Northampton County PA Archives History - Books .....Travel - Road - Water - Rail 1920
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   Book Title: History Of Northampton County
   
   CHAPTER X 
   TRAVEL—ROAD—WATER—RAIL
   
       Before the organization of Northampton county the only road reaching to the
   pioneer settlers was, as it was then called, the "King Road," which started at
   Philadelphia, its terminus being Jones' Island, about a mile below Bethlehem. It
   was really prior to this nothing more than an Indian trail, known as "The
   Minisink Path," which the warriors of that tribe from time immemorial had passed
   to and fro between the Blue Mountains and tide water. This road was, however,
   improved from time to time until it became a good and solid highway. There was
   laid out, in 1735, a road from Goshenhopper, in Montgomery county, to Upper
   Macungie township, then in the territory of Bucks county, but embraced in
   Northampton county at the time of its erection. This highway began about a
   quarter of a mile northwest of Breinersville, in Upper Macungie, crossed the
   Little Lehigh, and thence through the present borough of Macungie and the
   villages of Shimersville, Old Zionsville, New Zionsville, Ilosensack and
   Gerryville to North Wales, where it joined the road from New Goshenhopper to
   Philadelphia. A few years elapsed when a road was opened from Nazareth to the
   Depui settlement at the Minisink, and in 1744 the inhabitants petitioned the
   general assembly to extend the road to the mouth of the Saucon creek. The same
   year a road was laid out from Walpack Ferry on the Upper Delaware river above
   the mountains to a point on the Lehigh river. This road was nearly thirty-eight
   miles in length.
   
       Though the assembly granted a petition in 1745 for a road to run from
   Bethlehem to a point where the Lehigh river enters the Delaware river, which was
   to connect with a ferry for New Jersey, it was several years before the road was
   built. The German settlements in Macungie township were, in 1746, connected with
   the Lehigh river opposite Bethlehem with a highway running in a northeasterly
   direction. The assembly granted a petition in 1746 to lay a road from the Saucon
   creek by way of Bethlehem to Mahoning creek beyond the mountains, but it was
   several years before it was surveyed. On the petition of divers inhabitants of
   Bucks and Northampton counties, in 1752, the right of way for a road was granted
   from what is now Zionsville to Slatington, and David Schultz surveyed for a road
   to connect Easton with Reading. It will be seen that in projecting the main
   arteries of travel that the common center point was the town of Bethlehem, which
   at that time was more populated than other towns in the county. It would be well
   to bear in mind that the mere granting and surveying for a road did not
   accomplish its completion. The Macungie Settlements' road to Bethlehem was a
   bridle path for fifteen years, and it was after 1760 before it became in any
   sense a wagon road. The road from Martin's Ferry to the mouth of the Lehigh
   river was not even surveyed for seven years after the petition was granted, and
   it was not until years later that it was completed for the passage of vehicles.
   Thus it will be seen that in 1763 there was not really a good public highway in
   the boundaries of Northampton county. The best, however, was the "King Road"
   from Philadelphia to Bethlehem; the Durham road, which struck the Lehigh river
   at Easton was, to all intents and purposes, impassable. These highways were,
   however, the forerunners for the internal communications that brought the
   settlers residing in the outmost limits of the county in touch with a common
   center for intercourse and commerce.
   
       The rivers and streams before the coming of the white man had been forded or
   the passage made in Indian canoes. The settlement of the whites called for
   public crossings and even before 1739 Peter Raub conducted a ferry at the mouth
   of the Po-Pohatcong creek, which connected with two roads that met at this
   point, one leading from Brunswick, New Jersey, the other from Trenton and South
   Jersey. It was in 1739 that David Martin received rights for a ferry at the
   Forks of the Delaware. This country was rapidly filling up with settlers, and
   the traffic for transportation across the river increased largely. David Martin
   died in 1744, and the ferry was afterwards conducted by his heirs. At the time
   of the surveying for the site of Easton, in 1752, the river front on the Lehigh
   river was reserved for a new ferry. This was a creation of William Parsons. The
   two ferries were consolidated by the purchase from the Martin heirs of the
   property on the Jersey side of the river and the foreclosure of that portion on
   the Pennsylvania side, which was held only by lease.
   
