of that period. Among the other boats operated on this line after it became a stock company were the "Cooper's Point" (the second of this name), * Before the establishment of a ferry at Vine street, there was maintained there a public landing, known as Penny Pot Tjandlng, so called from a tavern of the same name which then stood on the north side of Vine street near Water street. 13 built in 1853 ; the "Kensington,"* which ran to Poplar street, Phila- delphia; the "Leo," built in 1855, the first boat to run to Vine street, Philadelphia; the "Tallaca," a boat 110 feet in length and 40 feet beam, built in 1858; the "Arasapha," built in 1860; the "Atlantic," built in 1865, and the "Cooper's Point" (the third boat of this name), built in 1879, and re-built in 1886, after it had been badly damaged by fire; the "Suffolk County," brought here from New York in 1895, but found, after a short time, to be unsuited for this service and re- turned to its home port. The "Arasapha" was the first ferry boat with a beam engine to operate on the Delaware river. The Kensington and New Jersey Ferry Company was organized in 1866, by William Cramp, Jacob Neafie, Alexander Fox, Joseph F. Gillingham and Charles M. Lukens, to operate a ferry between North Point street, Camden, and Shackamaxon street, Philadelphia. The company began operating its first boat, the "Shackamaxon," on July 28, 1866. In May, 1880, this ferry was purchased by the Camden and Atlantic Railroad Company, and its landing in Camden combined with the ferry to Vine street, Philadelphia, as already noted. The ferry at Cooper street was the oldest one on the river, its ferry privileges, according to Judge Clement, f having been granted to William Roydon, by the Court of Gloucester County in 1688. How long Roydon maintained the ferry is not known, but Mickle says it "seems to have gone down before 1695." In the latter year Daniel Cooper applied to the Gloucester Court for permission to establish a ferry over the Delaware river to Philadelphia. This was granted and the rates fixed at ten pence for a single passenger or six pence each when there were ten or more persons at one time, one shilling six pence for a man and horse, one shilling and three pence for a horse or cow and six pence per head for sheep, calves or hogs. Daniel Cooper died in 1715 and three years later the Pennsylvania Assembly passed an act "for erecting a ferry at or near the land of Daniel Cooper, deceased." The proprietor of this ferry on the Philadelphia side was Armstrong Smith. Under the terms of the Pennsylvania Act, Smith was given the exclusive privilege for seven years, and the rates of fares were specified not to exceed six pence for a single foot passenger, or four pence each when three or more crossed over at * There was a ferry boat "Kensington" running between Camden and Philadel- phia in 1841-42, but the writer has been unable to connect these two boats. t Clement's "Early Settlers, etc.," p. 96 He says "The exact position of this ferry upon the rivei front is not now known; it was probably between Cooper street and Market street, as Roydon's survey extended taut a short distance above the first named street." Many historians state that the Roydon ferry ran from Glou- cester to Philadelphia (Wicacoe), but a careful reading of the Court license shows that it was to be "fixed and settled in some convenient and proper place between ye mouths or entrances of Cooper's creek and Newton creek." 14 the same time, while the rate for one horse and rider was one shilhng six pence, or three or more in the party, one shilhng. The privileges of this Act having expired, the Pennsylvania Assembly, in 1727, passed a law "for establishing a ferry from the City of Philadelphia to the Landing at or near the house of William Cooper'' and placed the control of the ferries in the "Mayor and Commonalty of Philadel- phia," requiring, however, that the ferrymen must live near the landing at High street and must not charge more than four pence for the passage of a single passenger, or if two or more are taken over at the same time, not more than three pence each. The rate for a single horse and rider was fixed at one shilling, but if two or more offered themselves on the same trip the charge was not to exceed nine pence each. The law prohibited any other ferry being established, except by the consent of the Mayor and Commonalty, within two miles of the landing at High street. Sylvanus Smout was selected as ferryman and worked in conjunction with William Cooper, but in 1735, when the former act had expired and a new one adopted, William Rawle, a brother-in-law of William Cooper, was granted a lease for seven years of the ferry privilege in Philadel- phia and it remained in the Rawle family until 1769. The title to the ferry on the New Jersey side remained in the Cooper family continuously from 1695 until its abandonment about 1850. In some of the old records it is called "Richard M. Cooper's Ferry," and in 1833, according to entries in the Gloucester County Road Books, it was known as "Abigail