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Founders of New Jersey, Brief Biographies by Descendants, pub by the Descendants of Founders of NJ, 2006.
Genealogical and Personal Memorial of Mercer County, New Jersey, by: Francis Bazley Lee, Lewis Pub. Archibald Havens says that our Havens Welsh ancestors were believed to have been Quakers, or they married into Quaker families. Benjamin Havens-5 was listed in the 1790 Census for New Windsor (then Ulster, now Orange County) as head of a family containing two males over 16, three under 16, and four females. The Jerusha-5 presumably was Nathaniel-5's sister who Mallman said married Elkanah Smith, but Archibald Havens said she married a Platt. At this point, Archibald Havens completed his analysis of the principal errors he ascribed to Mallman. By his second wife he had a daughter Maria S-6, born January 9, 1810 died March 1, 1893, married Nathaniel N. The Census of 1776 lists him as head of a family with one male over 50, one between 16 and 50, one under 16, four females over 16 and two under 16. John Havens Jr.-5 (Henry4, John-3, George-2, William1) died intestate in 1786, and letters of administration were granted to his sons Peter and Daniel and son-in-law Samuel Smith.
Peter Havens-6 (John Jr.5, Henry-4, John-3, George-2, William-1), born May 1, 1775 died May 18, 1822, married Deborah Barteau January 10, 1786. Children: Selah-5, born April 20, 1755 died January 29, 1785, married January 29, 1781 Sarah daughter of Selah and Hannah (Woodhull ) Strong. Archibald Havens' papers also included the following notes on others of the Havens family whose lines he could not fix and who may or may not have belonged to the Brookhaven family of John Havens-3 George Havens, Brookhaven Assessment, 1749. Light up lettersLight up letters, 1)  A-Z for letters, 0-9 for Numbers are all available. These applicants may or may not be as qualified as you are, but many employers do not have the time or resources to study each resume that crosses their desks. Be sure to change the details each time you send it with a resume to customize it to the position you are seeking. This Microsoft Word cover letter template makes it easy to do so, as it includes sample text in the body of the fax cover sheet.There is a table at the top of the sheet with spaces for both the sender's and the recipient's names, fax numbers and phone numbers. He then concentrates on the Brookhaven descendants in Long Island NY, (and assigns them his own series of numbers, like Henry C. In his will dated June 25, 1750 he calls himself John Havens Sr., mentions his wife Sarah, daughter of John and Sarah (Horton) Conklin, oldest son Henry-4, third son William-4, sons Jonathan-4 and Benjamin-4, daughters Sarah-4, Eleanor-4, Mary-4, Phebe-4, and Desire-4.
Jeremiah-6, also above, was the son of Nathaniel's brother Captain John Havens -5, who married Abigail Bostwick (Mallman). His manuscript continues with listings of individuals in the fourth, fifth, and sixth generations. John Havens-5 (John-4, John-3, George-2, William-1) was known as Captain John or John 3d, to distinguish him from John Jr.-5 (Henry4, John-3, George-2, William1). Jeremiah Havens-5 (John-4, John-3, George-2, William-1) was born in 1757 and died August 21, 1820 aged 63.
Henry Havens-4 (John -3, George-2, William-1) married Abigail, daughter of Daniel and Mehitable (Horton) Tuthill.
About 1770 he owned the three Necks - Hog or Hawkins, Pines, and Littleworth (Moriches) - and at about that time, with Col. The remains of this dam, just north and west of the Montauk Highway, were recently still visible.
Benjamin Havens-4 (John-3, George-2, William1) married Abigail daughter of Thomas and Susannah (Thompson) Strong. Archibald Havens, on the authority of the Strong Family Genealogy, said that he moved to Bedford, Westchester County, New York, where he died, but the Bedford in question was in Kings County, and I found his will in the Brooklyn Surrogate's Court files. She was a daughter of Mereby and Mary (Strong) Bostwick and a sister of Abigail Bostwick, wife of Captain J o h n Havens-5.
