History of New Haven County, Connecticut, Volume I, Part 56

Author: Rockey, J. L. (John L.)
Publication date: 1892
Publisher: N. Y. : W. W. Preston
Number of Pages: 966

USA > Connecticut > New Haven County > History of New Haven County, Connecticut, Volume I > Part 56
USA > Connecticut > New Haven County > History of New Haven County, Connecticut, Volume I > Part 56

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Encouraged by the action of the town in 1864 and believing that two companies would be beneficial to the place, John C. Byxbee, Thomas King, William Judge and others organized Washington Engine Company, No. 2. It was soon apparent that this belief was correct. A well-ordered rivalry sprang up between the two com- panies, causing them to frequently practice and making them more efficient in service. The Washington Company had, as its first engine, the first machine brought to the town and which had been so long unused. Becoming dissatisfied with it, they sold it to Charles Parker and applied the proceeds, with other moneys raised, to the purchase, at Providence, of a really good engine, and thoroughly manned the same.

The selectmen being authorized to build another engine house, the Pratt street station was erected and dedicated in 1867. The engine of the Washington Company was used until there was 110 further need for hand machines, when the town purchased it and after using it some time, at South Meriden, removed it to the alms- house for service at that place. When the company was in its prime. in 1867, the engine was manned to throw a stream of water 218 feet, eclipsing the efforts of No. 1, in this direction.

Before that time, the two companies were given an opportunity to demonstrate their usefulness at the woollen mill fire, May 3d, 1865, when the large frame building standing on the site of the present Wilcox Silver Plate Works, was completely destroyed. The loss was

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HISTORY OF NEW HAVEN COUNTY.

about $250,000, and Edward Ten Eyck was killed by the falling of an eave trough. The Charter Oak Company in its haste to get a stream of water on ran its engine so near the flames that it took fire and had to be abandoned. It was burned so much that it could no longer be used and Washington Company and the Hook and Ladder Company did the remainder of the work at that fire. The Charter Oak Com- pany was without an engine about two years, when a new crane neck engine was procured, at Newark, New Jersey, which was the one used in 1867 and was in the service of the company until after the water department had erected its hydrants on the principal streets of the city, when the engine companies disbanded and this engine was sold.

In connection with the Washington Company a hose company was organized in April, 1865, which was in existence until 1870, when it consolidated with another company, becoming the present Byxbee Hose Company, No. 2.

After the heavy fire of 1865 the town was impressed with the need of better organization and June 1st, 1866, appointed O. H. Platt, John C. Byxbee, Ira Twiss, Isaac C. Lewis and Charles Parker, a com- mittee to devise means to that end. The selectmen were also author- ized to offer a reward of $1,000 for the apprehension of an incendiary, guilty of the crime of setting any fires from which the town suffered. No doubt, the discussion of this matter hastened the incorporation of the city, in 1867, and, under its charter, the Volunteer Fire Depart- ment was organized the same year. John C. Byxbee was appointed the first chief engineer and was succeeded, in 1868, by J. W. Hiney, at that time superintendent of the Meriden Britannia Company's works. Charles H. Warner became the chief engineer in 1869 and served more than two years, having Arthur J. Hughes as his first assistant. He first introduced a methodical system of alarms, which was a great improvement upon the indiscriminate method before used and which often resulted in confusion. Robert Oughton was the next chief engineer and the last under the volunteer system.

In this period the department was practically reorganized. In 1871 the hand engines went out of use, and those companies were dis banded. The hose and hook companies were strengthened by ad- ditions from those bodies, as nearly a hundred men had passed out of service. As reorganized there were the following companies: Charter Oak Hose Company, No. 1, on State street; Byxbee Hose Company, No. 2, on Pratt street; Parker Hose Company, No. 3, on Center street: Wilcox Hose Company, No. 4, on Camp street; Ever Ready Hook and Ladder Company, No. 1, on Pratt street. Each truck carried 450 feet of hose. There was one engineer, two assistant engineers, five fore- men, ten assistant foremen, and 73 men in the ranks.

