A GEOGRAPHIC STUDY OF THE DELAWARE AND RARITAN CANAL AND THE ADJOINING LANDS BY Sonia S. Kiriluk AN ABSTRACT Submitted to the College of Science and Arts Michigan State University of Agriculture and Applied Science in partial fulfillment of the requirements for the degree of MASTERS OF ARTS Department of Geography 1959 Approved AN ABSTRACT The Delaware and Raritan Canal of Central New Jer- sey was built in the first half of the 19th Century, during an era when water transportation was the most econ- omical means. But, unlike other canals of this period, the Delaware and Raritan was plagued by public skepticism, sectional rivalry and lack of co-operation. After three unsuccessful attempts, which began in 1804, the Canal was finally completed in 183%. The Canal united the tidewaters of the Delaware and Raritan Rivers, and facilitated the flow of trade between Philadelphia and New Yerk City. However, throughout its Operation the Canal served primarily as a freight route; coal from Pennsylvania fields was the principal commodity carried. The Canal exerted its strongest influence on the terminal cities of Trenton and New Brunswick. Par- _ ticularly in Trenton it was a great stimulus to industrial growth. Other than providing an outlet for produce from the hinterland, the Canal had little influence on the agricultural lands through which it passed. The Canal's peak Operational years were reached during the Civil war. By 1870 tonnage on the Canal began to decline rapidly, due primarily to increased use of railways. In 1871 the -2- Canal was leased to the Pennsylvania Railroad, whose sole purpose was to obtain a right of way. By the turn of the century, the Delaware and Raritan Canal was operating at a loss, and in 1933 it was closed to navigation. In 193% the waterway was turned over to the State of New Jersey. Until l9hh the Canal lay unused. An ever increas- ing need for fresh water caused the State to regard the Canal as a source of water supply for agriculture and in- dustry. At present 21 concerns utilize canal water; the largest consumers are industrial establishments, followed by irrigation, public water systems, and research pro- jects. In addition to the water source function, the Canal is also utilized for recreational purposes. The Delaware and Raritan Canal traverses four re- gions which were delimited for the purpose of this study. The Delaware and Millstone valley Regions are predomin- antly agricultural, the Raritan Valley and Trenton Be- gions are primarily urban and industrial. Although each region is undergoing change in land use patterns, the most rapid rate of change is occurring in the Raritan Valley and Trenton Regions. In these two regions indus- try and urbanization are taking over idle and agricul- tural land. In the agricultural areas, the change is toward larger farm holdings, and an increase in rural residences. Industry and urbanization will continue to increase in all regions except in the Delaware Valley Region, here the transition will be mainly toward "gentleman" farming, and rural dwellings. The Delaware and Raritan Canal possessing a new function, that of water supply, will be an important factor in the eXpansion and development of the territory through which it passes. A GEOGRAPHIC STUDY OF THE DELAWARE AND RARITAN CANAL AND THE ADJOINING LANDS By Sonia S. Kiriluk A THESIS Submitted to the College of Science and Arts Michigan State University of Agriculture and Applied Science in partial fulfillment of the requirements for the degree of MASTERS OF ARTS Department of Geography ' 1959 Approved ACKNOWLE DGIIIENT S I wish to express my thanks to the many people for the valuable information which I received. To mention everyone individually is impossible, but I particularly would like to thank the following: Dr. Adelbert K. Botts of Trenton State College, for his suggestions and leads to source material; the New Jersey State Planning Commission for the use of their aerial photography; the New Jersey Department of Conservation and Development for valuable information and statistics on the Canal; the United States Department of Commerce, Weather Bureau at Trenton, for Climatological data on New Jersey; and the New Jersey Ag- ricultural EXperiment Station of Rutgers University for material on New Jersey climate, soils and geology. A grateful acknowledgment to the professors of Michi- gan State University; Dr. Lawrence M. Sommers for his help and critical reading of the thesis, and Dr. Allen K. Philbrick for his suggestions in the preparation of maps. I am especially grateful and indebted to Dr. Charles w. Boas, my thesis advisor, for his invaluable advice, guidance and encouragement, which enabled me to complete this work» Also, I am grateful to Mrs. Thomas M. Ford for proofreading and typing this thesis. Sonia S. Kiriluk -iii- TABLE OF CONTENTS Page ACKAVOM‘EDGEE’IENTSOOOOOOO0.0.0... ........ 0.0.0.00000000111 LIST OF ILLUSTRATIONS................................ v INTRODUCTION......................................... 1 Chapter 1. DEVELOPMENT OF THE DELAWARE AND RARITAN CANALOOO0.000000CCOOOOOOCOOOCOCO...0.0.0.0.... 5 2. PHYSICAL SETTING OF THE DELAWARE AND RARITAN CANALOC...OOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO18 Physiography Climate Soils and Vegetation 5. LAND USE ADJOINING THE DELAWARE AND RARITAN CANALOCCOOOOOOOOOOOOOOOOOOCOOOOOOOOOOOOCOOOOOC 32 Delaware Valley Region Trenton Region Millstone Valley Region Raritan Valley Region 4. SUiflle-RY ALMD CODJCLUSIONSOOOOOOOOOOOOOOOOOOOO... 8? BIBLIOGRAPHY...O...00......000......OOOOOOOOOOOOOOOOO 92 LIST OF ILLUSTRATIONS Figure Page 1. Major Transport Facilities of Canal Region.........14 2. Regions of the Delaware and Raritan Canal..........19 5. Land Types along the Delaware and Raritan Canal....24 4. Land Use in the Delaware Valley Region of the Delaware and Raritan Canal.........................54 5. The inlet to the Feeder Canal, north of Raven Rock.j6 6. View of the Delaware River, looking north from the footbridgeOOOOOOOOOOOOOOOOOOOOOOOOOOOO.0.000.000.0056 7. Thu Delaware valleyOOOOOOOOO0000.00.00.00...00000.041 8. The Delaware Valley south..........................41 9. Concrete flood control gate at Raven Rock..........44 10. Above average residence overlooking the canal and the Delaware River south of Washington's Crossing..44 11. Land Use in the Trenton Region of the Delaware and writan canal .00.O.0.0.0.000...OOOOOOOOOOOOOOOO.0047 12. The Feeder Canal at the northern city limits of “ Trenton.0.00..00......O...OOOOOOOOIOOOOOOOOOOOO.00.49 15. A textile mill adjoining the Feeder Canal at ArtQSIa-n Street.00......OOOOOCOOOOOOOOOOOO0.00.00.049 14. The Feeder Canal passing through the Northwestern commer01al districtOOOOOOOOOO0.00.00.00.0000000000051 15. The Feeder Canal paralleling Holland Street and a light industrial area, near the Junction with the Main Can‘IOOOOO...COO...OOOOOOOOOOOOCOOOOOOOOOO0.0051 16. Route of the Main Canal viewed from the Roebling plant to the northCOOCOOOOCOCCCCOOCOCCOOOIOOOOOOOOOSJ 17. 18. 19. 20. 21. 22. 23. 24. 27. 28. The Roebling plant facing the filled bed of the Main Canal which lies to the left of the railroad..55 The Columbian Carbon Co. along the eastern side of the canal route, south of the Roebling Corp.....54 The filled bed of the Canal in Trenton's southern industrial district.0.0.0.0....00000000....OCCOCOCOSA Beginning of flumed section of the Canal at Holland Street, Mercer County Highway Dept. fuel tanks in the baCKSround-OOI00.00.00.000.0000...00.00.000.000056 View northeast from eastern end of Holland Street, and beginning of Trenten's main industrial area....56 wenczel Ceramic Tile Co., and Trenton's industrial heart to the east of the canal route and north of HOIlaend StreetOOOCOC0.000.000.0000...00......00030057 National Ceramic Co. on the western side of the canal route, and north of Holland Street...........57 The Trenton Paper Corporation northwest of the canal route.OOOOOOOOOOOOOOO0.00.00.00.00.0.0.0.0...59 The Stangl Pottery Co. on the northwestern side of the owl-0.0.0.0000...OOOOOOOOOOOOOOOOOOOOOO0.000.059 The Goodall Rubber Co. at Whitehead Road in the north end of the Trenton Region....................61 Trenton Potteries on the eastern side of the canal route at the southern end of Trenton...............61 Land Use in the Millstone Valley Region of the Delaware ma Raritm canalOOOOOOOOOOOOOOOOOO0.0.00.63 Flood Control gate and lock-keeper's house at KmstonOOOCOOOOOOOC0.0.0....OOOOOOOOCOOOOOOIOO0.0.65 walled Canal banks near Princeton..................65 A bridge spanning the Canal north of Griggstown....68 The Canal as it appears throughout much of the mute...............OOOOOOOOOOOOOOOOOC_OO0.00.00.00.70 Ruins of the Atlantic Terra Gotta Go. north of ROCRy Hill-0.0.0.0...OOOOOOOOOOO.’OOOOOOOOOOOOOO0.0.72 -vi- )4. 55. 36. 57. 58. 59. 40. 41. 42. 4j. The Somerset Rubber Reclaiming Co. at East Mill- stone, as it appears from the Canal bank..........72 Canoeing on the Delaware and Raritan Canal, a recreational activity.............................74 Land Use in the Raritan Valley Region of the Delaware and Raritan Canal........................76 New dormitories of Rutgers University overlooking the Canal in New Brunswick........................79 A leather manufacturing establishment along the Canal in New Brunswick s waterfront district......79 The Johnson & Johnson Co. Situated on the south bank of the Canal in New Brunswick................81 Barge tied in one of the outlet locks, used by a boating club in New Brunswick.....................85 The outlet looks at New Brunswick.................8j Toll collectors building at the outlet locks in New BrunSWiCKOOOOOCO0.0.0.0...00.0.00000000000000085 View west from outlet locks, to the left proposed recreational area.................................85 -vii- INTRODUCTION At the beginning of the 19th century, a canal build- ing fever Spread through the Eastern United States. Un- doubtedly, a great incentive for the building of canals was the need for transportation lines between the eXpanding frontier to the west, and the east coast. The natural re- sources and agricultural products of the west, which were already produced in surplus quantities, required an econo- mical means of transportation to the markets on the coast. The inhabitants of European descent were accustomed to the widespread use of waterways, and the importance they play- ed in the economy of many countries on that continent. Passable roads were few, and railroads were little more than ideas. Canals such as the Delaware and Raritan appeared to be the answer to the transportation problem. The Delaware and Raritan provided a direct route be- tween two large population concentrations, that of the New York City metrOpolitan area, and the Philadelphia metro- politan area. The canal was built for the purpose of tap- ping the flow of trade between these cities. It not only facilitated the growth of the two urban centers, but also contributed to the economic deveIOpment of the territory 'through which it passes. The Canal traverses the narrowest -1- -2... part of Central New Jersey, linking the tidewaters of the Delaware