Cooper's Ferry." The ferry was successively managed by Daniel Cooper, William Cooper, Richard M. Cooper, James Bispham, James Springer,* Benjamin Reeves, Ebenezer Toole and Joseph and Israel English. In 1739, the ferry of Daniel Cooper was assessed by the Board of Freeholders of Gloucester County ten shillings against a tax of six shillings for the ferry at Cooper's Point, showing that at that time this ferry was the more important one. In 1748, a license was granted to Daniel Cooper for a public house. This ferry is best known as "English's Ferry." The first steamboat on the Delaware, as already noted, is said to have been the "Camden," built by Daniel Large and James Bispham in 1810, and ran from Cooper street then kept by James Springer, to the lower side of High (or Market) street, Phila- delphia. In 1812, the Philadelphia landing was transferred for a short time to the upper side of High street. Exactly how long the * James Springer formerly was a tavern-keeper at the High street ferry, Phila- delphia. 15 steam ferry-boat "Camden" was operated is not known. It is quite likely, however, that when the Pennsylvania and New Jersey Steam- boat Company secured the exclusive rights to operate steamboats, as will be noticed in connection with the Kaighn's Point Ferry, the "Camden" was converted into a "team boat." In Paxton's Philadel- phia Directory for 1819, mention is made of the "team boat Camden," and it is hardly probable that there were two boats of this name in operation at the same time. In 1813, the "Accommodating Steamboat," the "Twins," of which Liba W. Kellum was captain, ran from Cooper street to Poole's Ferry at the upper side of High (Market) street, Philadelphia. The "Franklin," "Benjamin Rush" and "Lehigh" were built by Benjamin Reeves during his occupancy of this ferry. These were all double, or twin, boats with their wheels in the center, and were of the most crude construction, of slow speed and uncertain performance, as could be confirmed by many of the older residents, who were occasionally compelled to spend the greater portion of the night aboard them, while they struggled to get through the ice floes. Benjamin Reeves gave up the ferry at Cooper street about 1820 and moved to the Federal street ferry, but in 1824 he took over the ferry at the upper side of Market street, Philadelphia. In the latter year he announced that he "has added a Team Boat to his line of FERRY BOATS, plying from the upper side of Market street to Joseph English's ferry,* at Camden. This line now consists of two Steam Boats, on the low-pressure principle (operating by very low steam), one Team Boat, and several Wherry-Boats. By the employment of all these Boats on the same Line, the Subscriber feels fully war- ranted in assuring the Public that much facility will be given to passengers, and very little delay in waiting for Boats will occur, so that generally, as soon as one Boat leaves the wharf another will be ready to take her place." After Reeves moved to Philadelphia, Ebenezer Toole conducted the ferry and hotel from 1820 to 1828 or '29. Soon after taking over the ferry Toole announced that the teamboat "Ridgeway" would run * The English's ferry here mentioned is not the one commonly known by this name but refers to the ferry at the foot of Federal street and was conducted by Wessel and English from about 1824-1827. Joseph English was a man of consider- able means, as is indicated by the assessment of 1835 of his interests in the ferrj- and other personal property amounting to about $15,000, on which his tax was $33.40, farm lands were not taxable. Israel English was at the same time returned by the assessors as a single man and was one of the three young men in the city holding taxable property. 16 to Charles H. Fish's lower side of Market street, Philadelphia.* It was while so occupied that he became active in the affairs immediately preceding the incorporation of the City of Camden. It was at his hotel that the first meeting was reputed to be held at which definite plans were adopted to petition the Legislature to set apart a portion of old Newton Township as a separate political unit of the State. This explains why he was elected as one of the first members of City Council to represent Camden, and not as a representative from Kaighn's Point, with which section he is most frequently connected. When Toole bought the Kaighn's Point hotel and ferry, the ferry and hotel at Cooper street passed to Joseph English, who operated it until about 1838, when he was succeeded by his son Israel. It was during the English regime — father and son — that the Cooper street, or Middle Ferry, ret«ived its greatest impetus and reached its highest state of development. The ferry landing was then midway between the present Point street and Delaware avenue on the north line of the street. In addition to the boats already mentioned, the "Vigilant" and "Delaware" were two others operated on the Cooper street line, the former seeing only a few weeks service, when it was burned to the water's edge (July 13, 1828), f