       Parsons conducted the Lehigh ferry and the one crossing the Delaware river
   he leased to Nathaniel Vernon. The latter had been ferryman for the Martin
   heirs, through whom he had acquired some rights in the ferry property, which
   Parsons ignored, and he brought suit for ejectment. A verdict was rendered in
   favor of Vernon, the legal war between the two contestants continuing until the
   death of Parsons. The executors of Parsons' estate finally made a settlement
   with Vernon and the two ferries were again consolidated and leased to Louis
   Gordon for £50 per annum, the tenant to keep boats in repair. Gordon sublet to
   Daniel Brodhead for four years, then later conducted it himself with Jacob and
   Peter Ehler as ferrymen, who, in 1778, leased the property from Gordon. After
   the Revolutionary war the Penns sold the ferry rights to Jeremiah Piersoll, who
   employed Abraham Horn and Jacob Shouse as ferrymen. They, in 1790, acquired the
   rights. Abraham Horn finally became the sole owner of the ferry on the Lehigh
   river, which he conducted with profit for a number of years. In 1795 he
   conceived the scheme of discontinuing the ferry and constructing a bridge. At
   this time he was county commissioner and abutments on each side of the river
   were constructed, and in 1797 Horn was given the contract to erect the bridge.
   The plan of the bridge was original with Horn, who assumed all responsibility
   for its success. The design was in the form of an arch of one span 280 feet
   long. This was not intended to be its only support, as there was included in the
   contract for the abutments an anchorage for chains. A few days after the
   completion of the bridge it collapsed, just after a four horse team had crossed
   over it, which barely reached the opposite side in safety. Horn replaced the
   bridge, which remained for less than ten years, when it was destroyed by a
   freshet. A new bridge was not constructed until 1811; this was known as the
   "Chain Bridge"; it was in three spans on two stone piers, 423 feet in length, 25
   feet wide. This bridge withstood several freshets, but began to weaken in 1837,
   am' was replaced with a wooden structure. The latter finally succumbed in the
   freshet of 1S41, and two years later another bridge was constructed, which was
   carried away bodily by the great freshet of 1862, and was replaced by a bridge
   of iron tubing. This was condemned as unsafe in 1S89, and another iron bridge
   erected; it was made of heavy iron and it was discovered that it was of such a
   weight that it was liable to collapse. It was frequently condemned as unsafe and
   in 1912 it was replaced by the present modern bridge of reinforced  concrete.
   
       The bridge across the Delaware river connecting Easton with the New Jersey
   shore was formally opened in 1807. It had been commenced in 1797, the delay
   being caused by the lack of funds. The structure when completed was strong and
   substantial, and reflected great credit on its architect, Cyrus Palmer of
   Newburyport, Massachusetts. It was the only bridge above Trenton, New Jersey,
   that was left standing in the great flood of 1841. The principle of its
   construction was arch and truss combined. Its length between the abutments was
   600 feet, embraced on three spans, divided and supported by two massive stone
   piers in the river. Its width was 34 feet, the total cost being $61,854.57. The
   bridge was made free to pedestrians on November 1, 1856. In the course of time
   it gave place to the present bridge which connects Phillipsburg, New Jersey,
   with Easton.
   
       The pioneer of the stage lines in Northampton county was George Klein of
   Bethlehem. He made his first trip in September, 1763, between Bethlehem and
   Philadelphia. He ran regularly, making weekly round trips, leaving the Sun
   Tavern in Bethlehem on Monday and the return trip on Thursday from an inn called
   the King of Prussia, located on Race street in Philadelphia. The distance
   covered was nearly fifty-three miles.
   
       Easton, by its geographical position and the.commercial character of its
   population, early established by stages intimate relations not only with
   Philadelphia but with many of the surrounding towns in its near vicinity, also
   at a great distance. The first to establish a stage route from Easton was
   Frederick Nicholas in 1796. The route was via Doylestown to Philadelphia. There
   was another route via Bristol, Pennsylvania, to Philadelphia. At the
   commencement a weekly trip was made and the mail was carried; each passenger was
   allowed fourteen pounds of baggage; the fare was three dollars from Bethlehem to
   Philadelphia, and way passengers were charged at the rate of six cents a mile.
   Stages were dispatched from Wind Gap and Allentown, which connected at Bethlehem
   with the Philadelphia stage. The stage routes did a lucrative business. In 1810
   Mr. Nicholas made another step forward by advertising that his line would make a
   trip every two days. This schedule continued until 1815, when the people of
   Easton were elated by the announcement of a daily line to Philadelphia.
   