with those of the Raritan. Physiographically most of the area served by the canal lies within the Piedmont Region, here characterized by a rolling and rather rugged topography.1 Stream valleys, draining to the Delaware River and the Atlantic Ocean, were utilized in the construction of the canal. The steeper slopes, ridges, swampy areas and most stream banks are co- vered, generally with deciduous vegetation. The native forest was removed from the more level land two centuries ago for agriculture. The reddish brown soils, derived from red shale parent material, are fairly productive when fer- tilizers and proper farming methods are employed. The area through which the canal passes has been throughout its his- tory predominantly an agricultural region. A The Delaware and Raritan Canal was constructed in 1834, after a series of unsuccessful attempts that began in 1804. The reasons for the delays cannot be attributed ‘ to any one factor, but the lack of organization and public support were contributing problems. The construction of the canal was due primarily to the efforts of a small group of New Jersey business men from New Brunswick and Princeton, rather than a popular state wide movement, or governmen- tal desire for such a waterway. INEvin M. Fenneman,Phsio ra h 0? Eastern United States, (New Yerk: McGraw-Hill Book Co., 1953). Commerce on the canal was slow in starting, and did not show a favorable increase for more than ten years. Throughout its existence the Delaware and Raritan Canal served primarily as a freight line. Coal from the Eastern Pennsylvania fields was the principal commodity carried. The operational peak was reached during the Civil War, when supplies and heavy materials were shipped south to the front lines. After 1866 the traffic declined steadily and by the turn of the century, the canal was operating at a loss. In 1933 the canal was not re-opened for navigation, marking the end of a colorful era. Competition from par- allel rail lines plagued the canal throughout its exis- tence, and finally forced its abandonment. During the century of its operation the canal served as a focus for industrial location, particularly influencing the develop- ment of the city of Trenton. Along the banks of the Delaware and Raritan Canal the reminders of past activity are slowly disappearing. The towpaths are now either completely obliterated or over- grown with trees and underbrush. The movable bridges have 'been replaced by permanent structures, the wooden locks are new concrete flood control gates. The call of the bargeman, the crack of the mule driver's whip, and the lockptender's greetings as the barges passed by, are now 'but echoes from the pages of history. In the past the presence of the canal has given rise to certain uses of land, and changes in economy. Today it passes through two regions that are rapidly undergoing major land use changes. The Trenton and Raritan Valley areas are heavily industrialized and centers of expanding pOpulation. Between these areas, in the Delaware and Mill- stone Valleys, agriculture is still important, and land use changes slowly. The purpose of this study is to present a geographic description and interpretation of the Delaware and Rari- tan Canal, and the regions traversed by it. Sections of this study include the physical setting of the canal and its history. Emphasis will be placed upon the relation between the canal, and the past and present land use of the area. The canal's role in the future of the region is perhaps speculative, but nevertheless, a necessary portion of this study. The data for this study was compiled through lib- rary and field research in the area under consideration. Field work was carried on during the summer of 1958, and rechecked in December of the same year. Information was also obtained by study of pertinent aerial photographs and field checking of them, and through interviews. Additional information and material was received from agencies con- cerned with special problems in the region. Photographs ware taken along the canal to illustrate the text. CHAPTER I DEVELOPMENT OF THE DELAWARE AND RARITAN CANAL "On April 18, 1676 William Penn, Gawen Lowrie, Edward Bylinge, Nicholas and Edward warmer gave authority to James vase, Richard Hartshorne and Richard Guy or any two of them, to secure information of one Augustine Heermans, an able surveyor, 'to go up the Delaware River as far as New- castle or farther, as far as vessels of 100 tons could go, as we intend to have a way cut across country to Sandy Hook'"1 The idea of a canal to unite the waters of the Del- aware and Raritan Rivers, was conceived approximately a century and a half before it actually became a reality. The first attempt to improve waterways between the Del- aware and Raritan Rivers was in 1796. During that year the Assunpink Creek NavigatiOn Company was incorporated for the purpose of improving the stream, thus enabling farmers in the vicinity of Trenton to transport their pro- duce to market with greater convenience. Some historians classify the Assunpink Creek Navigation Company as an ancestor of the Delaware and Raritan Canal. As the region prospered, the necessity for internal 1William H. Benedict, New Brunswick in Histor , (New Brunswick: published by the author, l9§5}, p. 212. This is the earliest known reference to a canal route in Cen- tral New Jersey. -6- improvements, became-increasingly apparent. At the turn of the 19th Century a group of New Jersey businessmen and prominent citizens, realizing the potentialities of the region, proceeded with plans to build a canal to unite the tidewaters of the Delaware and Raritan Rivers. These men recognized that the construction of a canal through cen- tral New Jersey would tap the trade which flowed between the growing commercial centers of New York City and Phila- delphia. At that time produce and cargo had to be hauled by sea around New Jersey. A canal would cut the time and distance more than half. In 1804 the New Jersey Navigation Company was char- tered to construct such a canal. No surveys of the pro- posed route had preceeded the incorporation, therefore, estimates of the cost were impossible. A very general sur- vey of the proposed route under the direction of the com- pany resulted in the recommendation of two plans, (1) to make use of riverbeds, and (2) to construct the canal along the banks of the Millstone and Raritan Rivers. The gen- eral survey was the extent of the accomplishments of the first company. It was the intention of this company to complete the canal by 1816.2 Generally the provisions of the charter were quite broad, for nowhere did it mention a feeder canal or any other means of water supply. It appears 2Henry Meyer Balthasar, Histor of Trans ortation in the U 5. Before 1860, (Carnegie Institute of washington, 1948), p. 887. ‘ that the planners considered the streams along the way as being adequate in supplying the necessary amount of water. This showed on the part of the people concerned, the lack of experience in such matters, both in executive and plan- ning departments. No action was taken on the canal again until after the War of 1812. The canal company of 1804 was the first of three un- successful attempts, and it was finally the fourth company that constructed the canal. It appears that the primary reason for the failures involved sectional feelings between northern, central and southern New Jersey. It was argued that only the central portion of New Jersey would bene- fit from the canal. Therefore, why should the other sec- tions contribute money to something which would be of no use to them? During the 1820's, as trade increased and the success of other canals became apparent, public opinion began to favor the construction of a canal.' In 1808, Secretary of the Treasury Albert Gallatin, after considerable study sent to Congress a report propos- ing the construction of four canals by the Federal Govern- ment, one of which was the Delaware and Raritan. Unfor— tunately, the Heuse blocked all legislation promoting such a plan, and New Jersey's hopes for Federal aid in the canal project were stifled.3 JCrawford c. Madeira Jr., The Delaware and Raritan Canal, (East Orange, N.J.: The Easterwood Press, 1951}, pp. 9-11. ~8- The War of 1812 made the United States realize the necessity for better and more efficient transportation lines. Internal improvements began with zeal in 1816, but they were undertakings of the individual states. The New Jersey legislature passed an act in 1816, appointing commissioners to ascertain "the most eligible route for and the probable expense of a canal to connect the tidewaters of the Delaware with those of the Reriten".4 No action was taken, and several years passed before the canal was again considered. The New Jersey Delaware and Raritan Canal Company was incorporated in 1820. This company also failed to raise the necessary capital. However, by 1822, the people of New Jersey had sufficient evidence that a canal would be profitable. The Erie Canal and the Pennsylvania canals were all operating very successfully. Another factor which helped to change the unfavorable public opinion was that the expanding city of New York required an increasing amount of coal. Most of the city's supply came from Pennsylvania fields, but had to be shipped from Philadelphia by ocean vessel around New Jersey. Legislative discussions on the canal were begun in 1823, but a company charter was not granted until 1824. This company also ran into difficulties and was finally dissolved. However, during the period of its existence 41bid., p.11. the route of the canal was chosen. The alternatives were the direct overland route, and the route along the Mill- stone River. The Millstone or northern route was much longer than the direct, but the elevation of land to be overcome was about twenty-five feet less. Also, along the Millstone River were located nine or ten of the best grist mills in the state, two cotton factories, and a paper mill. Advocates of the Millstone route bestirred themselves to convince the company commissioners of its superiority. New Brunswickers were particularly anxious that the Mill- stone route be adopted, for then their city would be the logical terminus of the canal. After surveys were made of both routes, the Millstone was chosen as the more feasible of the two.5 Undoubtedly this route was chosen because fewer locks would have to be built, and there was estab- lished economic activity, which would benefit from the canal. The company had difficulty with the Commonwealth of Pennsylvania in receiving agreement to use the Delaware water to supply the canal. Hewever, in 1828, the Pennsyl- vania Legislature passed a bill permitting the Delaware and Raritan Canal Company to use the waters of the Delaware River. In 1829 a bill impowering the state to build the canal 5Robert T. Thompson, Colonel James Neilson, (New Brunswick, New Jersey: Rutgers University Press, 1930), p. 172. -10- was defeated in the legislature on the basis of a public referendum. But on February 4, 1830 the legislature grant- ed a charter to incorporate the fourth and final company, which did complete the canal. Unfortunately at the same time the legislature granted a charter to the Camden and Amboy Railroad and Transportation Company to build a rail- road paralleling the canal's route. The provisions of the canal charter stated that the capital stock was to be $1,000,000 with the privilege of increasing the amount by #500,000. It also required that the width of the canal be not less than fifty feet and the depth five feet. An act passed in 1831 increased the mini- mum width to seventy-five feet, and the depth to seven feet. The company was impowered to supply the canal with water from the Delaware River by constructing a feeder in the form of a navigable canal, not less than thirty feet wide and three feet deep. The charter provided for a set pay- ment to the state for each passenger and ton of merchan- dise.6 Shortly after the charters for the canal and rail- road companies were granted, disputes between the two arose. On February 3, 1831 the New Jersey legislature passed a supplement to the charter of the Delaware and Raritan Canal Company which afforded some protection 6Historygof Trenton 1612-1222, (Published in 2 vol.