LANDING BRIDGE HAER No. NJ-74 Spanning the Raritan River at Landing Lane New Brunswick Middlesex County New Jersey

PHOTOGRAPHS

WRITTEN HISTORICAL AND DESCRIPTIVE DATA

HISTORIC AMERICAN ENGINEERING RECORD National Park Service Northeast Region U.S. Custom House 200 Chestnut Street Philadelphia, PA 19106 HISTORIC AMERICAN ENGINEERING RECORD

LANDING BRIDGE HAER NO. NJ- 74

LOCATION: Landing Lane over Raritan River, between New Brunswick and Piscataway Township, Middlesex County, New Jersey USGS Plainfield, NJ Quadrangle, Universal Transverse Mercator Coordinates: 18.545380.4484130

DATE OF CONSTRUCTION: 1895

PRESENT OWNER: County of Middlesex, New Brunswick, New Jersey

PRESENT USE: Vehicular and pedestrian bridge. To be replaced 1991

SIGNIFICANCE: Landing Bridge is a representative example of late 19th century bridge design and construction, featuring Pratt trusses and riveted connections. The bridge was designed by George F. Blakely, who was at the time chief engineer for the Passaic Rolling Mill Co. of Paterson, New Jersey. It was built by the Penn Bridge Company of Beaver Falls, Pennsylvania. Portions of the stone abutments of the earlier bridge at this location were re-used in construction of Landing Bridge.

PROJECT INFORMATION: Landing Bridge was recorded in January­ February 1991 by the Cultural Resource Group of Louis Berger & Associates, Inc., East Orange, New Jersey, for Buchart­ Horn, Inc., Marl ton, New Jersey. The recordation was undertaken pursuant to a Memorandum of Agreement among the Office of New Jersey Heritage, United States Coast Guard, County of Middlesex, and Advisory Council on Historic Preservation. Project personnel included Martha H. Bowers, Architectural Historian; Alison Helms, Historian; and Rob Tucher, Photographer. LANDING BRIDGE HAER NO. NJ-74 (PAGE 2)

DESCRIPTION

Landing Bridge carries Landing Lane over the Raritan River between the city of New Brunswick and Piscataway Township in Middlesex County, New Jersey. The Raritan River at this point is about 350 feet wide. Because its bed lies below mean sea level, the stream has pronounced tidal characteristics, with large areas of mud flats exposed along the north bank when the water is low. Landing Bridge is the northernmost of three vehicular crossings over the Raritan from New Brunswick, and is located in the extreme northern corner of the city.

Along the south bank of the Raritan is the Delaware and Raritan Canal, constructed in 1834 and closed in 1933. Landing Lane is carried over the canal on a plate girder cantilever swing bridge erected in 1920. Beyond the canal, to the south, are residential neighborhoods of single family dwellings and large apartment buildings. On the north (Piscataway Township) side of the Raritan, the immediate area consists largely of wooded parkland. Portions of the park to either side of Landing Bridge contain archaeological remains of Raritan Landing, important during the 18th century as a commercial and trade center.

Landing Bridge is a three-span, steel Pratt through truss structure erected in 1895 to replace a wooden covered bridge at this location which was destroyed by fire. Landing Bridge is 360 feet 7 inches long, and 28 feet 2 inches wide (out to out). It incorporates portions of the earlier substructure in each abutment. The north abutment is constructed of coursed, quarryfaced red-brown stone, and has rounded corners. The U-shaped wingwalls are of reinforced concrete, and the truss is seated on large granite blocks. The south abutment presents a substantial breast wall of mass concrete, behind which are large sections of quarryf aced stone. The two river piers, set on spread footings, have battered up- and downstream faces, and triangular nosings on the upstream ends to reduce the force of water and ice. The visible material of construction is unreinforced concrete; the extent to which they may have incorporated portions of earlier piers is unknown.

