Connecticut, New York, New Jersey, Pennsylvania, Delaware, Maryland, Virginia, North Carolina, South Carolina, and Georgia.

Third—Thirteen beautifully turned posts, painted white, and capped with a small urn in black, and between the posts the above-named States are fully lettered.

Fourth—In 1778, the Colonial Congress promulgated the Federal League compact, though it was not finally ratified until 1781, only two years before the peace of 1783.

Fifth—In 1789, our General National Convention, to form a more perfect unison, did ordain the present Constitution of the United States of America, to be one entire Sovereignty, and in strict adhesion to the equally necessary State rights. Such a republic must endure forever.

In 1842, a large number of citizens applied to the Legislature for permission to remove the remains to a more private place. Romaine vigorously and eloquently objected to the proposed change, and the matter was permitted to rest quietly until after his death in 1844. During the following year attention was again called to the forlorn and neglected condition of the sepulchre. Henry C. Murphy was then in Congress, representing Kings and Richmond counties. The abject condition of the vault was brought to the notice of Congress, and action taken. The military committee recommended an appropriation of $20,000 to secure a permanent tomb and monument. The report was drawn by Henry C. Murphy, whose exertions in this behalf were untiring. The effort, however, was not successful.

Samuel Boughton, John T. Hildreth, John H. Baker, and other public-spirited men, holding diverse political views, started subscription papers, and published articles in the papers urging the importance of immediate action to accomplish the praiseworthy object.

In 1855, a meeting was held and a Martyrs' Monument Association formed. This association intended to have representatives from each State and Territory. The committee started with commendable energy. They early took the ground that Fort Greene was the proper site. Plans were proposed and subscriptions solicited. For a long time nothing more was done. The Common Council agreed to permit the use of Fort Greene. It was not until June, 1873, that the remains of the prison-ship martyrs were carried to the vault on the face of Fort Greene.2

The narrative here concluded has passed far beyond the limits of the period to which this chapter is devoted. Turning to the post-Revolutionary period, we find the county towns resuming a normal course of life. The Dutchmen who gathered at the Brooklyn church ceased to talk of war. The Episcopalians, who worshiped in John Middagh's barn, at the corner of Henry and Poplar streets, turned from politics to denominational questions, and the "Independents" built a meeting-house on the Fulton Street ground afterwards taken by St. Anne's Buildings.

We learn from the "Corporation Manual" (1869) that the first step toward a fire department within the limits of the present city was taken in April, 1785, by the organization of a fire-company. At a meeting of the freeholders of the town, held at the house of Widow Moser, in Fulton Street, near the ferry, it was agreed that the company should be composed of seven members, who should be commissioned as firemen for one year. They selected the following persons as the members of the company: Henry Stanton, captain; Abraham Stoothoof, John Doughty, Jr., Thomas Havens, J. Van Cott, and Martin Woodward. They also voted to raise by tax the sum of £150 for the purchase of a fire-engine. Among the regulations agreed upon for the government of the new company was a requirement that the members should meet on the first Saturday of each month, to play, clean, and work their engine, and that in case of their non-attendance, upon notification from their captain, a fine of eight shillings should be imposed upon them, and that upon the captain, in the event of his neglecting properly to notify the members, a fine of sixteen shillings should be imposed. The engine was in due time procured. It was constructed by Jacob Boome, of New York city, who had just then commenced business as the first engine-builder ever located in that city. Previous to his time, the fire-engines had generally been imported from England. The company adopted the name of "Washington Engine Company No. 1," and was, up to the time of dissolution of the Volunteer Department, still in active existence. Their engine-house was situated in a lane, now called Front Street, near its junction with Fulton Street.

The firemen continued to be chosen annually in town meeting, and the appointment was much sought after as conferring respectability of position in the community. On the 30th of April, 1787, the number of firemen was increased to eleven, and it was resolved that each fireman should take out a license, for which he should pay a fee of four shillings, the sums thus accruing being appropriated to the ordinary expenses of the company.

On the 15th of March, 1788, came the first state legislation relative to the firemen of Brooklyn. In 1794 there were about fifty families residing within the limits of the fire district; the entire population, including some 100 slaves, numbering 350 souls. There were about seventy-five buildings in the district, mainly located between what is now called Henry Street and the ferry. Those devoted to business purposes were generally near the ferry, where a supply of water from the river could readily and easily be obtained. Although fires were of exceedingly rare occurrence, and trivial in their character, yet nine years of use, or rather disuse and decay and rust, had rendered the engine unserviceable. In view of this fact, on the first Tuesday of April, 1794, it was resolved in town meeting that a subscription should be authorized to raise the funds necessary for the purchase of a new engine. The sum of £188 19s. was speedily collected, and a new and more powerful engine was procured. In 1795 the Legislature extended the limits of the fire district, and increased the volunteer force to thirty men. In town meeting it was resolved that each house should be provided with two fire-buckets, under a penalty of two shillings for every neglect so to provide after due notification. In 1796 a fire-bell was purchased by popular subscription, and set up in the storehouse of Jacob Remsen, at Fulton and Front streets, in sight of the ferry.

In the awarding of the ferry lease in 1789, it was ordered "that the boats, together with their masts and sails, be of such form and dimensions as the wardens of the port of New York should approve; that each boat be constantly worked and managed by two sober, discreet, and able-bodied experienced watermen; that each boat be always furnished with four good oars and two boat-hooks."3 A new ferry at Catherine Street was established in 1795.

Although the ferry was in active operation, traveling by land was by exceedingly primitive stages. As late as 1793, according to Furman, there was no post-office on any part of Long Island, and no mail carried on it. It was not until about the opening of the present century that the first post-route was started. As late as 1835 "the regular mail stage left Brooklyn once a week, on