—under auspices of the Trenton Historical Society, Princeton: Princeton University Press, 1929), pp. 281-282. -11- against railroad competition on the canal right of way. No railroad was to be built nearer than five miles to the canal before 1858. If after this date the legislature did approve the construction of a railroad within the five mile limit, then the canal company was to have the option of building and operating it. While the act failed to grant the company positive power to build such a railroad, it did prohibit the laying of rails by any other corpora- tion within the limits.7 With permission from the legislature, the two dis- puting companies agreed on a compromise to consolidate . their stock. Although the Delaware and Raritan Canal, and Camden and Amboy Railroad companies retained their separate organizations, after 1831 they were commonly re- ferred to as the Joint Companies.8 The construction of the canal was begun in 1832. The work was done almost entirely by immigrant Irish lab- orers, and was marked by epidemics of cholera, which took many lives. In 1834 the Delaware River dam, the feeder canal and the section of the main canal between Trenton and New Brun- swick,were completed. The section between Trenton and Bordentown, where the canal Joins the river was not com- pleted until 1838.9 7Thompson, op. cit., pp. 191-192. 81bid, p. 192. 9History of Trenton 1679:1922, op. cit., p. 282. -12- The Feeder Canal from Trenton to Bull's Island on the Delaware River measured twenty-two miles :fln.1ength. The main Canal is about eighty feet wide at the surface, fifty feet at the bottom and nine feet deep. The Main Canal had fourteen locks, seven of which were between Trenton and Bordentown, each lock had a fall of approximately eight feet. The cost of the canal was $2,830,000, most of which was furnished by Princeton stockholders. In 1854 an outlet look from the Feeder was built at Lambertville, thus allowing an exchange of traffic with the Delaware Division Canal, on the Pennsylvania side, which had a similar outlet lock south of New Hope. This proved a much shorter route than going down the river to Borden- town and Bristol.10 The Delaware and Raritan Canal was used primarily for shipping freight. Passengers utilized the railroad which was speedier and more convenient. For a short per- iod of time the canal did provide passenger service, and those who patronized it took the canal principally for the scenic ride. Coal proved to be the greatest single source of re- venue for the canal and shipments so increased that it overshadowed all other traffic. Anthracite constituted over half the total tonnage carried by the canal. Stra- tegically located between the anthracite fields of eastern 1OIbid, p. 283. -13- Pennsylvania and the markets of New York and New England, the canal bore a steady stream of barges. The market along the canal, especially Trenton, was also important. The industry in this city was expanding rapidly, and consumed large quantities of coal. Eventually the eastbound ton- nage became ten times as great as the westbound.11 A great quantity of coal carried by the Delaware and Raritan Canal was mined in the Schuylkill field of Penn- sylvania, which lies between Mauch Chunk on the Lehigh River, and Dauphin on the Susquehanna River. The coal from this region was shipped out on the Schuylkill or "Navigation Canal". Both the canal and the Philadelphia and Reading Railroad supplied business for the Delaware and Raritan Canal. The heyday of the canal occurred between 1850 and 1875. The maximum traffic on the canal was reached during the Civil war. Two factors contributed to the rapid in- crease in canal shipments. First, the industrialization of the United States that was Splitting the North from the South proceeded at an ever increasing pace at this time, requiring more transportation facilities between New York and Philadelphia. Secondly, the Joint Companies, having established themselves, were now due to receive the full f1Wheaton J. Lane, From Indian Trail to Iron Horse, (Prin- cetog, New Jersey: Princeton University Press, 1939), p. 2 5. ~14- 3. m. e. o 8.... 5 38m >wm¢ms 3m: mw.:! z. deom H )1 m o 10! {£825 .3240 no zo_h ’ a Ill. 88. 8.8. allele. 88533. “I .88 0,5qu 20.0wm 1.4240 “.0 mw_._._.:o_¢ 2...... 20.0 m m 2 > m i_ I. < > 34.35924... 2 MZOPWJIZE 20—0wm 8:86? I >w|_|_<> tees-see. _fiflflUWz .v/ wm<>><4wo 20.0mm >m:_.._<> Z<._._m canal region, and is labeled as the Flemington-Penn- ington-New Brunswick section. This section is too complex to be divided into any distinct units, thus, it is consid- ered as one area. It is underlain mainly by shales and sandy shales, with red colors being most common. The ter- rain is rolling, but stream tributaries in some areas are characterized by deep valleys. In general however, the main streams have wide flood plains. Terraces composed of silt, and or gravel are found in some places fifty to one hundred feet above the present stream level. Drainage in this section ranges from well drained to poorly drained. South of Lambertville the canal traverses a section WhiCh consists of an extensive trap rock ridge. Encompassed by the ridge is an area classified as the Delaware Bluffs. Because of its elevation, this ridge forms a distinct fea- ture in the landscape of the canal region. From the ridge section to the northern parts of Tren- ton, the canal again traverses the red shale area. The topography is undulating with broad and gently rolling 3101358, and southward becomes progressively flatter. How- ever, the larger streams have deep V-shaped valleys. The -24- v51=¢_v..m 33.0w 8:033:00 zom 4.0m: .womDOm . ll“ 0 c O_Nm¢ mug: z_ mqmmmmfi >>mz 5202300 22.5 43.200 thOZOmE 2.43m 44\ILog_ch3al Data, Trenton, New Jersey, 1957. £3.14. -30- less absorption, greater runoff and more erosion.7 Predominant sandiness occurs in the coarse sandstone sections of this region, although loamy soils are not un- common. Harshness characterizes these sandy soils, and the preponderant red color is varied with the brown. The soils are fairly deep and well drained. However, because the sandstone bedrock is soft, many rock fragments are found in this soil. The river terrace at Washington's Crossing is composed of sands and gravels. From Princeton to the town of Millstone, the Millstone River flows over a bed formed of the same type of sands. The river from the town of Millstone, to its Junction with the Raritan River flows over a glacial outwash plain, which also consists of sands and gravels. The red shale section has silty soils, minor shaly ribs where rock strata protrude near to the surface, and shaly steeper slopes. On the shaly portions the soil is rather thin, in places may not even be a plow depth. The silty soils are generally deeper. Soils consisting of plastic clays occur in many swales or low spots, which im- pound pools of water during rainy periods. This proves Iharmful to crepe planted in such areas.8 Near Princeton and other scattered locations, brown ‘7N.J. Agricultural Experiment Station, Our New Jerse Land, New'Brunswick, New Jersey, Rutgers University, Bulletin 775, Jan. , 1955. p.8. 81b1d, p. 30. silty soils overlie the red shale, sandstone and argillite bedrock. The thickness of these soils varies from a few inches to six feet, and the drainage is generally good. The soils of this region are fairly productive, if preper farming methods are employed. These soils require fertilizers to maintain productivity, and good conservation practices to check erosion. Common crops in this region consist of wheat, hay, corn, oats, barley and soybeans. Sorghums are becoming common as a silage crop. The vegetation of this region primarily consists of deciduous hardwoods. Maple, linden, ash, walnut, hickory, butternut, white oak, ironwood, poplar and willow are ex- amples of the variety found here. Evergreens grow well when planted, but the only one that grows naturally in this region is the cedar tree. The original forest has long since disappeared, to make way for agriculture. The forest found here today is a poor second growth. The trees generally average about a foot and a half in diameter, some may reach two or more feet. The woods usually lack thick undergrowth. The ridges, steep lepes, and areas which were found unsuitable for agriculture are mantled by woods. However, man is again encroaching on the forest, as the need for space to con- struct homes and factories increases. CHAPTER 3 LAND USE ADJOINING THE DELAWARE AND RARITAN CANAL The narrow central portion of the State of New Jersey, from the earliest colonial times to the present, has been a focal point for transportation lines. Through this area pass maJor railroads, highways and the canal. They link not only the metropolitan areas of New York and Philadelphia, but New England and the South as well. Although the Dela- ware and Raritan Canal is no longer used for transport, the railroads and highways of this area are among the most heavi- ly used in the eastern United States. In this study the Delaware and Raritan Canal and the adJoining lands are divided into four regions; (see Fig. 2) the principal criteria for delimitation is that of the maJor use of land. Two regions are predominantly agricultural, the other two are primarily urban and industrial. The Dela— ware Valley Region includes most of the Feeder Canal and embraces an agricultural area. It is characterized by small towns, rural residences, poultry and dairy farming. The Tren- ton Industrial Complex is the second region, encompassing the city of Trenton and its surrounding suburban communities. The Millstone Valley Region is another predominantly agri- cultural area, although industrial and residential areas are -32- increasing rather rapidly. This is particularly true of the section between Princeton and the northeastern suburbs of Trenton, an area which is in a state of transition. The Raritan Valley Region comprises the second urban and indus- trial area. Even