Mallmann, former Pastor of the Presbyterian Church, Shelter Island NY, reprinted by the Shelter Island Public Library Commemoratint Its 100th Anniversary 1885 a€“ 1995, copyright 1899. You are certain that, within hours of receiving your resume, the hiring manager will be on the phone making you an offer. Havens did in his chart) saying that nearly all the Havens "now living in the Town are descendants of John Havens-3, the son of George-2 (205 in Henry C. And Mallman himself, on page 293, shows Patience, daughter of Daniel and Deliverance (King) Tuthill as marrying John Havens. He married first Mehitable Brown, who died September 10, 1807; his second wife was Bethia Conklin (?). Josiah Smith, he built a dam and grist mill on the East Branch of the Mantic River (Paper Mill Pond?) with a run of native millstones. In 1775 or 1776 he sold Hog or Hawkins Neck to Daniel Downs; his wife Abigail also signed the deed. He is named in the will of his father John-3 and is bequeathed the eastern part of South Haven, including the mills.
Prince of Yonkers, New York, states in a letter of October 30, 1899 that his great grandmother Ruth Havens was born in and married from Brookhaven, born 1756, married Aaron Higbie in 1785, had a son Major Benjamin Higbie of Babylon and later of Troy, New York. Owners are proud of their cars but this is often difficult to convey to other enthusiasts who have never heard of Crossley, much less the model: Regis. After sending off a ream of resumes for a laundry list of perfect jobs, though, you are still waiting for the phone to ring. She is mentioned in his will, dated March 5, 1783, probated January 22, 1799, plus sons Benjamin-5, Nathaniel-5, John-5, and Jeremiah-5, plus daughter Charlotte-5. He married Abigail, daughter of Merriby and Mary (Strong) Bostwick, who was born July 4, 1746 and died November 9, 1801.
He bought Ariskonk Neck in Center Moriches from John and Sarah Gardiner in 1798; he sold it, except for 30 acres, to Benjamin Petty in 1801. He is said later to have lived on the Wilcox place in Old Neck and possibly later in Brooklyn.
Josiah Smith and John's father Henry-4 built the dam and grist mill and this John later had a sawmill on that site. There were probably also the following children, mentioned in the will of Joseph Smith as children of his daughter Rebecca: Henry-6, Rebecca-6, and Abigail6. On February 14, 1757 he conveyed to Benjamin Havens-4 (see below) Ariskonk Neck and half of Orchard Neck; his wife Ruth also signed the deed (Unacknowledged Deeds Book 3 page 99).
I have heard both my father and Aunt Sarah Wickham say that we were related to the Higbie family of Babylon, but I do not know how.
Sinai Post office, is the broken stone of Harriet, daughter of Merodach Havens, The year of her death is missing, but she was ten years old. An elderly chap looking at my Regis - albeit, in Australia - commented that he did not know that Crossley made anything as new as my Regis - he obviously knew of the older, large cars for which Crossley Motors is famous. To edit the header or footer in Word 2003, go to the View menu and select Header and Footer.
There are, however, some errors in them that I shall attempt to point out, as well as to give some additional data. He also had two daughters, not mentioned in the will, who lived at Oyster Ponds (Orient), possibly Mehitable-5 Moore and Bethia5 Rackett.


Where it is helpful, I have drawn on both, plus material in my own possession concerning Benjamin Havens-4 and 5.
They had nine children, and the following listing, from a Strong family Bible, checks essentially with Mallman.
Nathaniel Miller of Fireplace (Brookhaven Village), and their children were Nathaniel who married Ellen Carman, Mary who married William Andrews, Jerusha who married Caleb Parrhall, Laura who married George Ashby, Dewitt who died unmarried, Caroline who married Caleb Green, Sarah who married George Andrews, and Julia P., who died unmarried in 1888.
94 Daniel Tuthill Havens-6 (Jeremiah-5, John-4, John-3, George-2, William-1) was born June 9, 1787 died February 28, 1868. He may have conveyed the other half of Orchard Neck to John Havens-4, for the latter conveyed to his son John-5 part of the east side of the Neck in question. He appears on the Brookhaven assessment rate in 1749, and he signed the Association in May 1775. Susannah-5 married Daniel Voorhees and had children: Benjamin-6 and Phebe-6, who married a Webster.
The following account explains the facts of what a Regis actually is and gives the history of the car and how it was developed. She survived her father, who died when the family was living in Bedford, Kings County, where her father made his will. Details of the SpecificationA and other aspect of the Regis areA covered to help Owners to keep their cars "on the road". If the job posting does not include this information, call the business and respectfully ask to whom you should address your letter. I am not so sure that she was a daughter of John-4, but there was a Jerusha of that period, and I think she may have married a Platt. Charity-6, born January 8, 1777, married William Hawkins and had children John and Abigail. George and the Patentship of Moriches, listing himself as the head of a family with one male over 50 (himself), two over 16, two boys under 16, two females over 16 (probably his wife and a daughter), and one female less than 16. The new model was first described by the motoring press in August 1934 and showed a more modern style of car but with some rather a€?angulara€? features.