In 1872 occurred a number of disastrous fires, among them being those of the Malleable Iron Company, March 11th, loss $40,000; the Cook and other blocks on Main street, April 29th, loss $25,000; the

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HISTORY OF NEW HAVEN COUNTY.

Meriden Britannia Company, September 29th, loss $45,000. The ag- gregate losses in the year were $153,550-an amount so large that the necessity for still better organization was forcibly urged upon the court of common council.

The Meriden Paid Department was introduced in 1873. John C. Byxbee was secured as the chief engineer, and served two years. In the first year of this department the losses by fire were $73,741; more than two-thirds of which were included in the fire at Lyon & Billard's planing mill on the 15th of July. In 1874 the losses were only $27 .- 260. In 1875 the losses were somewhat greater, but, all things con- sidered, there has been an encouraging decrease since the organiza- tion of this department. In 1875 Edward Roark was the chief engineer; in 1876-7, John F. Butler; and from 1879 until 1887, Isaac B. Hyatt.

Under his administration the efficiency of the department was greatly promoted. In the fall of 1880 the Gamewell Fire Alarm sys- tem was introduced, at a cost of 84,200, and was ready for use June 6th, 1881. Eighteen signal stations were established, fifteen being street boxes. In its operation eight milesof wire were required, work- ing on seven gongs and one large striker. Three thousand dollars was expended in the erection of a new bell tower at the Pratt street station, in which was placed a Jones & Co. Troy bell, weighing 6,142 pounds, which was now used to strike the alarms instead of the bell of St. Andrews church, formerly used. E. B. Baker was appointed superintendent of the alarm system, and served until 1887, when he was succeeded by W.G. Riggs. The alarm telegraph has proven very serviceable, and the system has been perfected and extended, there being in December, 1889, 24 street boxes, and the value of the prop- erty connected with the system was more than $9,000.

In 1880 the office of fire marshal was created, and until 1888 the position was held by S. C. Pierson. After two years' service by M. F. Fitzgerald, David Bloomfield became the marshal, in 1890. At the time this arrangement was made, in 1880, the department numbered 72 men, not including the 20 men connected with Volunteer Company No. 5. In 1881 the expense of the department was $14,891.89. Two fires of importance occurred this year, those of the Meriden House, January 12th, with a loss of $17.000; and the Charles Parker Company's shop, $5,500, on the 23d of April.

The extension of the city, on the high ground along Broad street, where there is not sufficient pressure to use hose service only, induced the common council to purchase a steamer for use in that locality. Hence, on the 3d of July, 1884, Steamer No. 1 went into service. It is of the Sillsby pattern, third size, No. 2 grade, and cost $3,700. For its accommodation a two-story brick addition was built to the Parker Hose house, where have since been the headquarters of those man- ning it.

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HISTORY OF NEW HAVEN COUNTY.

In 1885 the total losses by fire were $19,831. One of the most serious was March 5th, which threatened the destruction of the C. Rogers & Bros. works, and was saved by the timely help of the depart- ment, with a loss of $6.600. In 1886, the entire loss was $32.490, of which the Meriden Curtain Fixture Company sustained more than 825,000, on the first of April. In 1887 the burning of McCarthy's livery stable, on the 11th day of April, when the barn and ten horses were consumed, was the most serious loss. Singularly, the burning of the horse car stables, January 11th, 1888, was also the heaviest loss that year, the amount being $30,475, of a total of $47,485. Thirteen street cars and 78 horses were consumed, the fire burning with such rapidity that the department was powerless. In 1889 there were 38 fires and alarms, but so efficient was the service that the losses amounted to but little more than $17,000.