though agriculture is found in the south- ern portions of the region, in general it is greatly over- shadowed by industry and urbanization. This region is the southern portion of the heavily populated northeastern part of New Jersey. DELAWARE VALLEX REGION The Feeder Canal begins at Bull's Island, north of the little hamlet of Raven Rock, and parallels the Delaware River to Trenton, where it Joins the main canal. Its pur- pose was to supply the main canal with sufficient water to maintain a constant level. The Feeder begins at an eleva- tion of 69.9 feet above sea level and drOps to 56.3 feet at Trenton. Only two locks were required to make the descent. The terrain along the route of the canal, except for the scuthern portions of this region, is quite rugged and most of the land is heavily wooded. This is especially true of the high ridges, steep slopes and areas that are gener- ally unsuitable for agriculture. To the north of Bull's Island stands a trap rock ridge, which has been bisected by the Delaware River form- ing a gap. Contiguous south of the ridge is the Hunterdon Plateau Escarpment descending abruptly to the narrow river -34- RAILROAD CEMETERIES E CANAL IE] ROADS E53 >§ QUARRY TRUCK FARMING DELAWARE VALLEY REGION RECREATIONAL FOREST m BRUSH ”— L m m L N U E m m. R 3 G E A R - COMMERCIAL - INDUSTRIAL LEGEND . OF THE . DELAWARE AND RARITAN CANAL IL SCALE IN MILES K .KIRI Land USe in the Delaware.Valle Delaware and Raritan Canal. y Region of the :FELEEIIJPG3 Lfe lowlands. The same ruggedness continues on the Pennsylvania side, for the Delaware River at this point is well entren- ched. In these surroundings lies the northwestern terminus of the Delaware and Raritan Canal. To the observer on the opposite side of the river, the canal inlet may appear as a mouth of a tributary stream, except that the flow is re- versed. The banks are covered with thick vegetation, and save for the regular shoreline there is no other evidence that the channel is man made. The wing dam which was built to help divert water into the canal is located a few hun- dred feet downstream and is still in good condition (Fig. 6). Approximately a quarter mile south of the canal inlet, at the base of the escarpment cliffs, nestles the tiny hamlet of Raven Rock. The older portion of the settlement con- sists of homes that cling to the rugged backdrop of the es- carpment.. Of more recent construction are the homes on Bull's Island, which are also a part of this settlement. The unpaved road which passes through Raven Rock is current- ly being replaced by a paved highway. When this road is completed, it will form a part of the Delaware River Drive from Trenton to Frenchtown, a town nine miles north of Raven Rock. A footbridge built on piers spans the river uniting Raven Rock with the small town of anberville in Pennsylvania. At one time a wooden covered bridge was lo- cated here. When it was removed the community did not have sufficient funds to construct a motor bridge, and thus the ._ ,______ _- __, Figure 5. The inlet to the Feeder Canal, north of Raven Rock. Figure 6. View of the Delaware River, looking north from the footbridge at Raven Rock. The Wing Dam is in the background. footbridge was built. It is used primarily by tourists and patrons of the hotel and restaurant located by the bridge in Lumberville, to view the picturesque surroundings. To the east of the river and the canal, the escarp- ment of the Hunterdon Plateau is disected and character- ized by steep slopes. The escarpment and the plateau are not especially suited for cultivation because of the poor soil and imperfect drainage conditions. Although some 'small grains and hay are grown, much of the land on the plateau and escarpment is either idle or wooded. The main activity in this area is poultry raising, primarily for egg production. This is evidenced by long two story chicken houses which are a common sight. South of Raven Rock the canal's banks are wooded and it's route parallels the river. Although the flood plain in this area is fairly wide, few parts are cultivated. Much land is idle or is used for rural dwellings. At the southern tip of the flood plain approximately an eighth of a mile north of the Boro of Stockton, are the werchester Orchards. They lie on the slapes overlooking the river and the canal. This is one of several commercial orchards in the region, growing apples and peaches for local markets. The region and the surrounding areas were at one time famous for their apples and apple cider, but fruit growing in the area is no longer important. Stockton is a small community built on a flood plain -58- of the Delaware River about three and a half miles south of the mouth of the Feeder Canal. The town serves as a minor retailing center for the surrounding area. The flat plain is occupied by the canal, the railroad, commercial center and residential dwellings which parallel the roads. Other dwellings cling to the slepes which rise from the plain. The southern portion of this flood plain is char- acterized by garden plots, while at the northern end there is a lumber and feed mill. The stone from the Stockton Brown Stone Quarry was utilized in the construction of many Pennsylvania Railroad bridges in New Jersey and Eastern Pennsylvania. It was also used for fashionable brown stone fronts and ecclesiastical edifices of large eastern cities. During the canal era Stockton served as a transhipment point for agricultural products of this area. And in turn the canal was used to bring in supplies, such as fertilizers, lime, coal and manufactured goods. In this it did not differ from other small towns along the canal, which served an agri- cultural hinterland. As was the case in other small canal towns, Stockton was a center of dynamic activity during the peak of the canal era. Each settlement had at least one barge basin and a number of small industries, which usually included lumber mills, grist mills and woodcrafts of vari- ous types. ‘Stockton had two wood working shops, a canning establishment and a spokeworks. However, the industries in the majority of these small towns had disappeared even be- . ‘VII’ 'galé—s'Jv‘; F'- "7‘ NJ): \LT'T' -39- fore the closing of the canal. Today these towns are pri- marily quaint residential settlements with a commercial establishment or two. South of Stockton the predominant relief feature is another trap rock ridge, which is being excavated by a quarrying company. The quarry utilizes water from the canal in the washing and sorting process. South of the ridge, the canal enters a shaly area dominated by red colored rocks and soils. The rolling ter- rain is characterized by deep stream valleys, whose steeper s10pes are wooded. Where the slopes are less steep the valleys are utilized as pastureland. Where cultivation is possible wheat, hay and corn are the primary crops; oats, barley and soybeans are of secondary importance. On these shaly soils dairying is much more important than poultry, although some farms engage in both of these activities. Along the canal are cultivated fields, and to the east of it well kept homesteads. Many of the colonial homesteads in this area, with their spacious structures were once parts of large estates or landholdings. In time land from these estates was sold to form smaller units. Today the farm- steads and associated land of these colonial estates are 'usually owned by gentlemen farmers and kept in excellent condition. The city of Lambertville, about seven miles from the canal inlet, is located on a flat, rather narrow plain be- -40- tween the river and the rugged s10pes to the east. Several streams descend from the higher elevations, crossing through the city and flowing into the Delaware River. This city was founded before the Revolutionary War, and was then known as Coryell's Ferry. It was the site of a ferry crossing for the Old York Road, which at the time was one of the main stagecoach lines between Philadelphia and New York, and pre- sently is the route of a U.S. highway. The settlement re- mained quite small until the construction of the canal. Twelve years after the completion of the canal, Lambert- ville began to flourish as an industrial town. One of the earliest industries was the Lambertville Iron werks estab- lished in 1840 on the canal banks in the southern portion of the city. Many industries were established during the 1860's and the decades following. They included a pottery, two rubber mills, a brass and iron foundry, paper mills, a brewery, a silver plating plant, a linen factory and flour mills. All of these industries were situated adjacent to, or in close proximity to the canal, and utilized it for ‘power, water and transportation. The town was also a tran- shipment point for agricultural products which were sent on “the canal. As canal usage diminished and industry in Trenton expanded, Lambertville's industrial position declined. The jpresent industries of the city include a lace works, a leather lxroducts company, a company producing ceramic parts for the 'textile industry, and a few branch distributing concerns. 13“!" ‘73 Ian“ 2'2... 1.! .._. -41- Figure 7. The Delaware Valley. On the right is a trap rock ridge south of Lambertville. \_ Figure 8. The Delaware Valley south. The exposed cliffs of Baldpate Mountain iar‘e‘ hiddenlin the vege- tation on the far right bank. -42.. The railroad which parallels the Feeder Canal was opened to Lambertville in 1851, and became a subsidiary of the Camden and Amboy Railroad. At present the city utilizes the canal as a source of water supply during drought periods. A dam was constructed across the river between Lam- bertville and New Hope by the Commonwealth of Pennsylvania. The dam supplied the Delaware Division Canal and provided water power for a paper mill located on the Pennsylvania side. The Delaware Division Canal was constructed by the Commonwealth of Pennsylvania in 1827 from Easton south to Bristol, which is Opposite Bordentown, New Jersey, and the outlet to the Delaware and Raritan Canal. The Division Canal was a principal transport route for Lehigh Valley coal. Outlet locks were built south of Lambertville and New HOpe, on the respective canals. Many of the barges des- tined for New York left the Pennsylvania canal, and by means of a cable strung across the Delaware River, were towed in- to the Feeder Canal. South of Lambertville lies the largest trap rock ridge in the canal region (Fig. 7). The ridge extends into Penn- sylvania and is bisected by the Delaware River forming a ‘gap, with accompanying rapids and steep s10pes, It is a 'wooded area, underlain by igneous intrusions, and littered ‘with boulders of diabase. Very little agriculture is carried <3n, but there are favorable sites for rural residences. A (quarry operation located along the canal has excavated part -45- Of the trap rock ridge. The wide flood plain at this point is owned by Mercer County and is intensively cultivated. Surrounded by this igneous intrusion is an area of sand- stone and shale, which is characterized by more gentle re- lief. Agriculture is the dominant activity, except on the steeper slopes. South of the sandstone area is Baldpate Mountain, (Fig. 8) the southern edge of the ridge section. An unsuccessful attempt to excavate for trap rock, has left sheer rock cliffs exposed facing the canal and the river. South of Baldpate Mountain the canal enters a rolling agricultural area as it approaches the settlement of Titus- ville. This town, three miles south of Lambertville,is a small town which does not differ from other small settle- ments along the canal route. It thrived during the canal era, but today is primarily a residential community. It has spread up the lepes to the east of the canal, encom- passing a farm which stubbornly resists urban settlement. Immediately south of Titusville, along the route of the canal is Washington's Crossing State Park. George Washing- ton's crossing of the Delaware River with his army on Christmas Eve, 1776 is commemorated by this park. From the State Park to the suburbs of Trenton the land adjoining the canal and river is occupied by above average residences. Some homes are old mansions, some colonial homes, others are spacious modern dwellings. ijst are situated on high bluffs commanding a scenic view Figure 9. Concrete flood control gate at Raven Rock. L_.