while the boiler of the latter exploded in October, 1837, causing the death of two persons, but was rebuilt and remained in active service for a number of years. The "Vigilant," which belonged to Richard M. Cooper, was said to have cost eight thousand dollars. During the greater part of the period when the Cboper street ferry was in operation, the boats ran to the lower side of Market street, Philadelphia, variously known as Thome's, Fish's, Burr's, Scattergood's and Stockton's Ferry. Israel English and Hudson Burr announced, in 1840, that they had united in one line the steamboats "Delaware" and "Camden." The former was the second and the latter the fourth boat with these names. In 1843, Israel English adver- tised that his two boats would be operated in the future to Champion's Arch street ferry. In the early days William Hope operated a wherry from the foot of Cooper street to the Philadelphia shore, but whether as an independent ferrymaster or as a boatman for English is unknown. He was of Herculean proportions and had a powerful voice. It is related of him that, such was the power of his lungs, he could be * American Star, June 19, 1821. t American Star and Rural Record, July 16, 1828. 17 heard distinctly, while standing on the Camden bank of the river, by persons on the Pennsylvania shore, and would shout to know if passengers were waiting for him and if the response was m the affirmative would push his wherry across to take his "fare." At Market street there were two landings and consequently it is difficult to distinguish exactly which landing was used by the several ferrymen at this point. A ferry was established by Abraham Browning. Sr., at the lower side of Market street about 1800, which he operated for about one year and then leased to others, the ferry taking the names of its successive lessees. James Springer, who had been conducting the Cooper street ierr^ appears to have been the first lessee and was fol- lowed by Peter Farrow, Benjamin Reeve, Benjamin Springer (1820- 18^9) Daniel Browning (1829-1830), Wilham S. Paul (1830-1839), Thomas P. Clement (1839-1841), John Knisell (1841-1843), Joshua Hollingshead and Edward Browning. The latter managed the ferry for the heirs of Abraham Browning, Sr., until it was taken over by the West Jersey Ferry Company. During Benjamin Springer's occupancy, the Washington Team Boat Company, of which he was treasurer, operated the "Washing- ton" and, from the account books of this company, recently unearthed, we learn that it did a very profitable business. This ferry is best known as "Browning's Ferry," "Springer's Ferry," "Paul's Ferry," or "Middle Ferry." There has always been maintained a service to High (or Market) street, Philadelphia and during the incumbency of Paul and Hollingshead, also a line to Callowhill street.* Daniel Browning, on April 21, 1829,t announced that he had leased the ferry formerly conducted by Benjamin Springer, and had procured the new steamboat "The Camden." which would be operated to Burr's ferry at the lower side of Market street, Philadelphia. Within six months, however, the new proprietor, on account of ill- health, offered the lease for sale, and on June 9, 1830, William S. Paul, the father of Mrs. James S. Cassady, became the lessee, and at once applied for a license to keep a tavern in the ferry hotel. This license was granted by City Council on July 1st. r u In an advertisement appearing in the "Camden Mail" of March 15, 1843, it was stated that Joshua Hollingshead, who had succeeded ^I^ording to the "Village Herald." t the followihg Regulations, which will be strictly adhered to, viz : Cluarterly Passengers will he changed One Dollar each ; the quarters beginning on the 1st SEPTEMBER, [ 1st MJ^RCH, 1st DECEMBER, | 1st JUNE. I\o reduction will be made for a fractional part of s quarter, and no ticket will be sold for less than one doUaiv. Persona, therefore, wishing the fn|l benefit of crossing quarterly, should apply on the first of the quarter. Btj order of the ferry •Ifasfers. Camden, Sept. 1,1844. Printcjl bj P J. GRAY, at the officr of the -Caiiiden Mail' ^rtbrjru and ftttp TflE Sobsr.riber begs leave to inform his tricndi* »ud the public in general, that he has taken the FERRY ESTABLISHMENT AT OAIMCDEN, Formerly occupied by Bknjamiw Rf.evf.h, and lately bv .foserH En'olisb and Samuel 1). Was SF.L, and which is connected by .; LIJ^F. OF STEAM BOATS, With the Ferry now occupierl by ISAAC' HKKV ES, on the upper side of Mkiket-stieet, Philadelphia, where it his determination by a strict nnd constantj attention, to afford every accommodation and satisfection to tl»ose who m:>y favour him with their custom. ISAIAH TOY. March 22d 1828--26 -tf {;^ The C^tusew;iy and Bridge over Newton creek, are again passable. VILLAGE HERALD X WEEKLY ADVERTISER ^RS AT UCTIO irrirf^ifir^ GftiHF subscribers give notice to the public, that they have iX reducRd the ferriage on board their boats plying between the Upper Side of Market Street and Camdek, to the following rates — Two cents for eachjnot passenger, and' Twelve and