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The Historical Society of Rockland County 20 Zukor Road, New City, New York 10956

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The Historical Society of Rockland County 20 Zukor Road, New City, New York 10956 published by The Historical Society of Rockland County 20 Zukor Road, New City, New York 10956 Vol. 24, No. 1 January-March 1980 An exercise in historical imagination: Change the quiet pastoral land behind this old sandstone house to a noisy, busy state highway with service stations, motels and industrial plants. The house is still in use as a residence. Can you locate it? IN MEMORIAM James H. Blauvelt Anna Marvin Dunlop Josephine W. Junge Dr. Wilbur G. Malcolm Orville H. Mann Marjorie J. Tompkins Helen Townsend * Memorial gifts have been made to the Endowment Fund and will be listed in the BOOK OF REMEMBRANCE. **See also, IN MEMORIAM details on pp. 18 and 19. A portrait study of the Beveridge C. Dunlops, from the pen of Isabelle K. Saveli, will appear an the next issue. LIFE MEMBERS: Mr. and Mrs. Robert C. Allison, Mrs. E. Doscher, William Fulmor, Esther Harris, Jerome Johnson, Helene H. Stansbury Tfed Schultz, chairman of the Life Membership campaign, reports his com­ mittee includes the Rev. Edward B. Buller, Ms. Sophie Butterfass, Ms. Adelaide Ross Chamberlain, John W. Gumming, Pat E. Damiani, Philip J. Frohling, Jr., John Gattuso, Paul Remmell, John A. Stefan. Life Memberships cost $250 a person ($100 a person for those over 65). All payments are placed in the Endowment Fund and duly recorded in SOUTH OF THE MOUNTAINS. As an alternative, for those contributing $500 as a couple or as a memorial gift, the names are listed on an engraved scroll at the museum; payments may be made over a two-year period and are added to the Museum Fund. Any committee member will gladly supply further information, which is also available directly from the society at 634-9629. Did you know?... From time to time members of the society transfer stock to the society on which they would be liable for capital gains taxes. The market value at the time of transfer of such stock would establish a deduction approved by the IRS and could be more beneficial to the donor than a later sale and cash contri­ bution. Volunteers are needed to help operate the sales shop. Anyone who can donate even a few hours should call Mr. Egolf (634-2070). Recent additions to books in the society’s collection are all works of the Blauvelt family: Errors of Hopkinsiantism by Daniel J. Blauvelt (1824); Daily Food for Christians by Emeline Blauvelt (1869); Francis and James, New Testa­ ment and Passing Over Jordan by John H. Blauvelt. © 1980 by the Historical Society of Rockland County Acting Editor: Mariruth Campbell Printed by Executive Editor: John R. Zehner PRINT SPRINT THE KINGS HIGHWAY by John Scott “From Paulus Hook through the English neighborhood came a road that pursued a tortuous course, always avoiding difficulties of construction and lying between the uplands of the palisades and the marshy ground bordering on the Hackensack. It entered the county at Tappan, passed through the present Orangeburgh as the Clausland road, swept along the base of the Nyack hills, over Casper Hill... entered the present road from Nyack to Haverstraw near Valley Cottage, continued to and through Haverstraw, turned back through Doodletown and passed from the present county close to Forts Clinton and Montgomery, to continue its course through West Point... on to Albany. Later this route became and is still known as the Kings Highway”. Thus, a century ago, historian Frank Bertangue Green succinctly described this ancient road that had already been in use for more than two centuries by the white man who developed it from an Indian trail thousands of years old. Writing about the same time, Rev. David Cole, D.D. also describes this road: “The Kings Road continued from what is now Orangeburgh down through the present Village of Tappan forming a sharp angle to the right below the Mabie House (’76 House) and thence into New Jersey”. Arthur S. Tompkins in 1902 refers to it as ... “the most convenient of access and the shortest route from the province of New Jersey to the settlements along the Hudson River... this old Kings Highway exists so far as its location is con­ cerned as it did in the 18th century”. Colonial road records, land surveys and deeds abound in references to the Kings Highway or Kings Road as it was often called. Today it is hardly recognized as having once been the main artery of travel in the eastern part of Rockland county. As the first settlements were being established along the Hudson and Hackensack valleys there were few improvements in land travel; well trodden Indian trails through the primeval forest were used by the first European traders, fur trappers and explorers. The Indians