       The famous opposition line was established in 1825 by William Shouse, the
   proprietor of the Green Tree Tavern in Easton, in connection with Colonel
   Reeside of Philadelphia, one of the most extensive stage and mail contractors in
   the United States. No expense was spared to make the new stage line attractive
   to the traveling public. Troy coaches, elegantly painted and equipped with
   perfectly matched swift team horses, were purchased. The proprietors determined
   that to win success they would sacrifice everything to the convenience and
   comfort of their patrons. This competition led to one of the most fiercely
   contested stage wars ever known in Pennsylvania. Both lines had magnificent
   horses, fearless drivers, and the time to Philadelphia was reduced to fifteen
   hours; eight hours was nothing remarkable, the distance being made a number of
   times in six hours. The relay stations were Bucksville, Doylestown and Willow
   Grove. The opposition fight while it lasted was bitter, though neither company
   gained the ascendancy. Finally Colonel Reeside, through his influence with the
   administration, obtained the mail contract with a specification that he should
   offer to buy the stock of the old line at a fair valuation. His offer was
   accepted by the old line proprietors, and the opposition war was ended.
   
       From 1825 to 1830 there were in all ten stage routes leaving Easton in
   various directions; first in importance was the route from Easton to
   Philadelphia, which was fifty-six miles in length. The next of importance was
   the line between Easton and Newark, New Jersey, established in 1830 by William
   Shouse, associated with J. J. Roy of Newark, Colonel McCurry and N. B. Lull of
   Morristown, and James Anderson of Andersontown. This line passed through
   Washington and Morristown, New Jersey, and was sixty-two miles in length. The
   route to New Brunswick, Clinton and Somerville via Blooms-bury, New Jersey, was
   forty-five miles in length; passengers took the steamboat at New Brunswick for
   New York City. The line was operated by William and Samuel Shouse and Richard
   Stout of North Branch, New Jersey. The Wilkes-Barre route via Nazareth, Wind
   Gap, Ross Common and Pokono was sixty-five miles in length, and was operated by
   Andrew Whitesell of Nazareth, James Ely of Ross Common, and Josiah Horton of
   Wilkes-Barre. The line via Stockertown, Wind Gap and Tannersville was eighty-one
   miles in length, and was along the "North and South Turnpike." It was operated
   by William and Samuel Shouse of Easton, Janies Ely of Ross Common, and Daniel
   Kramer of Allentown. The stage line to Berwick via Bath, Cherryville, Lehigh
   Gap, Lehighton, Mauch Chunk and Beaver Meadow was sixty-five miles in length,
   and the sole proprietor was John Jones of Berwick. In 1820 John Adam Copp opened
   a stage line from Easton via Bethlehem, Allentown, Kutztown and Reading to
   Lancaster, one hundred and six miles in length. This route carried the mail
   between Easton and Lancaster; in 1826 the contract was awarded to the lowest
   bidder, and the route was parcelled out to a number of parties and instead of
   remaining a continuous route was broken up into short distances from station to
   station.
   
       The route to Milford via Richmond, Water Gap and Stroudsburg was sixty miles
   in length; it was operated by Benjamin Depue of Centersville and William Dean of
   Stroudsburg. By the river stage route to Philadelphia via Durham to Bristol the
   passengers took a steamboat at the latter place for the remainder of the journey
   to Philadelphia. This was not a very profitable line; its operators were William
   Shouse of Easton, John Johnson of Monroe, Dr. Jenks of Newton, New Jersey, and
   John Bissanett of Frenchtown, New Jersey. The Bethlehem line to Philadelphia,
   also its extension to Nazareth, was owned by Andrew Whitsell of Nazareth; it was
   the most popular route to the capital city. The stage line from Easton to
   Newton, New Jcrscv, was forty miles in length; it was operated by Simeon Mains
   of Newton, New Jersey, and the principal intermediate points were Belvidere and
   Hope, New Jersey. This line was not very enterprising and was the only one not
   using Troy coaches and four horses. Thus ended the days of stage coaching as a
   vital factor in the internal improvements of the county. The iron horse was
   heralding its advance to lessen the time consumed between the productive centers
   of the county and the marts of merchandise.
   