The three Pratt truss spans measure (south to north) 119 feet 4 inches, 116 feet and 116 feet 1 inch long, center to center of bearings. Except at the bottom chord-inclined end post connections (which are pinned), all connections are riveted. The trusses are about 18 feet deep and are set 20 feet 11 inches apart, center to LANDING BRIDGE HAER NO. NJ-74 (PAGE 3)

center. They accommodate an 18 feet 9 inches roadway edged with steel channel wheel guards and steel beam guard rails. A 5 feet 6 inches wooden sidewalk supported on channel stringers is carried on cantilever angle brackets extended from each panel point of west trusses. It is edged with an ornamental iron railing 3 feet 10 inches high (Buchart Horn 1990:1-2).

The three spans are essentially identical. Each truss is divided into eight panels. Top chords and inclined end posts have box sections built up from top plate, side channels and bottom bar lattice. Diagonal and end verticals are composed of double angle flanges and bar lattice, while intermediate verticals consists of paired channels joined by double bar lattice. Three of the original end verticals of the north span have been replaced with rolled flange sections. In addition, rolled channels have been used to reinforce most of the intermediate verticals in all three of the west trusses. Two angles form the counters in the two center panels of each truss. Angles also form the upper lateral bracing, while double lattice is used for the sway frames and portal frames. The sway frames are stiffened by slender angle knee braces. Atop the north and south portals are builder's plates surmounted by small plates in which "1895 11 is cut out in stencil fashion. Each builder's plate bears the following inscription:

1895 Erected by the Board of Chosen Freeholders of Middlesex County Michael Welsh, Director George H. Blakely, Consulting Engineer Penn Bridge Co. Builders, Beaver Falls, Pa.

The bottom chords of Landing Bridge are fashioned from two pairs of angles joined at intervals with web plates (except at the two center panels of each truss, where the plate is continuous). The chords of the east trusses have been reinforced with plates. Riveted floor beams are placed below the bottom chords at each panel point. The floor beams carry rolled I-beam stringers which in turn support 5" crossbeams over which is laid open-grid steel decking. Attached to all intermediate floor beams are inverted queen-post trusses equipped with turnbuckles to permit tension adjustment. Angles are used for bottom lateral bracing. The bridge appears to have originally been illuminated only by two LANDING BRIDGE HAER NO. NJ-74 (PAGE 4)

lamps, set on iron posts located along the sidewalk railing, one at the south portal, the other at the north end of the south span. currently the bridge is equipped with fluorescent lighting suspended from lateral struts above the roadway.

Landing Bridge has been repaired numerous times since its construction. The first major work occurred in 1939, when the structure's original wooden de.ck was replaced with reinforced concrete and the bridge was reinforced to increase the live load capacity (Buchart Horn 1990:4). Plates were added to many truss members, for example on the bottom chords and on the faces of all the diagonals in the east trusses except for those in the two center panels. To carry the greater weight of the new deck, the inverted queen post trusses were added to all the intermediate floor beams.

Winter roadway deicing with salt resulted in significant deterioration of the floor system and lower chords, particularly on the east side, which, unlike the chords of the west trusses, were not protected from runoff by the presence of a sidewalk (Buchart Horn 1990:4). In 1965, major rehabilitation was again undertaken, during which the reinforced concrete floor was removed and replaced with a lighter timber deck overlaid with bituminous asphalt. Other work included reinforcing nearly all the verticals of the west trusses with channels, and replacing the gusset plates connecting the diagonals and counters in the center panels of the east trusses.

A third large-scale rehabilitation was undertaken in 1972. The by­ now rotted timber deck was replaced with the existing open steel grating, which required installation of new crossbeams, and many truss members were again reinforced or repaired. By 1989, however, the bottom chords had greatly deteriorated, and shear cracks were visible on many floor beams (Buchart Horn 1990: 5-6). Landing Bridge is currently posted with a 3-ton load limit and is scheduled for replacement in 1991.

