History of Middlesex county, Connecticut, with biographical sketches of its prominent men, Part 10

Author: Whittemore, Henry, b. 1833; Beers, J.B. & Company, publishers
Publication date: 1884
Publisher: New York : J. B. Beers & co.
Number of Pages: 818

USA > Connecticut > Middlesex County > History of Middlesex county, Connecticut, with biographical sketches of its prominent men > Part 10

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GENERAL HISTORY.

Isaac Webb was born in Chester, and graduated from Yale in 1822, and was afterward a tutor there. He studied law in New Haven, commenced practice in Mid- dletown in 1827 or 1828, and died in 1842, at the age of 45.

Stillman K. Wightman was a graduate of Yale in 1825. He studied law with Jonathan Barnes, Esq., and at the law school in New Haven, and was admitted to the bar in 1827. He was State attorney, Speaker of the House of Representatives, and State Senator. He removed to New York city about 1844.

Ebenezer Jackson was a native of Savannah, Georgia, and was educated at the College of St. Mary, in Balti- more. He studied law in Litchfield, and was admitted to the bar in 1827. He was afterward a member of Con- gress.

Charles C. Tyler, a native of Haddam, studied law with Judge Storrs, and was admitted to the bar in 1827. He was State attorney and judge of the County Court. He was a man of infinite jest and most excellent humor. He died at Middletown on the 6th day of February 1882, having reached the 8Ist year of his age.

Samuel W. Griswold was a native of Westfield Parish. He studied law with Abiel A. Loomis and Jonathan Barnes, and was admitted to the bar in 1832. He died in 1844, aged about 36. -

Alfred Hall, a native of Portland, and a graduate of Trinity College in 1828, studied law in Middletown, New Haven, and Cambridge, and commenced practice in Middletown about 1833, but soon returned to Portland and became a merchant. He represented Portland in the General Assenibly several years.

Elihu Spencer, a native of Warren, Ohio, graduated at the Wesleyan University in 1838, studied law with Judge Storrs, and was admitted to the bar in 1841. He be- came town clerk, clerk of the County and Superior Courts, treasurer, and representative in the General Assembly.

Dennis Sage, a graduate of Wesleyan University in 1839, studied law with Judge Storrs, and was admitted to the bar in 1842. After practicing a short time he en- gaged in other business.

Charles Whittlesey, a native of Salisbury, and a gradu- ate of Williams College in 1840, studied law in Litchfield county, where he was admitted to the bar in 1844. In that year he commenced practice in Middletown, and he was afterward State attorney.

Norman L. Brainerd was born in Portland. He studied law in Cambridge and in New York city, in which latter place he was engaged in practice. He after- ward removed to Middletown. He was always a genial gentleman, winning the affections of those who knew him. He was a vigorous and versatile writer and a poet of no mean rank. He died at Middletown on the 30th of August 1877, in the 57th year of his age.

John Hugh Peters was graduated at Williams College in 1798. He studied law with his brother, Judge J. T. Peters, of the Superior Court, and commenced practice in Middle Haddam as early as 1803. He continued till

18II, when he died at the age of 35. He was well-read but modest. 1202821

Asahel Utley, a native of Wilbraham, Mass., was ad- mitted to the bar in 1822. He practiced a short tinie in Middle Haddam, then went to East Haddam, where he remained till 1831. He then removed to Middletown, where he died the same year, at the age of 35.

Constans F. Daniels removed to Middle Haddam from Waterford in 1822 but left in 1825.

Mark Moore removed to Middle Haddam from Bos- ton in 1822, but in 1825 went to Bridgeport, where he died in 1850.

Horace Foote, a native of Marlborough, and a gradu- ate of Yale College in 1820, studied law with Seth P. Staples, Esq., of New Haven, and was admitted to the bar in 1822. He removed to Cleveland, Ohio, about 1835.