       In the early pioneer days the rivers were used for rafting logs. According
   to a newspaper account, the first that navigated a run of logs was one Skinner.
   This was in 1746; he was assisted by one Parks, and on reaching Philadelphia
   they were given the freedom of the city. Skinner was created Lord-High-Admiral
   of the Delaware, which title he bore to his death. The first raft of logs
   consisted of six pine trees, seventy feet long, to be used for masts of ships
   then building in Philadelphia. There soon appeared on the rivers, as rivals of
   the Indian canoes, a flat boat, and what was known as the Durham boat. The flat
   boats were made square above the heads and sterns, sloping a little fore and
   aft; they were generally forty or fifty feet in length, six to seven feet wide,
   and about three feet deep. When loaded they drew twenty to twenty-two inches of
   water and could carry from five hundred to six hundred bushels of grain. Freight
   from Easton to Philadelphia was twenty shillings per ton for iron; seven pence a
   bushel for grain; two shillings six pence for a barrel of flour. The Durham boat
   was shaped like an Indian canoe, but was wide and long. It came into use fifty
   years before the Revolutionary War and probably got its name from freighting
   iron from the Durham Furnace. The boat was about sixty feet long, seven and a
   half feet wide, and thirty inches deep, with a fifteen-inch running-board on the
   inner sides. The boats floated down the stream with the current, and were
   propelled upstream by "setting" with long poles shod with iron.
   
       The navigation of the Lehigh river was a subject of discussion as early as
   March 9, 1771, when an act was passed by the assembly declaring it a common
   highway and appointing commissioners to improve the navigation of the stream.
   The Lehigh Navigation Company was authorized February 27, 179S, to secure
   subscriptions to its stock, also to raise by lottery ten thousand dollars to be
   used for the improvement of the river. The Lehigh Coal Mine Company had been
   organized February 13, 1792; it had secured ten thousand acres of land, the
   greater part of which contained coal deposits. The mines remained neglected
   until 1806, when the Ark, a rough lumber boat, sixteen feet wide, twenty feet
   long, was built, which conveyed two hundred to three hundred bushels of coal to
   Philadelphia. This ark was duplicated, and when they reached Philadelphia they
   were taken apart and the lumber sold. Large boats of this pattern were
   afterwards built and they were continued in use until 1831. "Bear trap" dams
   were built to form pools of water, which overflowed and filled the river-bed
   below to its ordinary flow; the sluice gates were then let down and a current
   was created that would move the arks collected in the pool down the artificial
   flood. Twelve of these dams and sluices were built in 1819.
   
       The Lehigh Navigation Company was organized August 10, 1818. On October 21st
   of that year the Lehigh Coal Company was formed, and on April 21, 1820, the two
   companies were consolidated under the title of the Lehigh Navigation and Coal
   Company, and later this corporation was empowered to commence a slack water
   navigation upon the Lehigh river. Work on a canal commenced in 1827 with
   thirteen hands, at the mouth of the Nesquehoning creek. The employes were soon
   increased to seventy, subsequently further increased. This method of
   transportation was commenced while the country north of the Lehigh Gap was still
   a wilderness. The canal was completed in 1838 from the headwaters of the
   Delaware river to Easton, a distance of forty-six miles, there being fifty locks
   in that division. The Lehigh canal from Manch Chunk to Easton was opened for
   navigation in June, 1829, when boats passed through the canal to Easton, then
   went to New York City by the way of the Delaware river, entering the Delaware
   and Raritan canal at Bordentown, New Jersey-Three years later the Delaware
   Division canal was opened from Easton to Bristol. Pennsylvania, a distance of
   sixty miles. The canal, however, was badly constructed; it was several years
   before the boats of large capacity could navigate on its waters. There were
   eight miles of the canal in Northampton county. It was forty feet wide, five
   feet deep, with twenty-three locks, ninety feet long, eleven feet wide, and from
   six to ten feet high. The cost of construction and rights of way was $1,374,744.
   There was built in 1854 an outlet lock at New Hope, Pennsylvania, and boats
   crossed the Delaware river to Lambertville, New Jersey; from this point then the
   course was down the feeder of the Delaware and Raritan canal to Trenton, New
   Jersey, thence to New Brunswick, New Jersey, then via the Raritan river to New
   York City.
   