___ Figure 10. A substantial residence overlooking the canal and the Delaware River south of Washington's Crossing. of the canal and river. Most of these homes are owned by persons employed in Trenton. To the east of the canal, beyond the residential strip, the land is utilized for agriculture, although rural residences are springing up along the roads. The gently rolling terrain along the canal, and the area's proximity to Trenton is conducive to residential development. Though the region has been pri- marily agricultural, there is a definite trend towards suburbanization. TRENTON REGION The city of Trenton lies on the east bank of the Del- aware River at the junction of the Piedmont and Coastal Plain Physiographic Provinces. In addition to its fun- ction as a port city, it is served by major highway and rail routes of the Middle Atlantic coastal area. The pos- ition of the city, at the head of navigation on the Dela- ware River, has been a causal factor in the location of the routes which converge there. Within a seventy-five mile radius of Trenton lives a tenth of the United States pop- txlation. In this circle are included New York City, sixty miles from Trenton, and Philadelphia, thirty miles from the city. The city, like a giant octopus, spreads eastward from the river in a semi-circular fashion, with tentacles of ur- ‘baurization along major roads. The city has a population of' 128,000, not including the surrounding suburbs, which -45- are rapidly growing outward from the city. The nucleus and oldest part of the city located near the waterfront contains the state administrative buildings, hotels, and financial and commercial establishments. To the east of the central business district lies the main canal route and the Pennsylvania Railroad, together with the majority of Trenton's industries. A small industrial district lies along the river in the southern portion of the city nucleus. To the north of the center of the city lies the route of the Feeder Canal and its junction with the Main Canal. If observed from the air the canal system in the city would resemble a giant Y shaped pattern. The left branch of the Y is the Feeder Canal and the right branch and the stem, the Main Canal. Trenton was founded in 1679 by an English Quaker, Mahlon Stacy, who acquired land and constructed a grist mill on the Assunpink Creek. Some years later Stacy's es- tate and mill were bought by William Trent, a Philadelphia merchant, who named the settlement Trent's Town. The nat- ural navigable river channel to Trent's Town soon made it a convenient shipping point for its rich agricultural hin- The village also became a commercial center for terland. and a resting place for travelers on the King's the region, Highway, between Philadelphia and New York. The rapid industrial development of Trenton began arith the completion of the Delaware and Raritan Canal in 11111 N m T A m N U m C D N E G E L AGRICULTURE . . e‘l TRANSPORTATION RAILROADS D 0 LAKES g CANAL use ”5/ u, )‘4 FOREST and BRUSH e on eeeeeeeee "a.“ ./ . . I. 7/ RESIDENTIAL / // / I COMMERCIAL es. s eeeeeee 0. e O./. 1... as I INDUSTRIAL .«,//..e .7 . ,/ . .IZ/ ROADS B RECREATIONAL / 0/7/ \.\ \ . info /,, / ,. . x ,, ,,,,,,,,, .1, 0%, ,/. l/.¢//. . \ 17/7. \ ///\ \w / l '- /.,. 7/, fl , /, /.. /.//// " I / 4 . .///.\ I: I / s . x f / 1., / /, TRENTON REGION OF THE DELAWARE AND RARITAN CANAL SCALE IN MILES gion of the Delaware Land Use in the Trenton Re and Raritan Canal. -48- 1854, and the Camden and Amboy Railroad at approximately the same time. Industry in the city lined both banks of the canal. The larger industries such as the Roebling Com- pany, which came to Trenton in 1848, had private basins for canal barges. Early industry in Trenton included pottery making, and the manufacture of various rubber products.1 Rubber products, metal working and pottery still remain the most important industries in the city today. According to the 1954 United States danufacturing Census, Trenton had 334 industrial establishments. In the surrounding suburbs, are more than 150 industrial establishments. The Feeder Canal route through Trenton The Feeder Canal approaches the city of Trenton pass- ing through the suburban areas of Ewing Township. The housing along the canal is composed of substantial dwellings. Where the canal swings away from the river the land between the waterways will be occupied by a new highway. Approxi- mately an eighth of a mile south of the point where the canal leaves the river, the lands along the canal support some agriculture. Those along the river are occupied by the Villa Victoria, a private school for girls. South of the school residential areas resume. The area is flat and is occupied by homes that are generally above average. Land to the east of the canal is wooded, with scattered TFor a period after the Civil War, Trenton was considered the country's center of rubber manufacturing. VG! .l -49- | I . ‘1 "0‘1‘ no.‘ )- 1 ‘ \S‘M'l“. _ .j. ‘y- ‘3‘, \n .‘ a "y“; *7, l' '. .‘- .7} ‘I' ‘ ' . ' . ‘ ‘ - . fill.- \ ’ ' .- ' .; . ¥ Figure 12. The Feeder Canal at the northern city limits of Trenton. Figure 13. A textile mill adjoining the Feeder Canal at Artesian Street. In the past the mill was served by the Feeder Canal. residences. South of the wooded area are state owned farm- lands, and the route of the Reading Railroad. To the west of the canal, along the river, are a few commercial estab- lishments and a tree nursery. As the canal enters the city of Trenton, a residential area lies to the west and the Trenton Country Club and golf course lie to the east, (Fig. 12). The Country Club draws water from the canal for use on the golf course. South of the country club, within the city limits of Trenton, the canal passes state owned land. The waterway then winds past the beautiful residential dis- trict of Hiltonia, which includes the homes of many of Tren- ton's professional and business people. To the west resi- dential areas continue, with the beginning of high-rent apartments which parallel the canal for several city blocks. South of Hiltonia the canal passes by Cadwalder Park, and the recreational area of a junior high school. South of the park is a residential area with many duplex houses. Overall, the dwellings are in very good condition. The first industry along the canal within Trenton is located at Artesian Street. It is an old textile mill, (Fig. 13) which undoubtedly utilized the services of the canal in the past. The Feeder Canal continues through several blocks of. an older residential section which gives way to a zone of commerce and light industry (see Figures 14 and 15), that extends to the junction with the Main Canal at the end of Holland Street. The commerce consists of warehouses, auto -51- Figure 14. The Feeder Canal passing through the Northwestern commercial district. . Figure 15. The \ Feeder Canal par- alleling Holland Street and a light 1 industrial area, 1 near the junction | with the Main 1 Canal. I sales and service lots, and supply concerns. The industrial establishments in this section include machine shops, a beverage bottling establishment, a small porcelain plant and a block and supply concern. At the eastern end of Helland Street the Feeder Canal turns north and becomes the Main Canal. .Main Canal between Hblland Street, Trenton and Bordentown. Today the northern half of the Main Canal route with- in the city is occupied by a four lane highway, constructed eight years ago. Several city blocks south from Helland Street and the Feeder Canal, the former route of the main Canal is bordered primarily by residential and commercial areas. Further south the route passes administrative and government buildings, including the post-office, city hall and the armory. From here the four lane highway swings west across the river and into Pennsylvania. The canal route south of this point is filled in, but presently un- occupied. In this area is a heavy industrial district. 0n the east for several blocks the canal route is parallel- ed by the buildings of the Roebling Corporation, and on the west by U. 8. Steel. Away from the canal route beyond the industries, residential areas occupy the land. 'South of Roebling and U.S. Steel, the canal route passes the State Prison and coal yards. Further south industrial establishments resume, beginning with the Columbian Carbon Company, a large chemical plant. South of the chemical \ __ _ __ -_._,- __ Figure 16. Route of the Main Canal viewed from the Roebling plant to the north. MAIEW‘LS SSING me 6E5 .'_ ‘ONCQEIE 5 ' SUSPENSION 51210 Figure 17. The Roebling plant facing the filled bed of the Main Canal which lies to the left of the railroad. -54- Figure 18. The Columbian Carbon Co. along the eastern side of the canal route, south of the Roebling Corp. Figure 19. The filled bed of the Canal in Trenton's southern industrial district. plant, along the canal route are, the Home Rubber Company, Lamberton Ceramics, Stokely Foods Incorporated, Trenton Potteries and Atlantic Mills, which is a shOpping center. The food and pottery plants mark the southern city limits of Trenton. Except for several Roebling warehouses, the filled canal enters a wooded area. Approximately a quarter of a mile south of Trenton the waterway resumes and con- tinues to its terminal at Bordentown. This section is ab- andoned, and except for the railroad which parallels it, the canal would be completely obscured by thick vegetation. The area between Trenton and Bordentown is quite flat and marshy. The outlet of the canal at Bordentown resembles the mouth of a tributary, and there is little evidence that the waterway is man made. Main Canal north from Helland Street From Holland Street, the junction with the Feeder Canal, north to the northern city limits the canal is flumed. The water is carried underground via a large duct, but north of the city it again flows on the surface. The canal route is taken over by the highway which carries transit traffic through the city from U.S. Route 1 into Pennsylvania. The route in this section is lined by industry, which is the industrial heart of Trenton, located between the Del- aware and Raritan Canal and the Pennsylvania Railroad, three quarters of a mile to the east. The industrial area along the canal was very important during the canal era, as -55- Figure 20. Beginning of flumed section of the canal at Holland Street, Mercer County Highway Dept. fuel tanks in the background. Figure 21. View northeast from eastern end of Holland Street, and beginning of Trenton's main industrial area. «mg ' -"’_-~.