State your reason for writing and where you learned about the position for which you are applying in the opening paragraph. Briefly describe why you are the best person for the job next, and close with a gracious note of appreciation for the readers time.
She and her sister Sarah died in infancy, and their stones are in the old Center Moriches Cemetery on Beachfern Road. Placing a phone call or sending an e-mail displays your enthusiasm and desire to land the job. The magazine incorrectly stated that the new bodyA  was to be the new standard body for the (new) Ten chassis. The body was a smarter, more modern design than the Ten although not quite as long as the subsequent Regis and possibly Gordon Macandrew saw this body and decided he could have a better one designed. FS 9998 was the result.A This car is the special bodied car built by RanalaghA for the March 1934 RAC Bournemouth Rally, illustrated in The Autocar of 23rd March 1934. The later Regis of C F Beauvais design was slightly longer to provide a larger boot and also accommodate the six-cylinder engine option of the Regis. However, by the time the Crossley Regis appeared at the 1934 Motor Show, it was basically the same as Mr McAndrewa€™s car, Crossley having engaged Mr Beauvais to tidy up their body to the New Avon design. This became the standard Crossley Regis available in Ten and Twelve horsepower versions until the end of car production in 1937. Note the more angular coachwork when compared to the Beauvais-designed Regis Sports Saloon. These views are from Veteran and Vintage Magazine archives.A The chassis itself was modified from the Ten style basically in the shape of the main chassis side members. The older Crossley Tens had a parallel chassis to the rear engine mountings when the chassis angled sharply outwards to provide parallel side members from just behind the engine to the rear of the car. This allowed the older style of body, with a full-width scuttle, to be supported by the chassis.
The Regis body, however, tapered from the a€?Ba€? post of the body towards the radiator and was supported on timber main sills that tapered to a point level with the rear engine mounts. The rather heavier Regis model probably prompted Crossleys to offer the larger 12hp version to regain a€“ and surpass - the performance of the earlier Tens. UD 6393 was registered on 6th Novemebr 1934 and the Regis Sport Saloons cars were already at 100051 by 3rd November 1934 so both types of Regis were usingdifferent chassis number series it would seem..
See Chassis List page for more details.The first 100 chassis included Ten and Twelve horsepower cars. Mr J R I Crossley, one of the family members involved in the Crossley car empire, states, in correspondence to Motoring Historian, the late Michael Sedgwick, that a€?about six interim modelsa€? were built. In the records maintained by the Crossley Register, which includes some car details taken from the surviving records of Council Registration Records, the highest chassis number of cars shown within the four cylinder sequence is 100504. Similarly, no numbers are on record within the six cylinder sequence 100901 to 100999, suggesting that none were made within this series. Six cylinder cars were, however, continued from 101001 upwards, the highest recorded being 101043, a registration record. Actual cars known to exist in this area are 101036 the 1936 Motor Show Twelve horsepower car (used by a Register Member until sold in 1968) and 101041 an existing car in preservation. Under the circumstances, the number of Regises built may vary between about 900 and 1050, depending on whether or not the gaps mentioned were actually a€?gapsa€? and not just a lack of information. In this context, Coventry Climax engines used in the Regis had the chassis numbers of the cars to which they were originally fitted stamped on the edge of their flywheels. A six cylinder engine has been found in Australia, JMC 155, showing a chassis number 100900. This does not, unfortunately, prove that other cars were built with numbers within the 900 series.A A Several people have heard the story about a Regis being smuggled out of the Factory and being built in a garage workshop. This illegal act was discovered when the owner wanted spares and the chassis numberA quoted had not been issued by the Factory. Perhaps this more than rumour was actually a car quoted in the 100901 - 100999 series before the Factory had actually reached those numbers!A From the chassis numbers listed in the "Chassis List" page of this website, Cars between 1 and 100 were built in both 10 and 12hp versions. Taking the 10 hp cars as 100101 to 100504 gives us 404 cars plus the 20 from the first 100 series and that gives us 424 cars. With the 12 hp cars, 100601 to 101043 gives us 443 cars but the possible absence of the 900 series not being used reduces this to 343 cars. This suggests, since the final number made may well be higher than 100504 - for 10 hp cars or 101043 for 12 hp cars. Let usA estimate that 425 cars were built of both 10 hp and 12 hp cars - a total of 850 vehicles.