       The heavy and incessant rains which fell in torrents caused the streams to
   rise rapidly, and on November 4. 1S40, the Lehigh river, fed from its
   tributaries among the mountains, was a roaring body of water. A new dam that was
   being constructed at the mouth of the river was considerably damaged; a
   fireproof brick building of four stories, below the dam, was entirely
   demolished. Two months later, on January 8, 1841, the Delaware and Lehigh
   rivers, on account of long continued rains and thawing of the snow in the
   mountains, were at high water mark. The Delaware river rose to a maximum height
   of thirty-five feet above low water mark, and the freshet carried away houses,
   barns, fences, animals and grain. On the Lehigh, every bridge below Lehigh Gap
   was swept away. The dwellings along the banks of the river were inundated,
   filling the lower stories with water and causing extensive damage to furniture
   and movables. Another disastrous flood caused by a steady fall of rain occurred
   on the Lehigh on June 3d and 4th, 1862. The rise of the water was equal to that
   of the flood of 1841, but it was more disastrous, owing to the large amount of
   improvements that had been made in the valley. Early on the morning of June 4th
   the river was discovered to be literally covered with floating timber, boats,
   houses, stables, bridges, furniture and articles of every kind used in civilized
   society. All the bridges from Mauch Chunk to Easton were either wholly or in
   part gone. There were over fifty persons drowned; in some cases whole families
   perished. The navigation of the Delaware river by steam propelled vessels became
   an important question on the opening, February 26, 1851, of the Belvidere and
   Delaware Railroad from Trenton to Lambertville, New Jersey. In 1852 the
   side-wheel steamboat Major C. Barnet made regular trips between Lambertville and
   Easton, connecting with the trains. The change in the height of the water and
   the rocky rapids in the river interposed such difficulties that the Barnet was
   changed for the Reindeer, a small stern-wheel boat. The Barnet attempted an
   excursion trip to Easton in the late fall, but, failing to pass Howells Falls,
   the boat returned to Lambertville and went into winter quarters. The regular
   trips to Easton were begun in the spring, and on April 19, 1852. the Barnet
   brought from Easton one hundred and twenty persons to Kossuth's reception at
   Trenton, New Jersey. There is no record of the discontinuance of the Barnet's
   trips. The first trip of the Reindeer from Lambertville to Easton was made April
   28, 1852, but the enterprise was soon abandoned.
   
       There was an agitation in the summer of 1859 to navigate the upper waters of
   the Delaware. The Alfred Thomas, a small steamboat, was built in Easton to ply
   between Belvidere, New Jersey, and Port Jervis, New York. A company was
   incorporated under the name of the Kittatinny Improvement Company, with eight
   stockholders. The distance was about sixty miles. The steamboat was built by
   Thomas Bishop of Easton, and William R. Sharp and Richard Holcomb, both of
   Belvidere, and Alfred Thomas of Easton were deputized to oversee the
   construction of the boat. The dimensions of the steamboat were between eighty
   and ninety feet in length, fourteen feet in width, and it was about one hundred
   tons' burden. On the morning of March 6th, with an American flag flying from the
   upper deck and about one hundred passengers aboard, the steamer left her dock at
   Easton and proceeded up the river. At noon she had reached Keller's hotel, where
   all but thirty-three of her passengers disembarked; the remaining twenty were
   citizens of Easton. During the journey up the river the engineer, to effect the
   passage of the rapids, forced the pressure of steam to one hundred and twenty
   pounds a square inch. This was too great a strain on the boiler, and it exploded
   with a detonation that shook the towns and hills around as if by an earthquake.
   The fore part of the vessel was blown into fragments, human bodies were hurled
   forty feet in the air, others were torn to pieces, limbs were broken, and many
   shockingly bruised. Judge William R. Sharp and Richard Holcomb of Belvidere, two
   of the original incorporators, George Schaeff, fireman, Samuel Schaeff,
   engineer, George Smith and Joseph Weaver of Easton, were killed; Valentine
   Schooley, Samuel Yates, Henry Mebler and Arthur Kcssler, all of Easton, were
   mortally wounded. Peter Bcrcaw, William Diehl, Robert Burrill, Edward Mclntirc,
   Eugene Troxell and Richard Williams were either wounded or bruised. The
   coroner's jury, which convened at Easton on March 7, i860, gave as their opinion
   that the disaster was caused by the overheating of the boiler, owing to a
   deficient supply of water, and that the boiler was improperly constructed, that
   the gauge-cocks were placed too low, the lower one being below the crown-sheet
   and the second lower than the first should have been; the boiler was constructed
   under the supervision of Samuel Schaeff, the engineer of the boat, and in the
   jury's opinion he did not exercise due care and skill.
   