a-half cents for Carriages of every de- scription. The public may depend upon every attention at our Ferry, nnd should a further reduction of rates take place, they may depend upon our services at the clieapest of those who may be cheapest. REEVES & KNISELL. Camden, April 6, l840--8lf ■ ' ~ CAMDEN HAIL 25 to the West Jersey Ferry Company a one-half interest in the canal and the franchise pertaining thereto, upon the latter paying its portion of the cost. By a joint deed delivered April 21, 1894, the companies, now both controlled by the Pennsylvania Railroad Company, conveyed all of their rights in this canal to the Federal Government, then about to begin the removal of the islands through which it passed. With the advent of the Camden and Philadelphia Steamboat Ferry Company, an aggressive campaign was begun by it to secure a monopoly of the ferry business between the two cities. A public announcement was made that it had commenced operating boats between Walnut street. Philadelphia, and their wharf in Camden, at the "Reduced rates of Fare contained in their Charter." This re- duction was immediately met by the old ferry masters and a bitter "rate war" was started. Notices of reduction in ferriage appeared in rapid succession. In April. 1840, Reeves & Knisell, for the ferry between Federal street and the upper side of Market street, Philadel- phia, and Israel English, Thomas P. Clements and Hudson Burr for the ferries from Market and Cooper streets, Camden, to the lower side of Market street, Philadelphia, advertised that the rate of ferriage would be "two cents for each passenger" and "twelve and one-half cents for carriages of every kind" and on June 3, 1840, Reeves & Knisell made a further reduction as follows : "Each waggon drawn by one or more horses, loaded or unloaded, five cents." As a further means of curbing the activities of the new competitor, the old ferries, in 1838. refused to accept the "quarterly tickets" of the Camden and Philadelphia Ferry. This was in direct conflict with the long established custom of carrying each other's "quarterly pas- sengers" free of charge, and brought forth a bitter reply in the news- papers from the new company.* In order to eliminate this competition, which threatened to make the operation of the Camden and Philadelphia Steamboat Ferry Com- pany unprofitable, an offer was made by it to Jacob Ridgway for the purchase of the ferry houses and equipment owned by him, which at that time was one of the two most formidable competitors. ^A^ording to an advertisement in the West Jersey Press of May ^4, 1865. tbe rates of ferrule on all of the ferries to Philadelphia on and after June would be as follows: , ,^ Cf. Regular fare for each adult passenger o^ For each child between 4 and 12 years of age........ y'-'^ Package ticiiets, 34 passages on day and night boats and good ^^ Six months commutation ' tickets,' on day boats only, and good only on the ferry issuing the same *o-"" The rate of fare on all the ferry boats between Camden and Philadelphia w^^^^ on January 1, 1880, reduced to three cents a trip, or nine tickets fo^ twe"tf-n^^ ^^fjf- On August 26 1920! the fare was raised to four cents a trip, or eight tickets for thirty cents. 26 This purchase took place in August, 1840, and included the ferry property and tavern houses at Market street and at Arch street, Philadelphia, as well as the ferry hotel, landing and other property at Federal street, Camden, involving an expenditure of about three hundred thousand dollars. There was also included in the sale, the tavern property at Bloomsbury (South Trenton), the steamboat "Hornet" as well as the steamboats "William Wray" and "Philadel- phia," operated by Reeves and Knisell, who were tenants of Ridg- way. With the purchase of the various Ridgway properties the in- dividual ferrymen were put out of business. The ferry hotel was conducted by various proprietors and the ferry itself was frequently known by the name of the tavern-keeper. Knisell was the last of the proprietors of the ferry hotel, who was also interested in the operation of the ferry boats. He was succeeded in March, 1841, by R. C. Cake as proprietor of the hotel, but the latter did not have any part in the running of the boats, notwithstanding the location was for some time known as "Cake's Ferry." All of these improvements and expenditures had been such a heavy drain on the resources of the ferry company that no dividends were paid until about 1849. In that year those stockholders who were not interested in the railroad company, which was particularly bene- fited by the several outlays, demanded some returns on their invest- ment, and finally an arrangement was made whereby a dividend of five dollars a share was declared. In order to meet this payment, and to convert into cash a portion of the non-productive assets, the Ferry Company began to gradually dispose of some of its property. In 1850, it sold back to the railroad company the "Railroad Hotel" and to numerous citizens, lots adjacent to the ferry house. In Camden, the regular landing