Linus Parmelee came to Haddam, with his parents, when about six years of age. He studied law with Levi H. Clark, Esq., and was admitted to the bar in 1808 or 1809. He practiced in Haddam till 1842, then in Middle Haddam.

Elihu Spencer, one of the most accomplished scholars and keenest logicians that ever practiced at the bar of Middlesex county, was born in Warren, Trumbull county, Ohio, in 1820. He was a grandson of Isaac Spencer, for many years treasurer of the State of Con- necticut, and great-grandson of Gen. Joseph Spencer, of East Haddam, who was a distinguished officer in the Rev- olutionary Army. His father died before the subject of the present sketch was born, and while he was yet an infant his widowed mother removed, with her only son, to Connecticut and settled in Middletown.

After the usual preparatory studies he entered Wesley- an University, and was graduated from that institution in the class of 1838. After his admission to the bar he at once took high rank in his profession. He was learned without pedantry, and cultivated without ostentation. He was one of those genial natures with whom every one who can appreciate becomes enamored. He was modest, retiring, in honor preferring others, and yet possessed of a wonderful intellect, clear, penetrating and logical. Every phrase was a premise, every statement a syllogism. He was devoted to his profession and sought no other field. He refused many offices which were offered to him.

His health failed him, and after a lingering sickness, which he bore with a cheerful fortitude, he died at Mid- dletown on the 11th of April, 1858.

Hon. Moses Culver .*- Moses Culver was born in Wallingford, June 20th 1817, where he continued to re- side till 1837, when he renioved to Chester, where he remained till 1845. During his residence in the latter place he was engaged in mechanical labor, but all his spare hours were devoted to the cultivation of his mind. While he was still at work daily at his trade, he com- menced the study of law under the instruction of the late Hon. Ely Warner, of Chester, and, after three years

*By Hon. William W. Shipman.

HISTORY OF MIDDLESEX COUNTY.

of diligent application, he was admitted to the bar. In May 1845, he removed to Colchester, Connecticut, and entered upon the practice of his profession. In 1846, he removed to East Haddam, where he succeeded to the law business of the Hon. E. A. Bulkely, who had re- moved to Hartford. Mr. Culver resided in East Had- dam till 1856, during which time he represented the latter town one year in the lower house of the Legislature, and for several years filled the office of judge of Probate.

In 1856 he removed to Middletown, where he con- tinued the practice of his profession, and, for six years, he was State attorney for Middlesex county. In 1860 · he represented Middletown in the lower house of the Legislature.

In June 1875, he was elected a judge of the Superior Court for the term of eight years, and at the expiration of the term was re-elected.

The career of Judge Culver was a happy illustration of that sure reward which follows diligence and per- sistent well doing. Without the advantages of an early education, he cultivated his mind by his own unaided efforts, and rose to distinction at the bar and on the bench by devoting all his energies to the discharge of his duties. As a citizen, his name was without a stain, and in all the relations of life he bore a high character for integrity. As a lawyer he spared no pains or labor to serve the best interests of his clients, and met that success which such efforts seldom fail to win. As a judge he was honored by his associates on the bench and by the bar which practiced before him in all parts of the State; and held in high esteem by the whole community as an able and upright magistrate.

For many years Judge Culver has been a devout member of the Congregational Church, and, in his modest demeanor, and the purity and simplicity of his daily life, has exemplified the principles of that religion which he professed. During the whole forty-six years in which he was, for most of the time, a conspicuous citizen of Mid- dlesex county, he enjoyed the respect and confidence of all who knew him.

In 1845, he was married to Lucinda Baldwin, of Ches- ter, by whom he had several children, two of whom still survive. His only son, M. Eugene Culver, Esq., is a member of the bar of Middlesex county. The death of Judge Culver occurred on the 21st of October 1884, after a lingering illness.