The Pratt truss type is characterized by parallel top and bottom chords, with verticals in compression and diagonals in tension. It was first patented in 1844 by Thomas and Caleb Pratt. It proved to be extremely popular among engineers and bridge builders, due to its strength, simplicity of design, and adaptability to many different loading and siting situations (Jackson 1988: 24). Through most of second half of the 19th century, Pratt trusses (as well as LANDING BRIDGE HAER NO. NJ- 74 (PAGE 5)

most other iron and steel truss types) were built with pinned connections. Unlike British and European engineers, who greatly favored riveted construction, American engineers for the most part preferred to use pinned connections, particularly for highway bridges where the relative flexibility of pinned trusses presented no concern. Pinned trusses featured a limited number of connections, and driving pins was easier and quicker than riveting in the field. As important, pin-connected spans required fewer, and less skilled, workmen to erect (Edwards 1959: 104; Cooper 1889:41). In the late 1880s and early 1890s, however, major improvements were made in the development of portable pneumatic riveting systems, and by the turn of the century most American truss bridges were built with riveted connections (Jackson 1988:29).

HISTORICAL INFORMATION

Background

At the north end of Landing Bridge is the site of an extinct 18th and early 19th century port known as Raritan Landing. Landing Lane was surveyed in 1738; prior to construction of the first bridge at this location in 1772, the Raritan was crossed by a ford (Ferguson 1977) .

Raritan Landing was settled as early as 1675 and by 1730 became a busy trade center for the shipment of produce from western New Jersey and eastern Pennsylvania. Commercial activity at the port peaked between 1740 and 1775 and again between 1800 and 1835. The community began to decline after the Delaware and Raritan Canal was completed along the opposite (south) bank of the Raritan River in June of 1834. Raritan Landing's decline coincided with the growth of New Brunswick, now opportunely sited on the same side of the river as the canal. New Brunswick quickly became dominant in area trade, marketing and industry. By 1875, the wharves at Raritan Landing were overgrown with grass and the warehouses, stores and dwellings of the settlement stood abandoned (Ferguson 1977; Brydon 1970:41-2; Wall 1931:86). The remains of Raritan Landing and its associated settlement lie under at least three feet of fill on the east and west sides of Landing Lane. A rectangular area straddling Landing Lane between the north end of the bridge and River Road was listed as a National Register Archaeological District on August 10, 1979 (Office of New Jersey Heritage 1988:73; Grossman and Porter 1979; Mudge and Zmoda 1982). LANDING BRIDGE HAER NO. NJ- 74 (PAGE 6)

The Delaware and Raritan Canal runs parallel to the Raritan River across the southern approach to Landing Lane Bridge. The canal was placed on the National Register of Historic Places on May 11, 1973 (Office of New Jersey Heritage 1988:4). The canal is crossed by a steel girder cantilever pivot bridge south of Landing Lane Bridge. As of 1982, this was one of five pivot bridges remaining on the entire canal (Gibson et al 1982:5). The bridge was built in 1920, probably following the flood of March 5-6, of that year, the greatest recorded flood of the Raritan (Hunter Research, Inc. 1990:Appendix Ai; Wall 1931:341). Replacing an earlier timber A­ frame swing bridge, the pivot bridge was built during the waning years of canal operation. In 1909, the total tonnage transported on the waterway was 400,000 tons, the· revenue was $70,000 and expenses were $180,000. From March 1 to September 1, 1927, only thirty boats passed through the canal. The decline in canal traffic during the first three decades of the twentieth century was due in part to competition from railroads, and in part to its size, which could not accommodate boats large enough for the efficient and economical transportation of freight. The canal closed in 1933 (Wall 1931:82, 87; McKelvey 1985:120).

History of Landing Lane Bridge

The original bridge across the Raritan River at Landing Lane was a covered wooden bridge of three spans erected in 1772 by John DuyKinck and Charles Suydam. The bridge was partly destroyed in 1776, when it was burned to slow the British pursuit during Washington's retreat from New York to Philadelphia. In 1833, the bridge was either substantially rebuilt or replaced. The "turnpike" bridge, as it was called, was built by Hosea Smith, of "the Landing," and was lighted by oil lamps enclosed in wooden boxes. This covered bridge remained in service for over 60 years, until it was irreparably damaged by fire on February 18, 1894 (Brydon 1970:42; Wall 1931:82; Daily Times 1894a; Figure A).

