"On December 17, 1832, the first passengers were taken from Bordentown through to South Amboy. Fifty or sixty people went. It was a rainy day.

"On January 24, 1833, the first freight cars were put on the railroad. There were three cars, drawn by one horse each, with six or seven thousand pounds of freight on each car.

"Freight came from New York by steam boat to South Amboy. I drove the first car, John Twine drove the second car and Edmund Page the third one. We came to the Sand Hills (near Bordentown) by railroad, there loaded the goods on wagons (it was winter, and the river was frozen over), arriving in Philadelphia by sunrise next morning. The goods left New York at 12 o'clock, noon. This was done by the old firm of Hill, Fish & Abbe."

Immediately after the road from Bordentown to South Amboy was completed, and as late as the summer of 1833, passengers were brought from Philadelphia to the wharf at White Hill by steamboat, and from there were rapidly driven to Amboy. Two horses were hitched to each car, and as they were driven continuously on the run, three changes of horses were required, the finest horses obtainable being purchased for this purpose. The time consumed in crossing the State (thirty-four miles) was from two and a half to three hours.

Early in September, 1833, the locomotive "John Bull" was put on the train leaving Bordentown about 7 o'clock in the morning, and returning leaving South Amboy at 4 P.M. This was the first passenger train regularly run by steam on the route between New York and Philadelphia.

Abstract from the History of the Camden and Amboy Railroad. By J. Elfreth Watkins, of the National Museum, Washington, D.C.

This letter reads:

LIVERPOOL, November 26th, 1830.

GENTLEMEN, - At what rate will you contract to deliver at Liverpool, say from 500 to 600 tons of railway, of the best quality of iron rolled to the above pattern in 12 or 16 feet lengths, to lap as shown in the drawing, with one hole at each end, and the projections on the lower flange at every two feet, cash on delivery?

How soon could you make the first delivery, and at what rate per month until the whole is complete? Should the terms suit and the work give satisfaction a more extended order is likely to follow, as this is but about one-sixth part of the quantity required. Please to address your answer (as soon as convenient) to the care of Francis B. Ogden, Consul of the United States at Liverpool.

I am

Your obedient servant,

ROBERT L. STEVENS,

President and Engineer of the Camden and South Amboy Railroad and Transportation Company.

A list of the vessels chartered to transport the rails, with dates, tonnage, etc., is given below:

This iron proved to be of such superior quality that after it was worn out in the track, the company's mechanics preferred it to new iron in making repairs. Some of this rail is still in use in side tracks. It is pronounced equal in durability to much of the steel rail of to-day.

The experiment of laying the Stevens rail in chairs was tried on the Albany and Schenectady road in 1837, on the Hudson River Railroad 1848, but the chairs were soon afterward discarded, nothing but spikes being used to attach the rail to the tie.

The dial gauge was not in use at that time.

Changes in the locomotive "John Bull" since date of construction, 1830:

Steam dome changed from rear of boiler forward to a part over what was called the "man-hole," and throttle valve placed therein.

Steam pipes changed to outside of boiler, connecting new dome with smoke box, entering it on each side.

In the beginning the reverse gear was changed from one single eccentric rod on each side to two on each side, connecting on to the same eccentric wheel, and the lifting rod, in pulling back, lifted the forward gear hook off the rocker arm, and the back motion hook then connecting on the rocker arm reversed the engine.

Side rods were never used.

Driver spring was changed from a bearing under the pedestal boxes to a point over the boxes.

The pilot was attached in this manner:

Right forward wheel being loose, forward axle extended eight inches beyond box on each side; to this was attached the beam of the pilot, having play of about one inch between box and pedestal plate to act while going around curves. The weight of forward part of engine rested upon a cross brace of the two-wheel pilot, which took bearing by a screw pin surrounded by a spring, by turning which pin the weight on the drivers could be adjusted.

A brace used as a hand rail was added on top of the frame, bracing frame and acting as a guide to the driving springs.

Water-cocks changed from right to left side of the boiler.

Bell, whistle and headlight were added.

Balance safety valve scale was changed forward to a point over barrel of boiler, the secret valve being over the new dome.

A handsome model of the "Ironsides" was presented to the United States National Museum by the Baldwin Locomotive Company in 1888.