A select band of quality cars.A A four cylinder a€“ Ten horsepower a€“ car exists as chassis number 100121. It was owned by an ex-Factory Foreman, Mr Jacques of Bury, Lancashire and had quarter lights operated by small wheels instead of the sliding locks normally fitted to the Regis - similar sliding locks were fitted to Jaguar XJ 6a€™s until recently. The a€?wheela€? operation of quarter lights was used by the German firm Borgward in their a€?Isabellaa€? models of the 1950a€™s and early 60a€™s.
Chassis 100039 (The late Ron Wilsdona€™s car, ABY 690 had the same quarter light treatment.) Such an item on the Regis may have been included as an added a€?attractiona€? to patrons at a Motor Show similar to the a€?cutawaya€? cars at modern Shows and the chromed chassis used by Crossley for some of its larger models at earlier Motor Shows. Rumour has it that these latter items ended up as fill for the bomb craters within the Works during World War 2.


What a terrible shame!A In Australia, the Regis types were supplied without bodies since this reduced import duty for the imported chassis. Bodies were often supplied by Ruskin Motor Bodies of Melbourne but some of the Motor Show cars displayed at the Melbourne International Motor Show in June each year had bodies to the UK design and may have been fully imported vehicles. Ruskins at least, had a design of their own for the Regis body, similar bodies being also built on Triumph Gloria chassis.
In the Coach and Motor Body Builder of Australia and New Zealand, a Trade Journal, a design is illustrated in a 1935 edition for a six-light body on a Regis chassis, again quite different from the UK outline (a four light design) and advertised as a a€?streamlinea€? version. The Company was at the forefront of bright two-tone liveries on the Regis, having a second colour picking out the mudguards and running board and also the raised relief above the aluminium beading just below window level and continuing over the doors and windscreen. To avoid overstating the colours, when two extremely contrasting colours were used, such as maroon (Tuscan Red) and fawn (Desert Sand) the secondary colour, fawn, was used only on the raised relief and not on the mudguards and running boards. In all cases, the raised concentric circle section of the wheel discs were also painted in the lighter colour.
Anecdotal evidence from different people indicates that Crossley Motors were well known as offering two tone a€?brighta€? colurs on their cars of the 1930a€™s and covers the Crossley Ten era as well as the later Regis. My own Regis, bodied by Ruskin MotorA Bodies of Melbourne, Australia, was originally dark green (Bottle Green) overpainted white at a later date. The wheels, however, had been painted silver on their outer sides only and the interior faces were what appeared to be an original duck egg blue although in slightly different shades due to weathering. In August, 1934, the Industry magazines described the squarer a€?interima€? design in great detail.
On the Motor Show stand for that year, Crossley exhibited both the a€?interima€? and Beauvais-designed cars. After about January 1935, no further mention of a€?Regisa€? appears and only the Beauvaismodels were available a€“ in 10 and 12hp form. Later adverts appear to have been more general with comments such as a€?A precision built Crossleya€? or a€?A car with no nonsensea€?..
The Motor Show adverts for the 1935 Show used the theme of a€?Make a point of seeing the New Crossleysa€?, the illustration being a light-coloured Regis.
Cook and Palmer, the main Crossley distributors for Londonused a drawing of a Regis with the slogan a€?To try it is to buy ita€?. Some of these adverts have been available on ebay using the a€?Art Decoa€? slogan by the dealers selling them.A Letters to customers from Crossley Motors suggest that cars were not available sometime between January 1937 and September 1937, this latter date stating that the cars were not available due to other commitments of the Factory.
However, whilst not being confirmation of the end of production, it is interesting to note that The Motor magazine of 5th October 1937 carried an advert for Regis 4 and 6 cylinder cars as well as the 3 litre 20.9hp Sports Saloon.
Cost 365, accept 215.a€? The advert was illustrated with a fine three quarter front offside view of the Beauvias Three litre saloon! So much for advertising standards!A Brochures were always available for the Regis and appeared for the four cylinder a€“ red and gold and six cylinder cars a€“ blue and white.