The fire began at 1:30 am on a Sunday morning, and it was thought at the time that the fire was caused by an explosion of one of the kerosene lamps which illuminated the bridge or by a lighted match or cigar thrown by a person crossing the bridge. The fire started at the north end of the structure and burned against a wind that was blowing from the southwest. The wind kept the fire confined to the main structure of the bridge, and the A-frame canal bridge, the bridge tender's house and Conover's Mills, located on the south LANDING BRIDGE HAER NO. NJ- 74 (PAGE 7)

bank of the river were spared. Within 20 minutes of the start of the fire, the supporting timbers were burned through. The "blazing mass" fell into the water and "drifted like a huge fire raft" down the river for one-half mile before it was stranded on a sand bar. During the fire, the wires of the New York and New Jersey Telephone Company, which crossed the river over the bridge were destroyed, but by 3:00 pm the next day were replaced. While the Landing Bridge was out of commission, travelers crossed the Raritan between New Brunswick and Piscataway over the Albany Street bridge (Daily Times 1894a; Everts and Stewart 1876).

A special meeting of the Board of Chosen Freeholders of Middlesex County was called for the following day to take action on the matter. The meeting involved discussions of insurance claims on the bridge, which was insured for $15,000. It was anticipated that a greater sum would be required to replace the bridge, as the new structure would have to be made of iron or steel and new piers would have to be built (Daily Times 1894a). At a second special meeting of the Board of Chosen Freeholders, held on April 11, 1894, the Landing Bridge committee was authorized to purchase and contract for the construction of an iron or steel highway bridge "to take the place of the one lately burned and to have the same completed in the shortest possible time as the public are greatly inconvenienced without a bridge" (Middlesex County 1892-5: 226). The Landing Bridge Committee then conferred with County Engineer Atkinson to prepare plans and specifications for the building of a new bridge. A plan of the bridge site and specifications were prepared and presented to the board on April 16, 1894. Following approval of the plans, the committee advertised for bids for the construction of the bridge (Middlesex County 1892-5: 228; Daily Times 1894b).

Settlement of the insurance took about two months, and on April 17, 1894, it was reported that the county was awarded $13,900 under the terms of the insurance policy. During Freeholder meetings it was suggested by citizens living near the bridge that the new bridge be constructed of the highest quality materials and design, that the structure be built of a length greater than the former structure and that the causeway from the eastern terminus to the turnpike be built higher so that it would not be submerged during high tide or during freshets. It was also noted that, while the Board was bound to "practice the strictest economy" with regard to expenditure of public funds, erection of a "poor" bridge would inevitably result in "co_ntinual patching", and the neighborhood LANDING BRIDGE HAER NO. NJ- 74 (PAGE 8)

would suffer from having "a structure at once an eye sore and a peril to travel" (Daily Times 1894b).

The Landing Bridge Committee received thirty-three different plans and specifications and bids for the construction of the new bridge, ranging from $6,000 to $34,500. On May 2, 1894, the Committee recommended to the Board that the contract for construction of the bridge be awarded to the Berlin Iron Bridge Company of Berlin, Connecticut (Middlesex County 1892-5:235; Daily Times 1894c). On May 5, 1894, an agreement was drawn up between the Board of Chosen Freeholders and the Berlin Iron Bridge Company for the construction of the superstructure of the bridge at the sum of $29,995. The construction work was to be completed within 10 days of the day of the signing of the contract and the work was to be supervised by an engineer selected by the Board of Chosen Freeholders (Middlesex County 1892-5:238-241).