This list of attorneys now residing in Middlesex county, not all, however, in active practice, is derived from the annual State Register for 1884:

Middletown-Arthur W. Bacon, Conrad G. Bacon, Clarence E. Bacon, Eldon B. Birdsey, Arthur B. Calef, M. Eugene Culver, Daniel J. Donahoe, William T. El- mer, Lovell Hall, John M. Murdock, Thomas G. Mather, D. Ward Northrop, Wesley U. Pearne, Robert G. Pike, Silas A. Robinson, Charles G. R. Vinal, Frederick Vinal, Samuel L. Warren, Harris Warren.

Chatham-Lovell Hall.

Chester-Jonathan T. Clark, Washington F. Wilcox. Durham-Henry G. Newton (office in New Haven).

East Haddam-Julius Atwood, Francis H Parker, Hiram Willey, E. Emory Johnson.

Essex-Eben P. Lincoln, James Phelps, James L. Phelps, Henry P. Pratt.

Portland-William H. Ingersoll, Dennis A. McQuillan, John M. Murdock.

Saybrook -- Washington F. Wilcox.

Westbrook-David A. Wright.

CHAPTER VII.

'FERRIES, STEAMBOATS, HIGHWAYS, RAILROADS.

FERRIES IN MIDDLESEX COUNTY.

LL INTERCOURSE between the opposite sides of the Connecticut River was, till the construc- tion of the bridges of the Air Line and Shore Line Rail- roads at Middletown and Saybrook Junction, by means of ferries. These bridges are only for the passage of railroad trains, but most of the travel, which would otherwise cross the ferries, goes over on these trains. The ferries are still utilized by teams and for local travel, but the great change which the establishment of railroads across the country and along the river has effected. has diminished the importance of these ferries, and some of them have fallen into disuse, while others are only oc- casionally used.

Although at an early period facilities for crossing the river, at various points along its course, were provided by private individuals or associations of neighbors, no ferry with privileges guaranteed by law was granted till 1662, when the Saybrook ferry, between Saybrook and Lyme, was authorized by the General Court. In 1664, Chapman's ferry, between Haddam and East Haddam, . was granted. In 1724, Brockway's, between Pauta- paug and North Lyme, was established, and in 1726, Middletown ferry, between Middletown and what is now Portland, was granted.

Knowles's Landing ferry was granted in 1735, but it was abandoned, and another grant was made in 1806.

In 1741, the East Haddam ferry, between Haddam and East Haddam, was granted, but it was only occasionally kept, and in 1811 a new grant was made.

Upper Houses ferry, between what are now Cromwell and Portland, was authorized in 1759.

Higganum, between Haddam and Middle Haddam, was granted in 1763.

Warner's, between Chester and Hadlyme, was estab- lished in 1769.

Haddam ferry, between Haddam and Middle Haddam, received chartered rights in 1814.

STEAMBOATS AND STEAM NAVIGATION ON CONNECTI- CUT RIVER.

The nearest approach to steam navigation previous to the 18th century was a boat built by John Silliman, of Chester. It was in the form of a scow, with paddle wheels propelled by horse power. He carried grain and

GENERAL, HISTORY.

other materials on the river, and at one time, it is said, he carried the mayor and aldermen of Hartford on an excursion trip. The loss of a load of grain, by the sink- ing of his boat by running onto a rock, compelled him to abandon the undertaking. At the time he met with the loss he used two scows fastened together, propelled by two horses. The wreck of these could be seen, a few years ago, just south of the Chester steamboat dock, sunk in the mud.

No steamboat is known to have run on the Connecti- cut River prior to 1819, except the Fulton, which plied for a short time. The Enterprise, built and owned by a Mr. Kelsey, of Middletown, came on soon afterward.