       One of the first charters granted in America for the building of a railroad
   was in 1819 to Henry Drinker, by the Pennsylvania legislature, for a railroad
   from the Delaware valley to the headwaters of the Lehigh river over the route
   now occupied by the Delaware, Lackawanna and Western Railroad from the Water Gap
   to Scranton, Pennsylvania. This was before the days of steam and the motive
   power was horses or mules. It was on July 2, 1852, over the Central Railroad of
   New Jersey, that the first train of eight passenger cars left Elizabeth, New
   Jersey, and arrived at Phillipsburg, New Jersey, at two o'clock in the
   afternoon. The railroad bridge across the Delaware had not been completed, but
   Easton was recognized as the terminus of the road. This was a great day for
   Northampton county, as it heralded its railroad connection with the eastern
   markets. The day was duly celebrated with music, a procession, feasting and
   speechmaking. Two years afterwards, on February 3, 1854, came the opening of the
   Belvidere and Delaware Railroad, now of the Pennsylvania system. Though this was
   entirely a New Jersey railroad, not entering at all on the Pennsylvania side of
   the river, its opening was regarded by the people of Easton as having particular
   significance for them and their borough. In 1855 the formal opening of the
   Lehigh Valley Railroad took place. This railroad was originally incorporated
   under the name of the Delaware, Lehigh, Schuylkill and Susquehanna Railroad
   Company by an act passed by the legislature, April 21, 1846, at the request of
   James M. Porter, Peter S. Michler, Abraham Miller and others of Northampton
   county, in connection with citizens of Lehigh county. Later James M. Porter was
   elected the first president of the corporation. The first survey for the road
   was made in 1850 by Roswell B. Mason along the Lehigh river to Mahoning creek.
   It was on March 10, 1851. the construction was started on the first sixteen
   miles, from the Delaware river to a point near Allentown. Asa Packer at this
   time became identified in the construction of the road, also as a stockholder.
   The road was completed September 24, 1855. The name of the corporation was
   changed on January 7, 1853, to the Lehigh Valley Railroad Company. James M.
   Porter remained president of the railroad until 1856, when the general offices
   being removed in that year from Easton to Philadelphia, he declined a
   re-election on account of his large legal practice. The Lehigh Valley Railroad
   became an avenue of great importance to the people, establishing at Bethlehem
   connections with Philadelphia and the southern portions of the country. These
   three main arteries of railroad transportation, with their different branches in
   the county, afforded the people intercourse with the great metropolitan cities
   of the United States. Branches of the Delaware, Lackawanna and Western Railroad
   are also units in the commercial transportation of the county. One is the Morris
   and Essex road (now operated by the Delaware, Lackawanna and Western), which
   runs to Phillipsburg, New Jersey, another from the Water Gap to Bangor and
   Portland. The Lehigh and New England Railroad crosses the northern portion of
   the county.
   
       Easton is the centre of a great network of interurban trolleys. One set,
   controlled by the Easton Transit Company, has a splendid suburban system
   reaching all local points and interurban lines out to Alpha, New Jersey, where
   large cement works are located, and to Bethlehem, South Bethlehem and Nazareth.
   These lines make direct connections with all points in the Lehigh Valley and at
   Allentown for Philadelphia. Another system, the Philadelphia and Easton, extends
   from Easton to Philadelphia, via Doylestown and Willow Grove, traversing the
   right bank of the Delaware river for fifteen or eighteen miles and affording
   scenery unsurpassed by any trolley road in the United States. Two other roads,
   the Northampton Traction Company and the Northampton, Easton and Washingon
   Traction (familiarly known as the Hay Lines), extend both in Pennsylvania and
   New Jersey from Easton. The first-named extends from Easton to Nazareth, the
   centre of the cement belt of the United States, and to Bangor, the centre of the
   slate producing region of this country, thence to the Delaware Water Gap and
   Stroudsburg, reaching the very heart of the Poeono Mountains, the famous
   mountain resort of the Eastern States. The Jersey road, called the
   Northampton-Easton and Washington, extends from Phillipsburg due east through
   the Musconetcong valley almost to Hackettstown, through the important points,
   New Village and Washington. It is intended in the near future to connect this
   line with Lake Hopatcong.
   
   
   Additional Comments:
   
   Extracted from:
   
   History of Northampton County
   [PENNSYLVANIA]
   and
   The Grand Valley of the Lehigh
   Under Supervision and Revision of 
   WILLIAM J. HELLER
   
   Assisted by AN ADVISORY BOARD OF EDITORS
   VOLUME I
   1920 
   THE AMERICAN HISTORICAL SOCIETY
   HOSTON    NEW YORK     CHICAGO
   
   
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