The Landing Bridge contract was challenged before the New Jersey Supreme Court. On May 25, 1894, the first testimony in the case of James Neilson vs. the Board of Freeholders of Middlesex County was heard by Supreme Court Commissioner James H. VanCleef. Testimony was heard from the members of the old Board of Freeholders. The contract had been awarded by members of the old board and was adopted by the new board (Daily Times 1894d).

On June 1, 1894, testimony was heard from two engineers, Theodore Cooper, a recognized authority in the field, and George H. Blakely, a class of 1884 graduate of Rutgers University and at the time chief engineer for the Passaic Rolling Mills in Paterson. Both engineers felt that the plans drawn up by the County Engineer as the basis for bids were "faulty in not being sufficiently explicit", so that bridges meeting the specifications could be built at costs ranging from $7,000 to $30,000. The two engineers also similarly testified that the price of the contract awarded to the Berlin Iron Bridge Company was excessive for the design proposed (Daily Times 1894e).

On June 7, 1894, James Neilson testified for the prosecution that he had sent a copy of the advertisement for bids to the Union Bridge Company and received an $18,000 cost estimate from that firm. The plan proposed by the Union Bridge Company was similar in design to the one presented by the Berlin Iron Bridge Company. On cross examination, Neilson stated that he was not a stockholder in the Union Bridge Company, but that he was acquainted with one of LANDING BRIDGE HAER NO. NJ- 74 (PAGE 9)

the partners. He was asked if he thought anything of "buying such a bridge", but replied with a laugh that "there is no telling what I thought" (Daily Times 1894f). Neilson's father was director and treasurer of the Delaware and Raritan Canal Company when it was incorporated in 1830 (Wall 1931:84-6). on July 11, 1894, the Berlin Bridge Company asked the Board of Chosen Freeholders to rescind the contract for building Landing Bridge. In a communication from the bridge company to the board, the company declared that it was unwilling to retain "a contract that bears the slightest suspicion of being unfairly obtained or that a considerable number of [Middlesex County) taxpayers think is too favorable to us". Earlier in the same article The Daily Times offered the opinion that the county was saved from paying an extortionate price fixed by some of the bridge companies prior to the presenting of the bids (Daily Times 1894g).

The lawsuit was then dropped by the prosecution and the county assumed the cost of the proceedings after the bridge contract was rescinded (Daily Times 1894h).

At the beginning of August, 1894, George Blakely, in a letter to the Board of Chosen Freeholders, offered to prepare plans and specifications for Landing Bridge and to inspect the work when it was completed for a sum of $150. There was some discussion as to whether the Board should hire a local engineer instead, but it was concluded that "bridge engineering is a profession and [the Board didn't) have a bridge engineer in town". Comforted by the fact that Blakely was a Rutgers graduate, and was personally known to several members, the Board resolved to employ Blakely to perform the proposed work, $100 to be paid for the receipt of the plans and $50 to be paid for the proper inspections when the bridge was completed (Daily Times 1894i; Middlesex County 1892-5:288). On February 12, 1895, Blakely made a court appearance to provide testimony concerning the condition of another county bridge, at Albany Street. The local newspaper described him as "a rather tall young man, with a black mustache, a large mouth, round-glassed spectacles, and a marked inability to sound his r's" (Daily Times 1895b; Blakely 1900).

The specifications prepared by George Blakely for the new Landing Bridge required that it carry a live load of 2,800 lbs to the terrace foot with one sidewalk. Estimates were to be provided for cement, asphalt and plank flooring (Middlesex County 1892-5:288- LANDING BRIDGE HAER NO. NJ- 74 (PAGE 10)

9). Blakely presented two plans to the Board on Monday, September 10, 1894. It was decided that builders should bid on both plans and that advertisements should appear in Engineering News and in local papers of the county (Middlesex County 1982-5:295).