——' _vv’w -5.— — "'~:_ -57- Figure 22. Wenczel Ceramic Tile Co., and Trenton's industrial heart to the east of the canal route, north of Holland Street. Figure 2i. National Ceramic Co. on the western side of the canal route, north of Holland Street. evidenced by the old structures, particularly on the north- western side. Those that were located on the southeastern side have been torn down to make room for a branch rail- road yard for the Pennsylvania Railroad. Traveling northeast on the canal route, an observer may surmise that he is entering a heavy industrial area by the maze of water towers and chimneys, particularly to the southeast. Along the northeastern side of the canal route north of Helland Street are the buildings and fuel tanks of the Mercer County Highway Dept. (Fig. 20). Further along the route are located the National Ceramic Co. (Fig. 23), metal scrap yards, suppliers of building material, and ware- .houses. Some of these warehouses were once manufacturing plants. The oldest industry on the northwestern side of the canal is Stangl Pottery (Fig. 25), which established its present site in 1830. Although it was built prior to the canal, its location was influenced by the proposed route of the waterway. The immediate area to the northwest of the canal route also includes many small shops and a number of distributing concerns. Paralleling the southeastern side of the canal route is a railroad yard and side branch of the Pennsylvania Rail- roads Whereas the northwestern side of the canal is char- acterized by small older sturctures, the southeastern side beyond the railroad yard is dominated by large sprawling hmiustries. Such firms as Hamilton Rubber Company, Wenczel -59- ’ fl ‘ — | _a....‘.J_—...’»- a - - |..‘M -‘ . My” __ s . , Mm» *‘ ~‘ -» '- ~h’ - - A r. J ‘ .-- - , I " - . -. .. t , a_-.- Figure 24. The Trenton Paper Corporation north- west of the former canal route. a . -.—.-—..—~« -'-—- I r -x'w F” . .évd b ‘ Figure 25. The Stangl Pottery Co. on the north- western side of the canal. The highway in the fore- ground occupies the old canal route. Ceramic Tile Company, American Smelting and Re- fining, Trenton Potteries, Termoid Textiles and Goodall Rubber are located here. At the city limits the highway swings northwest from the canal route to Join U.S. Route 1. The canal leaves the flume and passes through idle land which may be an area for future industrial eXpansion. Southeast of the canal on higher land, are industrial and residential areas. The canal crosses Whitehead Road and enters a marshy wooded area, and another region. Except for the northern and southeniportions, the canal throughout this region is largely paralleled by in- dustry. Many of these industries may attribute their growth and development to the canal, which, during its operational years provided them with raw materials and a means of trans- portation for the finished products. The railroads which parallel the canal route, now serve the industries that were once served by the waterway. The only remnant of the Main Canal in Trenton is an empty right of way in the south- ern portion of the city, for the northern part of the right of way is occupied by a highway.. Although only a small portion of the Delaware and Raritan Canal is visible in Trenton, its influence on the development of the city can be readily observed. The pattern of Trenton's industrial land use (see Fig. 11), reflects the impact of the Delaware and Raritan Canal on the city. No other city or region on Figure 26. The Goodall Rubber Company at White- head Road in the north end of the Trenton Region. i L 4 Figure 27. Trenton Potteries on the eastern side of the canal route at the southern end of Trenton. the canal route has a land use pattern which may be so readily attributed to the waterway. MILLSTONE VALLEY REGION From Trenton to Manville, a distance of approximately twenty-five miles, the canal passes through a region dom- inated by the Millstone River Valley. Although the canal follows the Assunpink Creek to Bakersville, and the Stony Brook to Princeton, the Millstone Valley was the major fac- tor in the location of the canal. This region is also the route of the major rail and motor transportation lines be- tween New YOrk and Philadelphia. It is not surprising then, that the area adjoining the Main Canal is in a greater state of transition than the area adjoining the Feeder Canal. Northeast of Trenton the canal follows the Assunpink Creek Valley, a broad, flat stream valley which is quite swampy and over grown with thick vegetation. On either side of the canal the lands of higher elevations are oc- cupied by suburban developments and light industrial est- ablishments. Approximately a quarter of a mile west of the canal lies U.S. Route 1, a four lane highway. At Bakers- ville the highway crosses the canal, and from that point lies to the east of the canal. The most marked changes of land use in the region are found along U.S. Route 1, a change from agriculture and woodland to commerce, industry and homes. The Pennsylvania Railroad, another important transport route lies east of the canal. MILLSTONE VALLEY REGION OF THE DELAWARE AND RARITAN CANAL LEGEND Ln] AGRICULTURE H S U R B T s E R O F m TRUCK FARMING L M T N E m s E R - INDUSTRIAL ‘ OUASI - PUBLIC RECREATIONAL ‘E - CANAL RAILROADS xe- p :2 n. n In.’ Tamale.“ s O .. sq Sea June v. ,3 . a I: . WV... .0...“ ' ‘- "3.. . Niaciir A...“ u ROADS «WW. new . CEMETERIES ABANDONED ‘— I fin F' 1 LL: A I Land Use in the Millstone Valley Region of the . a"'( .‘l'l ""‘ ""- l‘-“ SCALE IN MILES 0" a ."e.v. """"" """"""" "‘l ..... """"' 'I“"" r “'— .‘l- Delaware and Raritan Canal. Figure 28. Near Bakersville, three miles north of Trenton, the canal leaves the Assunpink Creek Valley and is routed north about two miles entering the Stony Brook Valley at Port Mercer. The area between Bakersville and Port Mercer is generally flat to gently rolling, with swampy areas along stream courses. Where the terrain is not swampy, agricul- ture is carried on. North of Port Mercer, a small agricultural center, the canal follows the Stony Brook Valley to Prhnceton, passing through a swampy, heavily wooded area immediately adjacent to the Stony Brook Creek. Away from the stream valley the land is cultivated. On the northwestern side of the canal there are neat fields with equally well kept farmsteads. Closer to Princeton residences are more num- erous. Southeast of the canal is a private airfield and a large commercial orchard. During dry periods this orchard is irrigated with water from the canal. Northeast of the orchard is the small community of Penn's Neck, directly Opposite Princeton. This town has one industry, the Ameri- can Cyanimide Company, located on U.S. Route 1, which passes 'through the town. Although it is situated three fourths of.s Inile distant, the American Cyanimide Company draws water from the canal. Between Penn's Neck and Princeton the lands are owned by Princeton University. The land is presently otzltivated and may in the future be used for expansion of the campus. The university also has two research centers -55- Figure 29. Flood control gate and lock- keepers house at King- ston. Figure 30. Walled canal banks near Princeton. -66- located along U.S. Route 1, northeast of Penn's Neck. They are the Princeton University Laboratory and the Princeton University Medical Research Center. Prince- ton University's most recent addition is the James Forrestal Research Center, a large scale nuclear energy research project, sponsored by the United States Atomic Energy Commission. The canal will supply this project daily, with one million gallons of water for cooling purposes. The Boro of Princeton has a population of 12,300. It is a university town dominated by Princeton University and the Theological Seminary. In addition to the univer- sities, there are many private and public schools within the Boro and the outlying districts. The Boro was founded in Pre-revolutionary times, evidenced by numerous colonial homes. Modern dwellings of recent construction encircle the town. Reusing deve10pments are located in the north- east fringes, and individual residences lie to the west and southwest. The town is situated on higher terrain over- looking Carnegie Lake, formed by the damning of the Mill- stone River south of Kingston. The lake is about three miles long, and approximately an eighth of a mile wide. The lands immediately adjacent to the lake and the canal are utilized as park and recreational areas. The Walker-Gordon Farm, a large dairy operation,is located east of Princeton between Route 1 and the Pennsyl- vania Railroad. This holding is presently decreasing in -57- size, for portions are being sold as industrial sites, along the Millstone River. These sites are quite favorable for industrial develOpment, because of their location between U.S. Route 1 and the Pennsylvania Railroad, as well as their proximity to a water supply, the Delaware and Raritan Canal. East of Princeton the canal route closely parallels the Millstone River. Immediately to the east of the canal are farm lands and one of the many private schools in this area. Northeast of the school extending away from the canal are the fields of the Princeton Nursery, which depend upon the canal for irrigation water during dry periods. In addi- tion to the nursery, a number of large farms in this region utilize canal water for irrigation. The small community of Kingston, two and a half miles northeast of Princeton is situated on high banks overlook- ing the Millstone Valley. It is primarily a residential town. Approaching Rocky Hill the valley narrows and the ter- rain on both sides of the canal becomes increasingly rug- ged. This area is generally wooded, with occasional areas of agriculture. Because of the rough terrain and the ig- neous bedrock, soils in this area are not very deep or fertile. Through the gap in the Rocky Hill trap rock ridge the canal passes the Kingston Quarry, located on the east bank of the canal. A large portion of the ridge has been . £141-.. u.ll!..‘.‘lllt[|1\i|llllu\l .I11 I . l..