for all except train passengers was soon changed to the north side of Federal street, the slips being located midway between Front street and the present Delaware ave- nue. The landing at the old railroad dock on the north line of Bridge avenue was now only used when trains arrived or departed. At the foot of Federal street there was a wharf called the "Long Wharf," which was used by the boats when the tide was too low for them to come to the regular landing. In 1863, the Ferry Company began making an extensive "fill" at the foot of Federal street, by which the street was extended four hundred feet westward. Upon the land so reclaimed, a new ferry house and slips were built, which, with minor changes, were used until 27 the present ferry house was completed. The work on the ferry build- ing in Camden, now in use, was started in January, 1900, and the structure and adjacent slips finished and used for the first time on June 24, 1901. The Philadelphia landing was retained at Walnut street until 1872, when a ferry house was built at the upper side of Market street. The original ferry equipment, consisting of the "States Rights," "William Wray," "Philadelphia" and "John Fitch," was soon fol- lowed by the "Camden," the fifth boat of this name, built in 1844 or 1845, at the shops of "Camden Iron Boat and Steam Boiler Works" of Jesse W. Starr, then located on Bridge avenue below Second street, adjoining the depot of the Camden and Amboy Rail- road. Her engines and boilers were taken out of the old "Philadel- phia." She was the second iron boat built on the Delaware river, the first one being the "Appoquinnock," constructed in 1843. When the "Camden" was launched some of the older people asserted that she would go to the bottom — that her hull could not float, and many of those daring enough to stay on board during the launching put on life preservers. The next addition to the fleet was the ill-fated "New Jersey," built about 1836 for Robert W. Sykes, after he had pur- chased the Gloucester Ferry, and sold by him to the Federal Street Ferry, because she was too small for the Gloucester line. The ferry boat "New Jersey" was run between Federal street, Camden, and Walnut street, Philadelphia, for a number of years. On Saturday, March 15, 1856, she was running as a night boat on this line and left the Walnut street wharf about 8 P. M. The river was full of heavy floating ice and she had a hard time to make the canal between the two islands. While in the canal the boat was discovered to be on fire and the crew then endeavored to run back to the slip at Walnut street. The boat got out of the canal, the fire, in the meantime, burning fiercely, but the tide swept her up-stream and the captain then headed under full steam for Arch street wharf. She just touched the wharf when pilot house and engine room burst into flames, compelling the engineer and pilot to leave their posts and spreading consternation and terror among the passengers. Before the boat could be made fast to the wharf she was caught by the ice floes and, being unmanageable, was carried out into mid-stream head- ing towards the opposite shore, the people, in the meantime, trying to save themselves by jumping on cakes of ice, or into the water. The boat finally sunk in the New Jersey channel opposite Pearl street. There were over one hundred passengers aboard when the boat 28 left Walnut street, of whom over sixty were drowned or burned to death. Of those who were saved many suffered untold hardships before rescuing parties could reach them. Mourning reigned through- out the city as the bodies of the victims were slowly recovered. The action of the State authorities, in connection with the burn- ing of the "New Jersey," brought out very strongly the agreement of 1783 between the States of New Jersey and Pennsylvania, wherein it was provided that in criminal cases the offenders were to be tried in the State in which first arrested, or prosecuted. The directors and officers of the ferry company were promptly placed under arrest by the Prosecutor of Camden County, who had been appointed to this office through the influence of those connected with the railroad. These officials thus came under the jurisdiction of the New Jersey State Courts. Inquests were held by the Coroner's juries for both Philadelphia and Camden, the verdict of the former being that the deaths were the result of criminal negligence on the part of the com- pany in operating a boat that was entirely unfit for the transportation of passengers, while the Camden jury practically exonerated these of- ficials. These diverse verdicts led to a wordy controversy in the news- papers and to the publication of several pamphlets on the subject, one in particular, entitled, "Startling Truths Relating to the Burning of the 'New Jersey,' " being extremely severe on the officers and directors of the ferry company. The Grand Jury of Camden County refused, how- ever, to return any indictments in the case. This catastrophe proved a serious set-back to the growth of Camden and caused a material, though