Right to the end of production, however, the illustration of the chassis in these brochures showed the dash area to be that of the original a€?interima€? model a€“ rather similar to the old Crossley Ten. The support for the dashboard showed the holes to allow glove boxes to be fitted in the dashboard itself so that the a€?interima€? model must have differed from the Regis Sports Saloon in this area as well. Even in the brochures for the 1936 cars where the 1640cc engine was mentioned, this a€?interima€? style of chassis was shown. From the outside, the car illustrated was invariably a light coloured car with a four cylinder grill a€“ even though the brochure was specifically for the six cylinder model. Pass and Joyce were agents with showrooms in London and Manchester a€“ having also been involved with competing with a Ten in the RAC Rally to Torquay a€“ leading to one version of the Ten having this model name.
Cook and Palmer in London advertised themselves for Regis sales and Gordon C McAndrew of Edinburgh who actually had the body design that lead to the Crossley Regis itself, was an agent until the Company stopped car production in mid 1937.A The Coronation Edition of The Autocar of May 1937 included a well-known Crossley advert showing a Regis, a Mancunian Streamline bus and a six-wheeled trolley bus in a coloured, glossy page establishing a€“ rather than actually advertising a€“ Crossleya€™s involvement in both car and commercial vehicle manufacture. The artista€™s illustration showed a hybrid version of the Regis a€“ neither the a€?interima€? nor Beauvais versions! The winning car referred to in the advert had been, however, a Crossley Ten of 1933 although this was not specified to the buying public.
This has some truth in the context that they did buy some cars back that were offered for sale so that they could update the cars used by their staff. For example, BTD 272, the Maroon 1936 show car, chassis 101036, was registered on 1st November 1936 and purchased by Harwoods Ltd, the haulage and taxi firm in Darwen,Lancashire for use as a taxi. They sold the car back to Crossleys in November 1940 and it was then used by Mr Whittaker, a bus salesman until about 1955. It would be unlikely and uneconomic for the Company to have literally a€?bought backa€? all their production so this shows the practical aspect of this rumour.
Whilst used by Mr Whittaker, the car was registered in his name but when he left the Company in 1955, it was Crossley Motors who sold the car to The Prince of Wales Motor Company of Moss Side, Manchester. This firm was operated by Mr Small, one time employee of Crossley Motors who had travelled with the Prince of Walesa€™ overseas tours to service his fleet of Crossley cars. The car later ended up with a Mr Foster of Newton Heath, Manchester who raised the height of the rear shackles to tow a trailer with competition motor bikes that he used in Isle of Man TT Races. By this time it was painted black and regrettably ended its days requiring some body repairs when the roof of the garage where it was stored collapsed on it. After the first twelve months or so, the Company was receiving more Military vehicle orders as well as commercial vehicle orders, mainly buses and space was at a premium at Gorton.
Orders for the Regis were not high in number and it was decided by the Board of Directors to work on a three monthly basis of building these cars.
Despite this, construction continued until well into 1937 after which it ceased completely.
During early 1936, all finishing work on vehicles was carried out at the Companya€™s Hyde Factory although few Regis cars were taken there since production was by then running at a low level. Engines were number MC1501 upwards for four cylinder 1122cc units and the six cylinder engines were numbered JM 1xx upwards denoting 1476cc units.
Late in production, a larger six cylinder engine of 1640cc was introduced and these were numbers JMC 101 upwards. All the engines were of the inlet over exhaust configuration.Bodies were built on wheeled bucks and only transferred to their chassis when the main frame and panelling was completed, mudguards and running boards then assembled during the finishing process. Flooring and trimming and wiring was done once the body and chassis were joined.A The body was usually built by a team of workers with coachbuilding skills to a high standard - as often stated in the Crossley Motors publicity and Trade Press descriptions. Registrations in the chassis list show a Regis registration in April 1937 which would fit into this time slot.
However, lack of accurate registration and sales information does not reveal an actual date at this stage and such statements are made with this in mind. Michael Eyre, (Part Author of a€?Crossleya€?) points out that Sales Staff are not known for their definitive statements amd may well say whatever they need to say to make a sale or explain why a sale is not possible at a certain time. This car has been mentioned with its photograph in the Crossley Registera€™s Newsletter but no other information is available.A The late Michael Wylie, an automotive historian in Belfast has tried to find more information for me without success, before he passed away but, as he rightly said, Ireland has not a great liking for Crossley due to their use by the hated Black and Tans in the history of Ireland.
So much so that the Crossley Tender features sinisterly in various songs and verse recording these events. This car was owned by Crossley Motors and was Chassis Number 100019 which would date it as 1934 but the car was not registered until 1936, presumably for the Rally.
Gallery 1 Gallery 2 Gallery 3 Gallery 4 Gallery 5 Chassis List Handbook Instruction Manual Specification.




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