In 1824, the Connecticut River Steamboat Company put on the river the Oliver Ellsworth, a new boat, com- manded by Captain Daniel Havens, of Norwich ; and in the next season the McDonough, another new boat. These were among the best boats of that time. They were well finished and furnished, were schooner rigged, and had figure heads and bowsprits, and carved work on their sterns. They were well patronized, and they did a large share of the passenger business between eastern and northern Connecticut and New York. At Calves' Island wharf, in Lyme, stages met these boats, and con- veyed passengers between that point and New London, and the region east. Stage connections were also made at Ely's ferry for Norwich, and at Hartford for the north. The Oliver Ellsworth exploded her boiler on Long Island Sound, in March 1827, by which accident four or five lives were lost. She was repaired, and was afterward commanded by Captain Stow, of Middletown, and others, till 1834, when she left the river. At about the same time the Mc Donough was sold, to run between Boston and Portland, Maine,

In 1830, the Victory, an Albany boat, came on the route. Opposition brought down fares, and tickets for New York were sold as low as twenty-five cents. During' the season of 1831, this boat ran in connection with the other Connecticut River boats.

In the spring of 1832, the Chief Justice Marshall, Captain Jabez Howes, came, and continued till she was lost, near Branford, in a heavy storm, in April 1833.

In June of the same year came the Water Witch, Captain Jacob Vanderbilt, which made the passage be- tween Hartford and New York in thirteen hours.

In August came the New England, of the Connecticut River line, a new boat, and one of the best then afloat. She was commanded by Henry Waterman, of Hartford. On the 9th of October 1833, at Essex, this boat exploded both her boilers, killing and wounding some 20 people. She left the river, in 1837, for the Boston and Portland line.

The next boat was the Bunker Hill, Captain Sandford, which was so crank on its first trip . that it was at once docked, sawed in two, and lengthened, after which she did excellent work till she struck on Cow Neck, in Oyster Bay River, while enveloped by a fog, in 1841.

The Lexington, Captain Vanderbilt, ran, during part

of the season of 1837, in opposition to the Bunker Hill. She was called the fastest boat of her day.

The Cleopatra, Captain Reynolds, came on in 1837, and ran on alternate days with the Bunker Hill and Charter Oak. She continued on the river till 1842, most of the time under the command of Captain Dunstan, who was, in 1846, lost on the Atlantic, at Fisher's Island.

The Charter Oak, built at Hartford, under the super- vision of Matthew Hubbard, was an excellent steamer. She was transferred from the Hartford to the New Lon- don route. During the season after the Charter Oak was built, Mr. Hubbard built a ship, at East Haddam, for Captain C. R. Dean, who claimed that the Charter Oak cost him more than $500; for said he: " Every broadaxe and plane was still when that boat came in sight below Higganum. All rested to see ' Boss Hubbard's boat.' "

The spring of 1842 found no boats plying on the Con- necticut River below Hartford. The Splendid, which had run to Hartford every month in the previous winter, had been taken off.

The Kosciusko, Captain Van Pelt, came on about the Ist of May. The Globe, which had been built and fitted with the engine and apparel of the wrecked Bunker Hill, appeared about the Ist of June. She was, probably, as fast a vessel, and as much a favorite, as any that ever ran on the river. Directly after the Mexican war she was sold and went to Texas. She was, during most of the time she was here, under the command of Captain E. D. Roath, of Norwich.

The Kosciusko ran on the river till 1846, when the New Champion succeeded her. This boat was under the command of Captain Van Pelt, and afterward of Cap- tain Tinklepaugh. She was a fortunate boat, very regu- lar in making her time, and she continued on the river till 1853, when she was succeeded by the Grauite State.

The Globe was, in 1847, succeeded by the Hero, which continued till the City of Hartford came, in 1852. The Hero was, during most of this time, under the command of Captain Joseph H. King.

In the summer of 1850, the Connecticut, Captain Peck, ran on the same days as the New Champion, and the Traveller on the days of the Hero, and fares were very low.

Early in June 1852, the City of Hartford, Captain Daniel A. Mills, came on. She was owned by a new company, was new, large, and well fitted and furnished.

About the Ist of July 1853, the Granite State, Captain James H. King, owned by the old company, appeared. She was new and in excellent order. For the next few years steamboating on the Connecticut River was in its glory. The Granite State and the City of Hartford, com- manded by Captains King and Mills, afforded facilities for travel on this route that have never been surpassed.