temporary, decline in local real estate values. The next boats were the "Mary" and "Dido," built between the years 1851 and 1853. They were, at the time, the finest boats on the river and a considerable improvement over their predecessors. The "Mary" was re-built in 1862 and lengthened to 223 feet. The "Dido" was equipped with a steam "calliope," which it was soon found necessary to remove because the shrill noises frightened the horses on board. The "Delaware," built in 1864, was the next ad- dition to the fleet. This boat was re-built in 1875-76 and provided with an upper deck and cabin, after the plan of the ferry boats in the New York Harbor. The second cabin, proving unsuited for local travel, was removed in 1878. The next boats were the "Philadelphia" and "Camden," built in 1866; the "Pennsylvania," launched in 1874; the "Beverly" and "Wenonah," built in 1882; the "Camden," built in 1896; the "Hammonton," built in 1906; the "Wildwood," put into service in 1911; the "Salem" and "Bridgeton," built in 1913. 29 Under an agreement dated January 2, 1899, and filed on April 1, 1899, both the Camden and Philadelphia Steamboat Ferry Company and the West Jersey Ferry Company were merged into the Phila- delphia and Camden Ferry Company, but the lines were operated separately until January 23, 1901.* There was still another ferry landing at Federal street, prior to 1800, which was known as "Wright's," or the "Lower Ferry." This was established by Joseph Wright, of Philadelphia, in 1786, and ran from Robert Wain's Wharf, below the Drawbridge, stopping at Windmill Island where the promoter had erected a half-way house and announced that "passengers would always meet with a hearty welcome and a hospitable fire in the cold season to warm and refresh themselves, while w^aiting for an opportunity of evading those large fields of ice which generally float up and down with the tide and obstruct the passage during the winter." Little else seems to be known about this ferry. In 1765, Arthur Donaldson, brother-in-law of Joseph Kaighn, an- nounced that he had opened a ferry to accommodate "all Gentlemen, Travellers, etc., passing from Point Pleasantf in New Jersey, to Philadelphia, and the District of Southwark, opposite to it. This ferry was operated in conjunction with the tavern or inn of Margaret Donaldson, known as the "Sign of Admiral Keppele," located between Old Swedes' Church and the fort on the river. In 1767, Arthur DonaldsonJ offered for sale a valuable water lot and wharf "in the District of Southwark" and said that "it is very convenient whereon to erect a Ferry (for which it is now used), it being opposite the ferry lately erected in New Jersey." How long this ferry was continued, the records do not disclose, but from subsequent events it was prob- ably abandoned at the beginning of the Revolution, and for the next thirty-five years this section of the present Camden was without any regular ferry accommodations. The first regular ferry to be continuously operated from Kaighn- ton to Philadelphia was established by Joseph Kaighn in 1809, when he placed a passenger boat in service. About the same time, he leased the old house at the southeast corner of Front street and * As indicating the growtli of the ferry traffic, the following figures quoted from "The New Republic" are interesting: The Camden and Philadelphia Steamboat Feri-y Co. carried in 1867, 2,200,000 passengers, including passengers on the West Jersey and Pemberton trains. The West Jersey Perry Co. in the same period carried 740,726 passengers. The Cooper's Point Ferry carried 202,262 passengers including those for the At- lantic City trains. These figures are exclusive of the free passengers carried. t Point Pleasant was another name for what is to-day known as Kaighn's Point. t The Pennsylvania Chronicle, June 1, 1767. 30 Kaighn avenue to Christopher Medara, who estabHshed therein the "South Ferry Hotel." It is not definitely known whether Me- dara had any direct interest in the operation of the ferry, but from the fact that the subsequent lease of the ferry privilege was made by Joseph Kaighn it is to be assumed that Medara's interest therein was merely nominal, if any. The landing in South Camden was at the foot of what afterwards became known as Ferry street, which started at a point on Kaighn avenue one hundred feet west of Second street and touched the river just south of the present Kaighn avenue, while the landing in Philadelphia was at the foot of Queen street (South- wark). In 1815, the Pennsylvania and New Jersey Steamboat Com- pany was chartered by both States and leased this ferry privilege from Joseph Kaighn for a term of ninety-nine years, upon the condi- tion that the lease should be invalid if a ferry was not maintained by the lessor. The company secured from Messrs. Fulton and Livingston, who claimed the sole right of running steamboats in the United States, the exclusive privileges for the Delaware river within five miles of Kaighn's Point, thus restricting all other ferries to the use of "team boats," until