rtunity to examine a
steam locomotive at work and to ride in a railway train.

Sixty years ago to-day, on the 12th of November, 1831, by special
invitation, the members of the Legislature and other State officials
were driven from Trenton to Bordentown in stages to witness the trial.
Among them were John P. Jackson (father of the present general
superintendent of the United Railroads of New Jersey division of the
Pennsylvania Railroad, who afterward took a prominent part in the
affairs of the New Jersey Railroad, whose termini were at New
Brunswick and Jersey City); Benjamin Fish (director for fifty years
for the Camden and Amboy Railroad), afterward president of the
Freehold and Jamesburg Agricultural Railroad; Ashbel Welch, chief
engineer and superintendent of the Belvidere and Delaware Railroad for
many years, and president of the United Railroads of New Jersey during
the years immediately preceding the lease to the Pennsylvania
Railroad; Edwin A. and Robert L. Stevens, afterward managers of the
road.

FIRST CARS.

Two coaches built so that they might be drawn by horses were attached
to the locomotive. These coaches were of the English pattern. They had
four wheels and resembled three carriage bodies joined together, with
seats in each facing each other. There were three doors at each side.
These cars were made by a firm of carriage manufacturers, M.P. and
M.E. Green, of Hoboken, and were thought to be very handsome. The New
Jersey law makers were somewhat dubious, it is said, about risking
their lives in this novel train, but at last they concluded to do so
and the train started and made many trips back and forth without
accident or delay. Madam Murat, wife of Prince Murat, a nephew of
Napoleon Bonaparte, who was then living in Bordentown, insisted on
being the first woman to ride on a train hauled by a steam locomotive
in the State.

In the evening a grand entertainment was given to the Legislature by
the railroad company at Arnell's Hotel, Bordentown, and it has been
whispered that the festivities kept up until a late hour in the night.
Whether that be true or not, it is generally conceded that from that
time to this the Legislature of New Jersey have always been more or
less interested in the affairs of the Camden and Amboy Railroad and
its successors, or _vice versa_.

This first movement of passengers by steam in the State of New Jersey
was regarded as a success from every point of view, and in
commem