In 1888 Owen Horan became the chief engineer, holding that posi- tion two years, when Isaac B. Hyatt was again placed at the head of the department, whose maintenance costs nearly $20.000 per year. The force in 1889 consisted of 88 men-3 permanent men, 65 call men, and 20 volunteers. The value of the property owned by the depart- ment approximated $50,000. The companies in service were as fol- lows: Charter Oak Hose Company, No. 1, on Butler street, 12 men; Byxbee Hose Company, No. 2, on Pratt street, 12 men; Parker Hose Company, No. 3, on East Main street, 12 men; Wilcox Hose Company, No. 4, on Colony street, 12 men; Veteran Volunteer Hose Company, No. 5, on Camp street, 20 men; E. J. Doolittle Truck Company, No. 1, on Pratt street, 16 men; Steamer No. I, manned by Parker Hose Com- pany. The hose companies carried 5,200 feet of hose, and the num- ber of fire hydrants was 220. From these a pressure of 85 to 115 pounds per square inch could be obtained.

Briefly, the history of the companies constituting the department is as follows ;

Charter Oak Hose, No. 1, organized in 1863, and until 1871 con- temporary with Charter Oak Engine Company. The quarters on Butler street are commodious and attractive, being a two-story brick. Have an old four-wheel hose carriage and a " jumper." Total value of property, $4,855.

Byxbee Hose Company, No. 2, was organized in 1865 as the Wash- ington Company. In 1867 the present name was taken in compliment to John C. Byxbee. In 1870 it joined the department, and has since been one of the leading companies in the city. In July, 1885, a four- wheel horse hose wagon, with a horse, took the place of the com- pany's " jumper," and was placed in care of E. J. Corrigan, driver, who has been connected with the department twenty years. The new apparatus is used with gratifying results. Value of the company prop- erty is $6,825.

Parker Hose Company, No. 3, was organized November 9th, 1869,

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HISTORY OF NEW HAVEN COUNTY.

and it has since been the reliable company of the Hill district. The first house was on Center street, opposite Saint Rose church. Since 1877 it has had the quarters on East Main street, which are large and commodious, when used for hose purposes only. It is supplied with useful and handy contrivances, and is also a pleasant social retreat. A " four-wheeled Spider " is used, and since 1884 the company also mans the steamer, No. 1. The value of the property controlled is $9,850.

Wilcox Hose Company, No. 4, began as a volunteer company, on Camp street, in 1878, but in a short time became a part of the regular force. Since 1878 it has had the fine house on Colony street, which has been fitted up with taste and supplied with many conveniences, more improvements being made in 1888. Richard Shaw has been clerk of the company since 1876. This company now serves a district in which the Americus Hose Company, No. 6, was organized, in 1870, but which held together only a short time. The Wilcox property is valued at $5,200.

The Veteran Volunteer Hose Company, No. 5. The removal of No. 4 company from Camp street, in the fall of 1878, was the immedi- ate cause which led to the organization of this company, January 8th, 1879. Most of its early members had been connected with the depart- ment in its infancy, and the company soon made an enviable record. which has kept its ranks filled, although still a volunteer organization. The headquarters of the company are maintained on Camp street, the value of the property being $2,200.

E. J. Doolittle Truck Company, No. 1, was organized in 1868 as the Ever Ready Hook and Ladder Company, William Haggerty being the first foreman. Its headquarters are on Pratt street, with the Byxbee Hose Company, and are well equipped. In 1886 the old truck was sold and a new and improved truck purchased by the city at a cost of $1,750, which was put into service by James O. Brainerd, fore- man of the Doolittle Company, which title was taken in compliment to Mayor Doolittle. The truck has a capacity to carry 318 feet of ladders and is drawn by a span of trained horses, purchased in 1887, and having Julius Lego as the driver. The total value of the com- pany's property is $8,375.

In 1873 an effort was made by the department to maintain a benev- olent association, which was abandoned in the course of a few years. But in June, 1882, a similar movement resulted in establishing the Relief Fund of the Meriden Fire Department. The nucleus of this fund was the proceeds of a fireman's picnic held at Terrace Garden, in September, 1882, and it has since that time been properly aug- mented. Timely and substantial aid has been given to disabled members of the department, and the wisdom of having such a fund has been frequently demonstrated by its benevolent effects upon the families assisted.