the claim of Fulton and his associates was overthrown by the United States Supreme Court. The company im- mediately built and put into service the "Union," a double-hull boat similar to the "John Smith," which in later years ran to Smith's Island. At that time it was probably the most complete ferry boat on the river. The landing in Philadelphia was first at Washington street (Southwark), and later at South street. The company soon got into financial difficulty and was compelled to take off the "Union." In order, however, to retain its lease a small boat called the "Norris- town," originally built in 1821, to run on the Schuylkill from Phila- delphia to Norristown,* was put into operation. Exactly when this company ceased its activities is not known, but from an announce- ment made by its secretary, J. Y. Bryant, in November, 1823, we learn that its steamboat was running from South Street Ferry to Kaighn's Point at that time.f In 1821 the widow of Clement Reeves J purchased the hotel prop- erty and claimed the ferrying privileges attached thereto. This was resisted through the courts, but was finally decided in her favor on the ground that the ferry had been practically abandoned. In con- * See Poulson's "Daily Advertiser," May 11, for an account of this boat. § Ttie Gloucester Herald, Nov. 26, 1823. + In the Philadelphia Directory for 1817, Clement Reeves was listed as an inn and ferry keeper at the north side of High street wharf, Philadelphia. He died in 1819 of yellow fever and was succeeded by his widow, Sarah, who continued its opera- tion until 1821. 31 junction with her sons, Israel and Joseph, she operated the ferry until 1828, when it was sold, together with the hotel, to Ebenezer Toole, by whom it was conducted until his death in 1851, and by his heirs until 1852, and then conveyed to the South Camden Ferry Com- pany.* As late as 1852, the ferry boats landed within a few hundred yards of the hotel. In 1829 Toole advertisedf that the Kaighn's Point Steamboat Ferry was operating two steamboats between South street, Philadelphia, and the "Point." Toole was a brother-in-law of Richard Fetters and formerly lived in Philadelphia. He is first noticed in connection with Camden affairs when he took over the operation of the Cooper street ferry in 1820. As already noted he was very active in civic matters and throughout a long career was a useful and energetic citizen. He died July 9, 1851, aged 67 years. The Reeves', during their regime, built the "New Jersey," nick- named the "Scrubbing Brush," or "The Trutle," because of its extreme slowness. Shortly after Toole acquired the ferry, he built the "Kaighn's Point" and "WilHam Champion." WilHam Champion, who conducted the hotel at the foot of South street, Philadelphia, soon became a partner in the ferry to Kaighn's Point and continued as such until 1841, when Toole bought out his interest. The landing on the Philadelphia side was at South street, while on the Camden side it was still just below the present Kaighn avenue. In August, 1851, public notice was given that after the 22d instant the rates of ferriage between Kaighn's Point and South street would be as follows : Two horse wagons, of every description 25 cts. One " " " " " 20 || Foot passengers over ten years old 3 " " " five and under ten years. ... 2 Children under four years of age, no charge. The South Camden Ferry Company was organized on March 4, 1851, by Charles Kaighn, William Griffith and Joseph M. Kaighn, and took over the Toole property. The new ferry company used the old landing at Ferry street for a short time, when, through an agree- ment with the City of Camden, it secured the use of the foot of Kaighn's avenue for a ferry landing, conditioned upon the payment * Under the will of Sarah Reeves, title to the property passed to her children, Israel, Joseph, Ann and Sarah. On January 3, 1828, Israel Reeve, as executor, transferred the same to Ebenezer Toole. The latter dying intestate, the title was vested in Matilda, Paulin, Julia Toole Couzens and Elma Toole, who on June 22, 1852, executed a deed to the South Camden Ferry Co. t "American Star and Rural Record," Jan. 29, 1829. • 32 of an annual rental of one dollar a year. In 1853, the company built a new wharf at the foot of this street, which with its filling extended five hundred feet into the river. Ferry street was vacated by an ordinance adopted November 29, 1853. The ferryboat "Stephen Girard" was now built by the new proprietors and with the "William Champion" furnished the ferrying facilities for South Camden. The South Camden Company was unable to stand the financial strain which its many improvements involved, and in 1858, Henry B. Wilson and Joseph M. Kaighn were appointed receivers. They operated the ferry for the creditors and stockholders for several years and were largely instrumental in organizing the Kaighn's Point and Philadelphia Ferry Company to take over the old company. The new corporation was formed March 15, 1859, with Joseph M. Kaighn, Stephen Coulter, Joel Bodine, George Browning, Henry