At a regular meeting of the Board held on October 3, 1894, the motion for the building of a wood floor for the Landing Bridge was carried in a vote with 14 members voting in the affirmative and 3 members voting nay. The bids were opened for the Landing Bridge contract at 12:00 pm. The bidders submitted estimates for plank floor, asphalt floor, iron per pound, asphalt per square yard and lumber per thousand board feet. Bids were taken from the following companies and entered in the book of minutes in the order opened: King Bridge Co., Penn Bridge Co., Youngstown Bridge Co., W.T.Kirk, Massillon Bridge Co., R.D. Norton, Wrought Iron Bridge Co., Groton Bridge Co., Rochester ·Bridge Co., New Jersey Steel and Iron Co., Boston Bridge Works, Horsehead Bridge Works, Nelson and Buchanan, and Phil [W]eigel (Middlesex County 1892-5:297).

The contract was awarded that afternoon to the lowest bidder, the Penn Bridge Company of Beaver Falls, Pennsylvania. The company agreed to furnish a bond of $3,000 (Middlesex County 1892- 5:298,302).

At a regular meeting of the Board on January 2, 1895, the Penn Bridge Company communicated to the Board that the iron work for the bridge was almost completed and that they would be ready to commence work at putting the bridge in place about the second week of January (Daily Times 1895a) . The structure was presumably completed within a few weeks thereafter.

BIBLIOGRAPHY AND REFERENCES CITED

Blakeley, George H., C.E. 1900 A Manual of Useful Information and Tables Appertaining to the Use of Structural Steel, as Manufactured by the Passaic Rolling Mill Co. Passaic Rolling Mill Co., Paterson, N.J.

Brydon, Norman F. 1970 The Story of New Jersey's Covered Bridges: Of Time, Fire and the River. Published by the author, Essex Fells, N.J. LANDING BRIDGE HAER NO. NJ- 74 (PAGE 11)

Buchart Horn, Inc. 1990 "Bridge Rehabilitation Study Report, Landing Lane Bridge over Raritan River, Middlesex County, New Jersey". Prepared by Buchart Horn, Inc. for Office of New Jersey Heritage, Trenton.

Cooper, Theodore 1889 "American Railroad Bridges" Transactions of the American Society of Civil Engineers 21, pp. 1-52.

Daily Times, the. 1894a "Landing Bridge Goes up in Smoke". The Daily Times, New Brunswick, New Jersey. February 19, 1894.

1894b "Landing Bridge Talked over". The Daily Times, New Brunswick, New Jersey. April 17, 1894.

1894c "Freeholders in Session". The Daily Times, New Brunswick, New Jersey. May 2, 1894.

1894d "The Landing Bridge Contract". The Daily Times, New Brunswick, New Jersey. May 25, 1894.

1894e "The Bridge Contract". The Daily Times, New Brunswick, New Jersey. June 1, 1894.

1894f "Expert Testimony". The Daily Times, New Brunswick, New Jersey. June 7, 1894.

1894g "Bridge Company Backs Down". The Daily Times, New Brunswick, New Jersey. July 11, 1894.

1894h "Rescinded the Bridge Contract". The Daily Times, New Brunswick, New Jersey. July 18, 1894.

1894i "The Board of Freeholders". The Daily Times, New Brunswick, New Jersey. August 1, 1894.

1895a "Freeholders in Breezy Session". The Daily Times, New Brunswick, New Jersey. January 2, 1895.

1895b "About the Big Bridge". The Daily Times, New Brunswick, New Jersey. February 12, 1895. LANDING BRIDGE HAER NO. NJ- 74 (PAGE 12)

Edwards, Lewellyn N. 1959 A Record of the History and Evolution of Early American Bridges. University of Maine, Orono.

Everts and Stewart 1876 Combination Atlas Map of Middlesex County. Everts and Stewart, Philadelphia.

Ferguson, Susan 1977 Landing Lane Bridge Replacement, SU-254 (002), New Brunswick and Piscataway Townships, Middlesex County, Cultural Resource Survey. Bureau of Environmental Analysis, N.J. Department of Transportation, Trenton.