- I At- '.I.II I1. I 21.1. -68.. Figure 31. A bridge spanning the canal north of Griggstown. The house at the right was used by the bridge tender when the canal was in Operation. -59- excavated, leaving a crater in the landscape. During the early days of the canal the waterway served the quarry, but the function was soon taken over by the railroad which at present serves the quarry. The town of Rocky Hill is situated on the western slopes of the valley. It has been primarily a residential town until several years ago, when a plastics research and production plant was located here. There is little evidence of its; importance and activity during the canal era. The barge basin that was located on the east side of the canal is today an empty lot, and the woolen, lumber and grist mills have disappeared, the land which they occupied is now idle. Between Trenton and Rocky Hill there are no locks on the canal as it traverses a plateau-like area 56.3 feet above sea level. From Rocky Hill the canal descends to five feet above sea level at New Brunswick, requiring five locks to make the descent. The area between Rocky Hill and East Millstone, a distance of about eight miles, may be censidered the most rural section of the entire canal route. The lands aleng the eastern side of the canal to Griggstewn are generally rugged and heavily wooded, supporting little agriculture. In centrast, the lands with shaly and sandy soils acress the valley to the west of the canal are well cultivated, except for the steep slopes aleng stream ceurses. Nerth frem Rocky Hill the canal fellews the base of the rugged -70- L Figure 32. Canoeing on the Delaware and Raritan Canal, a popular recreational activity. -71- slopes, through an area that is covered with vegetation. On the east canal bank approximately a half mile north of Rocky Hill stand the ruins of the Atlantic Terra Cotta Company, which at one time produced ceramic emblems and shields. With the Millstone River to the west and the rugged slopes to the east, the canal continues through hea- vily wooded country, broken only by scattered dwellings and small farmsteads. Griggstown, about seven miles north of Princeton, is in many respects, a typical eighteenth century settlement. During the canal era.it was a busy trading point with a grist mill. Now it is a peaceful village with a corner general store. The settlement lies on the gentle valley slopes with recent development of housing east of the older section of the town. Between Griggstown and East Millstone the land on both sides of the canal is cultivated. Dairying and poultry raising dominate the agricultural activities. The Millstone River lowlands, where not wooded, are used for pastureland or the cultivation of sod. The state owned lands along the canal in this section are used for recreation, providing Opportunities for canoeing and picnicing in pleasant wooded surroundings, (Fig. 329. As yet, these Opportunities are not heavily utilized, for facilities such as tables and fireplaces do not exist. HOwever, the most promising areas for recreational land use along the canal, are those within -72- AA “A s‘ “ AL an Al “ Figure 33. Ruins of the Atlantic Terra Cotta Com- pany north of Rocky Hill. Figure 34. The Somer- set Rubber Reclaiming Company at East Mill- stone, as it appears from the-canal bank. -75- this region and the Delaware Valley Region. The town of East Millstone located on the east bank of the canal, and its counterpart Millstone across the river to the west, are settlements dating back to Pre- revolutionary times. Both towns experienced much greater activity during the canal era than they do today. East Millstone was an important canal shipping point, particu- larly for grain. The town had many trading establishments and stores. Adjacent to the canal still stands the old Inn, although quite dilapidated. Industry included grist mills, and even a distillery, which no doubt was established be- cause of the flow of grain through the town. The distill- ery was situated in the southern portion of the town ad- jacent to the canal. The structures are now occupied by the Somerset Rubber Reclaiming Company, which utilizes canal water in its reclaiming process, (Fig. 34). Both towns today are primarily residential. Millstone is ex- panding along the roads which lead out of town, but East Millstone can expand only to the south and the southeast. On the north it is limited by Mettler's Farms, a large holding of 545 acres. The farm is devoted to raising pure- bred Hereford cattle, and extends about a mile north along the canal. To the east the town is bounded by the William L. Hutcheson Memorial Forest, a 136 acre plot owned by Rutgers University.2 2This lot is one of the few remaining stands of virgin for- ests on the eastern seaboard. Figure 35. The Canal as it appears throughout much of the route. -75- North of Millstone, to the west of the canal, rural residences line the main roads. Some of the land is culti- vated, but large portions are idle and those areas along the river and canal are wooded, in many places marshy. Approaching Manville agriculture gives way to residential and commercial areas as well as industry. The Millstone Valley, although predominately agricul- tural, is gradually undergoing a transition in land use, particularly along major transportation routes where ind- ustry, commercial and research establishments are spring- ing up. Many of the livestock farms in this region must be classified as "gentlemen's farms", where agriculture is a hobby or a sideline. However, agriculture in this region will remain important for decades to come. It is probable that operations will be on a larger scale, with dairying dominant, and truck farming gaining in importance. RARITAN VALLEY REGION The Raritan Valley Region begins at Manville, where the Millstone River flows into the Raritan River, and ends at New Brunswick, the terminus of the canal, a distance of approximately ten miles. Although some agriculture is pre- sent 1n the southern portions of this region, it is pre- dominately an urbanized and industrialized area. The re- gion is the southern fringe of the heavily populated and industrialized northeastern New Jersey, and the outer limit .5. .— § 3 0 % RECREATIONAL 9' s g 3 5 "' 2’ § 2 I; § a 72‘ m I V E} 2 (L o z 29‘ 3: <9 m .1 8 E U a: I a: a: a: 3 < I- E u. 5‘ I- x 2 {3 o 6 8 E < IL I- IN MILES SCALE RARITAN VALLEY REGION DELAWARE mo RARITAN CANAL /’ RESIDENTIAL - COMMERCIAL - INDUSTRIAL //. ,‘.\‘-‘ ........ ‘‘‘‘‘‘‘‘ ..... WW: - ‘. yak.“ .‘ If Figure 36. Land USe in the Raritan Valley Region of the Delaware and Raritan Canal. -77- of the New Ibrk metropolitan area. Located at the Junction of the Millstone and Raritan Rivers, the city of Manville has a population of 12,000 peOple. Although there are other industries in Manville, it is primarily centered around the Johns-Manville Asbestos Corporation. The corporation is situated on the south bank of the Raritan River, and utilizes the services of both the Lehigh Valley and Reading Railroads, whose routes pass im- mediately south of its site. Because it is confined by rivers to the north and east, Manville's rapidly increasing population is expanding to the south and to the west. To the east of Manville between the Millstone River and the Delaware and Raritan Canal stands the Alma White College, the Pillar of Fire Seminary and Preparatory School. In addition to occupying the land between the river and canal, this institution owns land to the east of the canal, where a radio station is located. North of the college some agriculture is present along the east side of the canal. Near the Boro of South Bound Brook housing develOpments are crowding out agricul- tural lands. Poultry raising is the dominant agricultural activity. Much of the land stands idle, and rural residen- ces line the roadways. In general, housing developments and suburban expansion characterize the area. Except in urban areas and where cultivated lands border the canal, the banks of the waterway are densely -78— wooded. Excluding the cities through which it passes, the canal in this region is almost obscured by the natural bar- rier of vegetation, which isolates it from the bustling act- ivity of the surrounding landscape. North of Manville, and to the northwest of the canal and river, is the American Cyanimide Company. This company is served by the Lehigh Valley, the Reading and the Central of New Jersey Railroads. Lands adjacent to the river are occupied by the waterworks and spoil pools of the American Cyanimide Company. The industrial establishments along the river and paralleling the railroads are predominantly chemical. South Bound Brook lies within the bend of the Raritan River. It is primarily a residential town rapidly expan- ding south in the form of suburban developments. Through these developments and south of the boro will pass a new expressway, bisecting the loop of the river and the canal. The largest industry in South Bound Brook is the Ruberiod Company, located on the south bank of the canal. Across the Raritan River to the north of South Bound Brook, and oriented to the waterway lies the city of Bound Brook. ‘ The city's industry is mainly concentrated along therail- roads, which parallel the river, and the commercial dis- tricts, immediately to the north of the industry. Bound Brook is an old town with many dwellings of eighteenth and nineteenth century architecture. -79- .‘¢-'- \ “‘ ~P‘~ ‘ -.“ \ .. h. ‘ . I?” II,“ I I rl I I hhmfifi. w—v Figure 37. New dormitories of Rutgers University overlooking the canal in New Brunswick. Figure 38. A leather manufacturing establishment along the canal in New Brunswick's waterfront district. -80.. Between South Bound Brook and New Brunswick, a dis- tance of about six miles, the areas on both sides of the canal and river are becoming increasingly suburbanized. South of the canal are housing developments and individual dwellings. A number of areas bordering the canal are wood- ed or idle, many are being cleared for construction, and the remaining will probably be utilized in the near future. North of the canal and the Raritan River, to the east of Bound Brook is a large industrial firm, the Bake- a-Lite Company. Immediately to the east of Bake-a-Lite stand the buildings and towers of a radio broadcasting station. To the east of the radio station and facing the river are more residential areas. One half mile west of New Brunswick on the south bank of the canal, stand the abandoned buildings and towers of a wireless radio station.5 East of the station, adjacent to the canal, the lands are occupied by a residential dis- trict, which is contiguous with the city of New Brunswick. Across the Raritan River to the north of the canal is an extension of the Rutgers University Campus, the site of the university golf course and stadium. The area along the river is occupied by Johnson Park, which provides recrea- tional facilities for the surrounding urban areas. 