Allen, John Cooper and Charles Kaighn as incorporators. The new company had some difficulties in completing the sale of its stock and it was not until June, 1861, that the formal transfer of the ferry property was made to William Griffith and Henry B. Wilson, as agents for the new owners. The consideration was $30,000. The "Rebecca Howell" was built for the Kaighn's Point Ferry in 1868, using the engine formerly in the "Stephen Girard," in the new boat, and was in active service until about 1876. The next ad- dition to the ferry equipment was the "Eagle," purchased from the United States Government in 1866 or '67. The boat had formerly belonged to the Red Bank Ferry Company and ran between South street, Philadelphia, and Red Bank, New Jersey. The boats running to Kaighn's Point in 1869 were the "William Champion," "Rebecca Howell" and "Eagle." The next boat was the "Agnes," equipped with the engine out of the "Eagle," and launched in 1872. In the summer of 1873 Brown Brothers & Co. purchased from Zopher C. Howell and William Griffith a controlling interest in the ferry company, and at their request Mr. Howell, who had been presi- dent for many years, was prevailed upon to continue in the same capacity under the new owners, and Charles B. Coles was made superintendent. The stock purchased by Brown Brothers was placed in the name of J. S. Schultz, who was also president of the Man- chester and Camden Railroad Company. The new owners at once began making extensive improvements, including new boats and terminals. The boats added were the "General J. S. Schultz," launched in 1875, and the "Colorado" (now the "Atlantic City"), built in 1883. The original capital stock of the Kaighn's Point Ferry Company 33 was very small, and after Brown Brothers had made the extensive improvements, they organized the Delaware River Ferry Company with a larger capitalization, the new company taking over all the holdings in the old corporation. On March 12, 1888, the Philadel- phia and Reading Railway Company purchased the Brown Brothers & Co.'s interests in the ferry company. With the transfer of the ferry to the Reading interests, the Kaighn's Point line added another boat to its fleet, the "F. P. James,'' and during the summer of 1888 two additional boats, called "Peconic" and "America," making five in all for the South and Chestnut street ferries— "General J. S. Schultz," "Colorado," "F. P. James," "Pe- conic," "America," with one boat, the "Agnes," in reserve. The "Agnes" was sold about 1889 or '90, and the "Peconic" and "America" about 1890 or '91. Of the ferry boats so familiar to the travelers of the present day, the "City of Reading" was buiU in 1889, the "Philadelphia" was put in commission in 1896, the "Cape May" in 1901, the "Ocean City" in 1903, the "Mauch Chunk" in 1906 and the "Delaware" in 1914. The "Mauch Chunk" was built in 1893 for the Central Railroad of New Jersey and purchased and put into commission on the Kaighn's Point Ferry in the year above named. The ferry house at Kaighn's Point was rebuilt in 1879-1880, and was used until burned down in 1891. On January 3, 1914, fire again visited the ferry house and entirely consumed it, necessitating the erection of the temporary structure used since that time. The next ferry was at the foot of Bulson street, and was started in 1877, upon the completion of the Philadelphia and Atlantic City Railroad, to transfer its train passengers to Pier 8, below Chestnut street, Philadelphia. The sidewheel steamboat "Pilot Boy" was the first boat used, and the "F. P. James," a double-deck ferry boat brought here from New York, the last. This ferry was abandoned, except as a car-ferry, upon the Reading Company securing control of the Cam- den, Gloucester and Mt. Ephraim Railroad which gave it trackage rights to the Kaighn's Point Ferry. In May, 1889, a ferry was started from the foot of Cooper avenue (now Twenty-seventh street), to Otis street, Philadelphia, for the accommodation of those residents of the North Cramer Hill section employed in the industrial establishments in the Kensington district of Philadelphia. The originator of this ferry was John Morgan. A few years later the North Cramer Hill Ferry Company was organized and Patrick Handbury became associated with Morgan 34 in the project. John Morgan died in 1917 and his son, James, took his place in the company. For over twenty-five years the little steamer "Riverside," of honored memory, carried the passengers on this line, there never being any facihties for vehicular travel provided. After the parks on the East Side and along Fish House Cove ceased to be profitable and were closed up the ferry was abandoned. In 1921 regular ferry service was again resumed to Otis street, Allegheny avenue and Arch street, Philadelphia. While outside the present city limits it is interesting to note that as early as 1859 an unsuccessful attempt was made to organize and operate a ferry from Pea Shore Cove (Fish House) to Philadelphia. This project was to be known as the Pea Shore Ferry Company. LIBRftRY OF CONGRESS 014 205 168