had no knowledge of the wheel, therefore a trail as wide as a man’s shoulders was all that was necessary to sustain their simple system of communicating and trading. These trails were gradually widened to accommodate a pack horse and rider. Much later they were again widened by the settlers for their crude two-wheeled farm carts, sturdy vehicles able to maneuver over the rough terrain and around boulders, roots and stumps. The Dutch, who excelled at farming, were not noted for road building. Necessary connecting routes were opened from the rivers to interior settlements and these too, usually followed ancient Indian trails. After the English seized the Dutch colony in 1664. some highway laws were enacted in the New York colony but lack of legislation authorizing local taxes for roads led to indifference so, in most areas, little action was taken. In 1682 Charles the Second issued a proclamation to his Royal Governors: “His Sacred Majestie injoined his American subjects to enter into a close corres­ pondency with each other ...” Governor Lovelace of New York, attempting to fulfill the King’s wishes wrote: “... to make the most facile way for a post, which 3 in the process of tyme would be the King’s best highway ..an expressed need for public common roads or post roads —Kings highways. The Dutch reclaimed New York and, although the English soon took it back, little was done to further the Crown’s desire for “correspondency” between the King’s subjects on the west bank of the Hudson river. During King William’s War (1689-97) the military found it almost impossible to move troops and supplies overland in the winter months when waterways were frozen. Many trails were impassable for horses or vehicles any time of the year. Clearly something had to be done and in 1703 the Provincial Assembly of New York enacted the first major highway law, a statute that became the basis for most future highway legislation. Roads at least four rods wide were projected — two of these to run up both sides of the Hudson river to Albany. Highway commissioners in each county were to administer the road system; to serve three years at a salary of six shillings a day while in service. The county supervisors and treasurers were to be responsible for collecting necessary taxes. Orange county, erected in 1683 and including what is now Rockland, entered a new era of government, exercising the rights and privileges earlier granted to other New York provincial counties. The first Court of Sessions con­ vened at Tappan Apr. 27, 1703 and the first Court of Common Pleas met the following day, the justices functioning as a supervisory board as well as a judicial body — acting generally as the governing body of the county. (A county Board of Supervisors did not convene until 1723). Peter Haring, Johannes Blau- velt and Albert Minnie were named as road commissioners. They were to arrange for laying out of convenient roads and highways between settlements. They were granted power to remove obstructions, to allow passable swinging gates where necessary, and to require the King’s subjects, the inhabitants of towns, villages and precincts through which the roads ran, to make repairs to the thorofare “from time to time and at all times”. While the right of way had to be four rods in width where already laid out and six rods for new roads, the com­ missioners “are not hereby obliged to clear and maintain any other path than for horse and man only”. The laws were precise but not self-enforcing; easier to enact than administer. It was difficult to find capable men to take time from their domestic duties to serve as constables, overseers and surveyors. In April, 1704 the third session of courts at “Orangetowne” impatiently ordered that the “constable for the time being doe summons the inhabitants of the county to chuse a new constable and two overseers of the highways to meet at Tapane ... the first day of May”. A year later in April, 1705 a constable was still not chosen so the courts appointed a temporary one, Joshua Bush, to carry out their directives. In October the sixth session of the courts heard the complaint “that the constable hath left the county”. They then ordered “that the inhabitants of this county do meet to make a choice of a constable and two overseers of high wayes to serve till the next election according to an act of assembly”. In 1708 the courts in their eleventh session faced another challenge: Upon complaint of Mr. Daniel DeClark, surveyor of the high wayes, that severall persons upon notice given refused to attend the said services (would not work on the roads). It was then ordered “that all housekeepers within the bounds of the gen’l patent of Orange Towne shall be obliged to repairation of the Queen’s High ways as by acts of parliament and one act of assembly of this province.
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