The Morris County chronicle. [volume] (Morristown, N.J.) 1877-1915, 1899-06-16
HISTORY OF
A RAILROAD
Morris & Essex Division Began
With Two Locomotives.

Primitive Conduction Many Years
Ago of What Is Now an Import
ant Division of Great Railroad
Story of Conditions When the
Line was Started-Incldents in
Connection with its Existence.
From the foundation of the Morris
and Essex Railroad to the present day,
marks an era of extraordinary interest
in the life of line that has grown from
the most primitive inception to be an
important division Of great railroad.
There are few persons who remember
the old Morris and Essex from the time
of its construction, but those who do
must, by comparison of the railroad
now, be brought to realization of the
progress of the age in which we live.
One of the oldest commuters on the di-
vision is Vincent B. King, and while his
memory does not extend back to the
beginning Of the railroad, still he re-
members distinctly good part of this
railroads life, and it is to him that the
CHRONICLE is indebted for the facts
embodied in this story of the division.
The Morris and Essex Railroad was
begun in 1885 and finished in 1888, being
among the first steam roads in the coun-
try. The terminus at Morristown was
at the corner of Maple avenue and De-
Hart street. The rolling stock" con-
sisted Of few passenger and freight
cars and two small locomotives, the
Orange and Essex" Afterwards
the .Speedwell' was added. Trains
were made up Of one and sometimes two
cars, the baggage being carried in box
or 'sboot" under the cars. There were no
Saratoga" trunks in those days, and
few travellers INDUCED in more than a
portmaneau or small hair trunk, with a
paper "band box" for the women's hat
ribbons, etc., they considering them
selves fortunate if it reached its destina-
! tion without being smashed.
A small building which answered the
joint purpose of ticket Office and freight
shed had on it bell. This was rung
half an hour before the train started and
when the time was nearly up, the con-
ductor would ring the "last bell" then
look down the street and beckon any
tardy passenger he might see, to hurry.
This bell until few months ago was on
the freight house at the Morris street
tstation.
The rails were thin strips of iron nail.
ed to wooden string -pieces-these rails
sometimes became loosened and turned
up at the end in front of the wheels thus
being forced through the car, and nerv-
GUS people, particularly women, would
often ask the conductor where they
should sit to avoid the 'snake-heads' as
they were called The running time was
not fast, but the management was very
accommodating Trains would stop for
passengers any where along the line up.
on handkerchief being waved in front
of the engine, while the small boys could
jump on or off at their pleasure without
waiting for the trains to stop.
At Summit was curious contrivance,
said to have been an invention of the
late Stephen Vail, for filling the tender
with water. At each end of the loco
motive strong iron hook was fastened
to which was attached an ox-chain. This
was secured to post and prevented the
engine from moving either way-then a
portion of the track under the single
driving wheel was depressed an inch or
two and crank connecting with the
pump in we'll, was hooked on the large
wheel, steam turned on, and the driving
wheel kept revolving until the tender
J was full. At this time the company had
trouble with cows standing on the track.
The engineer did not dare to run them
down, for it was an even chance If the
cows would not upset the engine, be-
sides the owners were almost sure to sue
for damages. So there was nothing to
do but stop the train, and drive the COWS
off the track.
At the beginning of its existence the
road ran only from Morristown to New
ark. AT the latter place it connected
with the old New Jersey Railroad NOW
Pennsylvania) at Center street, the cars
being taken through the city of Newark
with horses and the passengers landed at
Cortland street. In 1S47 the road was
extended to Dover, and the station or
''depot," as it was called, moved to its
present site. In the year 1854 it was ex-
tended to Hackettstown, and in 1865
completed to Phillipsburg the present
terminus. In 1853 the New Jersey Rail-
! road Company built bridge over the
! Passaic river near the Broad street sta
ton, and the cars were taken to Jersey
City direct by special engine, thus doing
away with the horse power, and reduc-
ing time.
During the panic Of 1857 the Erie Rail
road Company were engaged in building
tunnel through Bergen hill, but be-
coming involved and not able to finish
} it, they called on Edwin A. Stevens to
assist them. He agreed to advance the
! necessary funds on condition that they
should give him right of way through
the tunnel for any cars or trains he
might wish to run. AS he then had no
road in sight the Erie people thought it
!, safe enough to grant the concessions.
Mr.. Stevens having the Hoboken Ferry
: and Bergen tunnel at his disposal, bought
! controlling interest in the Morris and
: Essex, and built road from Newark to
\ Hoboken through the tunnel to his Ferry;
this he sold to the Morris and Essex
y y Company, payment being made partly
in Morris and Essex stock, and partly IN
bonds.
D., L. & w. stock is now selling at
, 1S0 and the bonds at 140, both drawing
6 per cent. interest. So it was probably
, due to the accident of Mr.. Stevens max