Gibson, David, Steven Bauer and James c. Amon 1982 Delaware and Raritan Canal State Park, Historic Structures Survey. Delaware and Raritan Canal Commission, Trenton, New Jersey.

Greiff, Constance M., Robert W. Craig and Robert Guter 1980 Architectural Resources Survey of the City of New Brunswick, New Jersey. Prepared for the Middlesex County Cultural and Heritage Commission by Heritage Studies, Princeton, New Jersey.

Grossman, Joel and Richard Porter 1979 Raritan Landing Archaeological District. National Register of Historic Places Nomination Form. On file at the Office of New Jersey Heritage, Trenton.

Hunter Research, Inc. 1990 Cultural Resource Investigations in Connection with the Proposed Maintenance Dredging of the Delaware and Raritan Canal. Reach 2 - Delaware and Raritan Canal, Kingston Lock to the New Jersey Route 18 Spillway. Volume 2- Technical Data. Draft report prepared for Frederic R. Harris, Inc. by Hunter Research, Inc., Trenton, N.J.

Jackson, Donald c. 1988 Great American Bridges and Darns. The Preservation Press, National Trust for Historic Preservation, Washington, D.C. LANDING BRIDGE HAER NO. NJ-74 (PAGE 13)

Louis Berger and Associates, Inc. 1982 A Cultural Resource Reconnaissance for the Lower Raritan River Multipurpose Study. Prepared for the United States Army Corps of Engineers by the Cultural Resources Group, Louis Berger and Associates, Inc. , East Orange, New Jersey.

McKelvey, William J. Jr. 1975 The Delaware and Raritan Canal: A Pictorial History. Canal Press, Inc.

Meuly, Walter c. 1976 History of Piscatawav Township, 1666-1976. Piscataway Bicentennial Commission, Piscataway, New Jersey.

Middlesex County, New Jersey 1892-5 Minutes of the Board of Chosen Freeholders of Middlesex County. Volume 5. Curated at the New Jersey Room, Alexander Library, Rutgers University, New Brunswick.

Mudge, David and David Zmoda 1982 Raritan Landing Archeological District (Addendum). National Register of Historic Places Nomination Form. On file at the Office of New Jersey Heritage, Trenton.

Office of New Jersey Heritage 1988 New Jersey and National Registers of Historic Places as of December 31, 1988. Office of New Jersey Heritage, Division of Parks and Forestry, Department of Environmental Protection, Trenton, New Jersey.

Sanborn Map Company 1912 Insurance Maps of the city of New Brunswick, New Jersey. Plate 54. Sanborn Map Company, New York.

Sanborn Map Company 1912 corrected to 1950 Insurance Maps of New Brunswick, New Jersey. Plate 54. Sanborn Map Company, New York.

Strong, Stephen, and David N. Poinsett 1978 Ivy Hall (Cornelius Lowe House). National Register of Historic Places Nomination Form. On file at the Office of New Jersey Heritage, Trenton. LANDING BRIDGE HAER NO. NJ- 74 (PAGE 14)

Vermeule, c. c. 1936a "Raritan Landing That Was: The History of a River Port from 1675 to 1875". Proceeding of the New Jersey Historical Society, 54(2) :85-115.

1936b "Raritan Landing That Was: A Directory of Raritan Landing 1675-1875." Proceeding of the New Jersey Historical Society, 54(3):196-205.

Wall, John P. 1931 The Chronicles of New Brunswick, New Jersey: 1667-1931. Thatcher-Anderson Company, New Brunswick, N.J. LANDING BRIDGE HAER NO. NJ- 74 (Page 15)

Location Map: Landing Bridge ADDENDUM TO: HAER NJ-74 LANDING BRIDGE HAER NJ,12-NEBRU,22- Spanning Raritan River at Landing Lane New Brunswick Middlesex County New Jersey

FIELD RECORDS

HISTORIC AMERICAN ENGINEERING RECORD National Park Service U.S. Department of the Interior 1849 C Street NW Washington, DC 20240-0001