The City of New York came out in 1866, under Cap- tain Mills. It was subsequently commanded by Captain Dibble. In August, 1881, it was sunk and badly dam- aged, but was rebuilt in 1882, and named the City of Springfield.

HISTORY OF MIDDLESEX COUNTY.

The Granite State was burnt near Goodspeed's Land- ing in May, 1883. The City of Hartford was refitted in that year and was named the Capitol City.

The City of Lawrence, Captain Miner, and the Capitol City, Captain Russell, run on the Hartford and New York line at present. They are good boats and are well pat- ronized.

The Silver Star came on in 1865, and for some years it did considerable business at the river landings, but after the advent of the Connecticut Valley Railroad this business waned and the boat was sold in 1883.

The Lawrence, Captain Royal S. White, commenced | Middletown through Berlin into Farmington, twenty running between Norwich and Hartford in 1846, and miles, was incorporated in May, 1808. continued, with the Alice, till 1850.

The Cricket, Captain Post, commenced running to New London and Long Island in 1850, and since then the Island Belle, the Mary Benton, the S. B. Camp, and the Sunshine have been on that route.

With the exception of steamboats that have navigated the river for short periods, and those which have run temporarily in the place of the regular boats, the above list contains the names and times of all the Connecticut River steamboats.

ROADS AND TURNPIKES.

The first settlers in Middlesex county came hither by way of Connecticut River, the great natural avenue of approach to the region along its shores. A few subse- quently came from eastern Massachusetts over such rug- ged Indian trails and paths as were then to be found in the untamed wilderness. As settlements multiplied along the river and extended back from it, communication be- tween them was first established and maintained through paths which were chosen because of the facilities for passage which they then presented, and without refer- ence to future exigencies or conditions. As the country became more densely populated these paths, which had become highways, were in some cases altered to meet the requirements of changing circumstances; new ones were established, and those which had become of little use were abandoned. In many cases, however, these primi- tive roads determined the location of those settlers who followed the pioneers, and it was afterward found diffi- cult to change them, though the routes which they fol- lowed were not the most feasible under the changed cir- cumstances.

As time went on points more or less distant from each other became important, and more frequent communica- tion between them was necessary, yet during many years this communication was had by way of these tortuous and inconvenient roads; and more direct and easier routes were not adopted till after the inconveniences of the old ones had long been endured. Gradually the crooked highways were straightened where it was prac- ticable, and the most frequently travelled roads were kept in better repair, but it was not till early in the pres- ent century that roads between important points began to be constructed and maintained in this county by in- corporated companies, that received for their labor and

expense tolls from those who passed over these roads.

The first of these roads in Middlesex county was the Middlesex Turnpike, that extended from Saybrook through Haddam and Middletown to Goffe's Brook, in Wethersfield, thirty-two miles. It was incorporated in May, 1802.

At the same time the Hebron and Middle Haddam Turnpike was incorporated. It ran from Hebron Meet- ing House to Middle Haddam Landing, thirteen and one- half miles.

The Middletown and Berlin Turnpike, extending from

In October of the same year the Colchester and Chat- ham Turnpike was granted corporate privileges. It ex- tended from Colchester through Chatham to Middletown ferry, eighteen miles.

Chatham and Marlborough Turnpike was chartered in October, 1809, and extended from Middletown ferry, via Pistol Point, to Marlborough, ten and one-half miles. .

East Haddam and Colchester Turnpike, from East Haddam Landing to Colchester Meeting House, ten and one-half miles, was chartered in October, 1809.

Middletown and Meriden Turnpike, between Middle- town and Meriden Meeting House, seven miles, received its charter in October, 1809.

Durham and East Guilford Turnpike extended from Durham street through North Bristol to East Guilford Green, fourteen miles. It was chartered in May, 1811.

Middletown, Durham, and New Haven Turnpike ran from Middletown through Durham, Branford, and North Haven to New Haven, twenty-three and one-half miles. It was granted in May, 181I.

