page_title: New Jersey Route 26
section_title: Trenton and New Brunswick Turnpike
hierarchical_section_title: New Jersey Route 26 / History / Trenton and New Brunswick Turnpike
caption_attribution_description: English: A view of current-day U.S. Route 1 through Mercer County.
context_page_description: Route 26 is a state highway in New Jersey, United States, running 2.54 miles along Livingston Avenue from U.S. Route 1 in North Brunswick Township northeast to Nassau Street at the border of New Brunswick. Prior to the 1953 renumbering, the route continued southwest along US 1 to Trenton. Livingston Avenue inside New Brunswick, southwest of Suydam Street, is the 1.08-mile County Route 691. The 0.39 miles from Suydam Street to its end at George Street is part of State Route 171, also maintained by Middlesex County.
  Route 26 originates as the alignment of the Trenton and New Brunswick Turnpike, chartered in 1803 from Warren and Green Streets in Trenton to New Brunswick. The turnpike lasted for 99 years, fighting with railroads, canals and stagecoaches to stay in business. The road was designated State Highway Route 26 in the 1927 state highway renumbering, running from the state line in Trenton to State Highway Route S-28 in New Brunswick along the turnpike and Livingston Avenue. The route remained intact, becoming part of an engineering feat meant for the safety of drivers.
context_section_description: Route 26 followed a majority of the Trenton and New Brunswick Turnpike, a gravel toll road envisioned in 1795 to connect Philadelphia, Pennsylvania with New York City. People raised money for the new turnpike, which was to cost $300,000 (1795 dollars) by selling 75,000 shares at $4 apiece. From there, officials would request charters from New Jersey, New York and Pennsylvania for creation of the highway. Although officials in cities like New Brunswick were supportive of the plan, insufficient funds were raised and the plans eventually folded. On November 14, 1804, the plans for a turnpike went forward once again, with the New Jersey State Legislature chartered the Trenton and New Brunswick Turnpike, a new toll road between the two cities. In Trenton, the turnpike was to begin at either Warren or Green Streets, heading along the current US 1 corridor to New Brunswick, where it would end. The new charter set a term of 99 years for the corporation. Two thousand shares of stock in the corporation were to be sold at $100 apiece (1804 dollars). Tolls for the highway would cost from half a cent to two cents a mile, as approved by the State Legislature.
  On August 9, 1805, the commissioners of the turnpike met in the community of Kingston to appoint officers and to begin to lay out the new highway. Enough of the 2,000 shares had been subscribed, and the commissioners went ahead and approved a survey map created for the turnpike. By 1806, a portion of the new turnpike was opened and tolls were being collected on the new highway. On November 28, 1806, a second charter was passed in the legislature to grant fines of $20 (1806 dollars) for evading tolls or defacing property along the turnpike. In 1807, the road was completed, and Henry Gallatin, the United States Secretary of the Treasury, reported that the alignment of the 25-mile (40 km) long turnpike was nearly straight except for an "obstruction" at Sand Hills, where they had to dig into the hill to create the highway. The new turnpike was 36 feet (11 m) wide and had stone abutments for the new wooden bridges.
  The turnpike was heavily trafficked, with several forms of transportation using it at a time. There were three tollgates along the turnpike, one at around 4 miles (6.4 km) from Trenton, one at Ridge Road and one at the current railroad crossing for US 1. Toll collectors on the turnpike would often have a hard time counting the number of horses at a tollgate because of kicked up smoke and dust. During the War of 1812, the turnpike gained record usage, moving goods between Philadelphia and New York. A third supplement was added to the charter in January 1814, where the turnpike corporation would have to upgrade the road in eighteen months or face removal of tolls. If they did not, tollgates would be removed from the turnpike. Although the corporation upgraded the route in 1827, the road was still very tough to travel for passengers and people hauling expensive goods. During the early 19th century, the turnpike was profiting from stagecoach companies, which had about six different lines winding through the turnpike. When the Delaware and Raritan Canal and Camden and Amboy Railroad were constructed during the 19th century, the profits began to dwindle and the turnpike could not handle the expenses for stagecoaches.
  To cause further problems, in 1832, the New Jersey State Legislature approved the Philadelphia and Trenton Railroad, a railroad to connect the two cities. A further note was made that the railroad could acquire the old turnpike for railroad right-of-way to connect Philadelphia and New York. That December, the railroad company attempted to merge the turnpike company into theirs, but faced opposition. In 1834, the turnpike company requested the choice to put another railroad on their turnpike right-of-way, but the monopoly from the Delaware and Raritan Canal and Camden and Amboy Railroad immediately opposed. Later that year, the Philadelphia and Trenton gained a controlling interest in the turnpike company, with hopes to lay the tracks on the right-of-way. The railroad
caption: A view of the turnpike in 1904
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