3iThe station was closed during WOrld war II, because it was used by Nazi sympathizers to send messages to enemy sub- marines in the Atlantic Ocean. -81- Figure 39. The Johnson & Johnson Co. situated on the south bank of the canal in New Brunswick. -32- Northeast of the park are additional university lands, and beyond is located Camp Kilmer, a United States Mil- itary Reservation. The camp occupies several hundred acres of land. Entering the city limits of New Brunswick, the Del- aware and Raritan Canal passes Buccleuch Park, the only public park of reasonable size within the city. East of the park the canal continues past the Rutgers University Campus and the Theological Seminary. On the high bank overlooking the canal and the river are three new dormit- ories for the university students, (Fig. 37). East of the dormitories, the canal enters New Brunswick's waterfront industrial district. The largest industry in this district, and the one contiguous with the campus,is the Johnson & Johnson Company. It is a pharmaceutical firm, and is also a consumer of canal water. Other industries in the dis- trict include leather (Fig. 58), textile, glass and cloth- ing concerns. Additional consumers of canal water are the city of New Brunswick and Rutgers University. The univer- sity utilizes the water in their air conditioning system, and the city for drinking purposes. From the end of the industrial district to the canal outlet locks, the land along the waterway has been cleared and landscaped to be utilized for recreational pur- POSGS- ' However, the city planners lack of foresight pertaining to land use is evidenced by the establishment -83- Figure 40. Barge tied in one of the outlet locks, used by a boating club in New Brunswick. Figure 41. The outlet locks at New Brunswick. The Raritan River is in the background. -34- of a sewage disposal plant in the center of this area. New Brunswick has never considered the potentialities of its scenic waterfront until very recently. The slums which existed until several years ago have been replaced by apartment buildings. An area just within the locks section is planned for a yacht basin, which should further encourage recreational possibilities. The locks are in good condition, and are kept up. The old toll collectors building next to the canal, and thelockekeepers house still stand, although in urgent need of repair. These structures have not been removed, and may remain to repre- sent an important historic land-mark, a symbol of the canal era. An old barge tied in one of the outlet locks, is used as a meeting place for a boating club (Fig. 40). The canal terminus also marks the head of navigation on the Raritan River. The channel presently is not utilized for commercial purposes. During the summer hundreds of yachts lay anchored in the river opposite the locks, (Fig. 41). Overshadowing the locks are nearly perpendicular red shale cliffs, upon which stands part of the Douglass College cam- pus. A four lane highway parallels the canal from Route 27, and continues to the top of the cliffs, carrying tra- ffic to U.S.Route'1 and the New Jersey Turnpike. Both Route 1 and the turnpike pass to the east of the city. The city of New Brunswick, founded in 1684, was a resting stop on the Kings Highway, as was Trenton. For 'Figure 42. Toll col- lector's building at the outlet locks in New Brunswick. Figure 45. View west from outlet locks, to the left proposed recreational area. many years New Brunswick derived it's livelihood from agri- culture, which came from a large and rich farming area. During that period it was a center for flour milling and trading. In 1771 the city became the site of Queen's Col- lege, later to become Rutgers University. The State Leg- islature in 1864 designated the Rutgers Scientific School as New Jersey's Land Grant College. Since then the pre- sent Rutgers University, the State College for WOmen, and the New Jersey State Agricultural Experimental Station have evolved, all of which play important roles in the city's life. The building of the Delaware and Raritan Canal, stimulated trading and industrial development in the city. However, the rapid industrial expansion came with the rail- roads. Today there are over 150 industrial establishments in the New Brunswick area. Most of the industry is located along the railroads. The influence of the canal on land use has been very limited. SUMMARY AND CONCLUSION The Delaware and Raritan Canal was built during an era when waterways offered an inexpensive means of transporta- tion, and railroads were in a deve10pmental stage. The con- struction of the Canal, during the 1850's, was motivated by commercial interests in the central New Jersey area. The Main Canal, thirty three miles in length, connecting Tren- ton and New Brunswick, was completed in 1834. The Feeder Canal, intended for navigation as well as a source of water, extended northward from Trenton along the Delaware Valley for a distance of twenty-two miles. From its inception the Canal was intended as a connecting link between cities, . rather than a waterway which would serve a large number of people and communities. In this respect the Delaware and Raritan differed from the Pennsylvania Canal System and the Erie Canal of New York. Furthermore, the Delaware and Rari- tan Canal was a freight route from the beginning. Coal shipping was the principal activity' throughout its history. The Canal was plagued by railroad competition from the start, and following the peak operational years during the Civil War, the company was sold to the Pennsylvania Railroad. It is surprising that the railroad continued to Operate the Canal for so many years, as revenues did not meet expenses -87- after 1900. The Canal was closed in 1955, and the follow- ing year was turned over to the State of New Jersey. The Canal was in active use then, for almost a century. What effects did it have on the landscape during that time and to what extent are these effects still visible today? This has been the major theme of this study. In general the Canal had very little influence on the agricultural lands, and a profound influence on the industrial pattern of Trenton and to some extent New Brunswick. 'The contrast between the urban and rural landscape is sufficient to warrant recognition of four regions along the route of the Canal. Of the four regions, the most rural is the Delaware Valley, even though the Millstone Valley Region is pre- dominantly agricultural. In these two regions the Canal, bordered by brush and trees, passes through farm lands and forests that are not particularly affected by its presence. The other regions are characterized by urban and industrial landscapes. The Trenton Region is almost entirely urbanized with a heavy industrial core, in contrast the industrial areas of the Raritan Valley Region are scattered. The greatest influence of the Canal was on the Trenton Region, where it stimulated industrial growth, and was the major locational factor in determing the industrial land use of the city. In Trenton, as well as the Raritan Valley Region, railroad facilities were extended to the industrial sites shortly after the completion of the Canal. To some extent the Canal influenced the location of rail facilities in the Trenton and Raritan Valley Regions. The purchase of the Canal by the Pennsylvania Railroad, and the Canal's early consolidation with the Camden and Amboy Railroad indicate that the builders of the Delaware and Raritan had selected their route with care. Such local industry as did appear in small towns along the Canal all but disappeared with the decline of the waterway. The Canal exerted very little influence on the towns along it a route other than the ter- minal cities. There are indications that the Canal may be- come an important source of industrial water and again be- come a factor in the industrial landscape of New Jersey. Changes in land use are most marked in the Trenton and Raritan Valley Regions. For the most part these changes reflect a rapid growth of the suburban areas. New housing deve10pments are springing up in these regions, bordering the Canal and eliminating the rural landscape. Industrial land use is increasing at a much slower rate. In the Mill- stone and Delaware Valley Regions there is a marked trend toward rural residences rather than deve10pment housing. These residences are scattered and primarily located along roadways adjacent to the Canal. Industry and urbanization will in all probability continue to eXpand in the Raritan and Trenton Regions. Although industry and rural residences -90- are slowly increasing in the Delaware and Millstone Valley Regions, agriculture will be the predominant land use in the foreseeable future. The majority of State or public lands lie in the Raritan Valley and Trenton Regions, near the large cities of Trenton and New Brunswick. These lands are occupied primarily by schools, hospitals, military installations, and parks. The use of the Canal for recreational purposes is limited at the present time. With careful management, sections in the Delaware and Millstone Valley Regions hold promising possibilities for future use as picnic grounds, and areas for swimming and canoeing. The future function of the Delaware and Raritan Canal will be quite different from that originally in- tended. Built and utilized as a navigable waterway, the Canal currently, and in the future will serve pri- marily as a source of water supply. At present, indus- try is the largest consumer of canal water, followed by research establishments and agricultural irrigation. Expansion of industrial and research concerns in the Canal region would seem to assure continued use of the Canal. The Canal was built for a purpose and it served that purpose well, until rail transport forced its aban- donment. The Delaware and Raritan Canal has in the past -91- left its impact on the surrounding regions. In the future the impact may be of a different nature. As a source of water, the Canal may well be a major factor in the growth of its surrounding areas, and could become a source of livelihood and recreation for the citizens of Central New Jersey. BIBLIOGRAPHY Balthasar, Henry M. History_of Trans ortation in the U.S. Before 1860. Carnegie Institute of Washington, 1918. Benedict, William H. New Brunswick in History. New Bruns- wick, N.J., published by the author, 19 5. Fenneman, Nevin M. Ph sio ra h of Eastern United States. New York, McGraw-Hill Book Co., 1938. Geology of New Jersey. Lectures by Henry B. Kummel, Rutgers University, New Brunswick, N.J., notes taken and compiled by Anne Burgess. History-of Trenton 1676-1929. Pub. in 2 vol. under the auspices of the Trenton Historical Society, Princeton, N.J., Princeton University Press, 1929. Lane, Wheaton J. From Indian Trail to Iron Horse. Princeton, New Jersey, Prince on Universi y Press, 1 59. Madeira, Crawford C. The Delaware and Raritan Canal. East Orange, New Jersey, The Easterwoo Press, 19 1. Thompson, Robert T. Colonel James Neilson. New Brunswick, New Jersey, Rutgers University Press, 1955. Pamphlets Department of Conservation and Economic Deve10pment. The Climate of New Jersey. Rutgers University, New Bruns- w10k, NeJe, 95 e N.J. Agricultural Experiment Station. Our New Jerse Land. New Brunswick, N.J., Rutgers University, Bulletin 77%, 1935. U.S. Department of Commerce, Weather Bureau. Local Climat- oloaical Data. Trenton, N.J., 1957. -92- -95- Map Sources County Highway Departments of: Hunterdon, Mercer, Somerset and Middlesex Counties. New Jersey Department of Conservation and Development. U.S.D.A. Soil Conservation Service. U.S. GeolOgic Survey Maps. "N. llIIIHHIII1|1|!le[[lfljllllflllzllllljllallnjllalillllll