Killingworth and Haddam Turnpike was incorporated in October, 1813. It extended between Killingworth street and Higganum, fifteen and one-half miles.

Beaver Meadow Turnpike was a branch of the above. It was also chartered in October, 1813, and extended to Haddam street, four and one-third miles.

Haddam and Durham Turnpike was incorporated in May, 1815. Its length was seven and three-fourth miles, from Higganum to Durham street.

Chester and North Killingworth Turnpike ran from the bridge over Chester Cove to North Killingworth, about seven miles. The charter was granted in May, 1816.

The turnpike from Norwich through East Haddam and Haddam to New Haven was chartered in October, 1817 ; and that from Pautapaug Point to East River bridge in Guilford, in October, 1818.

The Madison and North Killingworth Turnpike Com . pany was incorporated in May, 1835.

RAILROADS .- MERIDEN AND CROMWELL RAILROAD

COMPANY.

This company was incorporated in July, 1882, with a capital of $300,000. Work was commenced on the road, the termini of which are indicated by the name of the company, in the latter part of 1883, and the road went

GENERAL HISTORY.

into operation in the autumn of 1884. About one-half of the road lies in Middlesex County. H. C. Wilcox is president of the company ; Charles Parker, vice- president ; C. L. Rockwell, secretary; and A. Chamber- lain, treasurer.

The object of this road is to afford to the manu- facturers of Meriden an additional inlet and outlet for raw material and manufactured goods, and thus to re- lieve them from the extortions of monopolies.

The stock is mostly owned by manufacturers and merchants in Meriden, and no debts have been incurred in the construction of the road, either by the issue of bonds or otherwise.

MIDDLETOWN AND BERLIN RAILROAD.

This was the first railroad that was constructed in this county. Its termini were Middletown and the Hart- ford and New Haven Railroad in the town of Berlin. The president of this company was Charles K. Alsop, of Middletown, and many of the directors and stockholders were citizens of this county. The road was completed and went into operation in the spring of 1849. Before its completion it was merged in the Hartford and New Haven Railroad, which has since become the New York, New Haven, and Hartford Railroad.

AIR LINE RAILROAD.

In 1846, a charter was obtained from the Legislature of Connecticut for the New York and Boston Railroad, from New Haven to Windham, with authority to bridge the Connecticut River at Middletown, This charter was vetoed by the governor, but was again passed over his veto. The opposition to the measure was strong in Hartford, and an unsuccessful effort was made to pro- cure the repeal of the bridge clause of the charter at the next session of the Legislature. Another effort, in 1848, was successful. The bridge clause was repealed, but permission was granted for an impracticable suspension bridge at the Narrows. Meantime the company had been organized, surveys had been made, and work com- menced between Middletown and Sterling; but this act checked the enterprise, and work was suspended. The charter was renewed seven times, the last time in 1866. In 1868 the old bridge clause in the charter was re-en- acted, notwithstanding the violent opposition that was made. The company was reorganized under the name of the New Haven, Middletown, and Willimantic Rail- road, in 1867, with David Lyman president, and O. V. Coffin treasurer, and in June of that year work was com- menced and so vigorously prosecuted that cars were put on, for freight and passengers, between New Haven and Middletown, in August 1870. On the 17th of December 1872, the bridge across the Connecticut River was com- pleted and crossed by a locomotive, and, in February 1873, trains ran as far as East Hampton. August 12th 1873, the road was completed to Willimantic, and on that day a passenger train passed over it to that place.

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History of Middlesex county, Connecticut, with biographical sketches of its prominent men, Part 10

Author: Whittemore, Henry, b. 1833; Beers, J.B. & Company, publishers Publication date: 1884 Publisher: New York : J. B. Beers & co. Number of Pages: 818

Author: Whittemore, Henry, b. 1833; Beers, J.B. & Company, publishers
Publication date: 1884
Publisher: New York : J. B. Beers & co.
Number of Pages: 818