brick sidewalks. It was the broad, flanged rails of the street-car tracks 

 that made it possible to drive a carriage over the rough cobbles, but 

 getting into and out of the tracks, as was constantly necessary, was a 

 racking experience, both for the wheels and the teeth. With such pave- 

 ments, really clean streets were impossible, but they could not be called 

 filthy. Especially characteristic were the comfortable, spacious, three- 

 storey houses, nearly all of them with pressed brick fronts and white 

 marble trim and front steps; many of these still remain. There were no 

 high buildings, four or five storeys being the limit save in a few large 

 hotels. 



Business streets, such as Market Street, were a tangle of telegraph poles 

 and wires, which were far from ornamental. There were no respectable 

 railroad stations and Market, Broad and other streets had lines of rail, 

 along which passenger and freight cars were drawn by mules. When we 

 went to Oxford by way of West Chester we entered a railroad car 

 standing in Market Street, at 9th Street, and then the cars, each with its 

 own string of mules, were hauled out to West Philadelphia, where the 

 train was made up and the engine attached. Freight cars were hauled in 

 much the same way and there was a large freight station at 13th and 

 Market Streets, which became Wanamaker's store. 



The passenger stations, such as the Pennsylvania and the Camden and 

 Amboy in West Philadelphia and the Reading at 13th and Callowhill 

 Streets, and others, were dirty, comfortless barns, which would not be 

 tolerated nowadays. As its name indicates, the Camden and Amboy 

 Railroad was originally between those two cities, and New York pas- 

 sengers went on from Amboy by steamboat. I have heard my Mother 

 tell of driving to Hightstown (nine miles) to take "the cars" (as trains 

 were then called) when any one wished to leave Princeton in a hurry. In 

 addition, short pieces of railroad were built, such as the Newark and 

 New York, the Philadelphia and Bristol. These were gradually extended, 

 until they formed a complete line between Philadelphia and New York, 

 or more accurately, Jersey City. The Camden and Amboy secured 

 control of this Une also, which was called the United Railroads of New 

 Jersey, and in 1872 the entire complex was taken over on lease by the 

 Pennsylvania. That explains the presence of a Camden and Amboy sta- 

 tion in West Philadelphia. 



We returned to Princeton in February 1869, just before my eleventh 

 birthday. I found the place in a mania of tableaux vivants which went 

 on, now in one house, now in another, for many weeks. My services 

 were frequently required, sometimes as a performer, more often as an 



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