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HISTORY OF NEW HAVEN COUNTY.

The Meriden Gas Light Company was formed in 1860 with a capital of $30,000, Eli Butler being the first president and S. Dodd, Jr., the secretary and treasurer. In the fall of 1863 the works created by it were placed in operation under the superintendence of Charles L. Fabian. The service at first was limited but in 1871 there were six miles of mains in operation. In 1879 the mains measured nine miles and in 1889, twelve miles.

The first works were on South Colony street, but after ten years use they were abandoned and new works erected on Cooper street, where was located one gasometer and another on Putnam street. The capacity of production is 200,000 cubic feet per day, a large proportion of which is used for fuel purposes by manufacturing establishments. The works are in good condition and are under the management of J. A. Hadley, the superintendent since 1866.

After the death of Eli Butler, in 1881, George R. Curtis became the president of the company and still so serves. S. Dodd has been the only secretary and treasurer. In the fall of 1887 the capital of the company was increased from $50,000 to $175,000, for the purpose of absorbing the interests of the Meriden Electric Light Company. In March, 1887, the first electric lighting was done by a foreign cor- poration,-the American Electric Light Company -- which had a small plant on State street. This property passed to a local company, with the above name, which soon after disposed of its interests to the Meriden Gas Company. Under their ownership the plant was moved to South Colony street and, on the site of the old gas works, a large and finely equipped plant has been erected under the superintendency of E. A. Fitzgerald. The motor is three 100-horse power engines, operating five arc light dynamos, capable of illuminating 250 lights on the American system. There are also incandescent dynamos to pro- duce light for 650 Thomson-Houston lamps. In November, 1889, the plant furnished electricity for 85 city arc lights and 65 arc lights in commercial use. On the 16th of April, 1887, electric lights were first used in the public streets on contract to pay for the same.

From 1799 for nearly half a century the Hartford & New Haven turnpike seemed to supply every want of the town for improved means of communication north and south. Hence, when a railway line to run parallel with this popular thoroughfare was projected, much oppo- sition was aroused. The assembly was petitioned for a charter for a railway from Hartford to New Haven, as early as 1835, which was granted a few years later, and the work of surveying a line was begun. Three distinct lines between these two cities were suggested, namely, via Middletown, Meriden and New Britain; and claimants in each of these places endeavored to secure the location of the road through their town. The route through Meriden had been pointed out by Doctor J. G. Percival, who discovered its feasibility while making his geological survey, and its merits were most warmly and successfully

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HISTORY OF NEW HAVEN COUNTY.

urged by Major Elisha A. Cowles. As originally contemplated, the railroad would have been built on the lowlands east of Broad street, which would have afforded a direct and natural route. But the farmers in that section were so decidedly opposed to the railway that the present route through West Meriden was taken at the earnest solicita- tion of James S. Brooks. He was a man of influence and owned lands along Harbor brook, which thus became valuable, as the business of the Center was ultimately transferred to this place. In the light of these events the opposition of the Center farmers appears amusing, for they not only lost their home market for "their spare corn and hay," which they had been accustomed to sell to teamsters on the turnpike, but they also had no market to sell their farms as town lots. The turnpike was an unequal competitor of the railroad, and soon succumbed.

The New Haven & Hartford railroad was built to Meriden in 1839, this being for a short time the terminus of the line northward. The first depot was a rude shed-like building, 25 by 25 feet, which served every purpose of the company. It stood a little north of Main street, and Major Elisha A. Cowles was the depot master. Some time in 1840 the waiting room was in the Rogers House, southwest of Main street, where it remained about two years. After the Conklin House was built, in 1842, opposite, and on the north side of Main street, a ticket office, waiting room and railroad restaurant were fitted up in that

building. The original depot on the east side of the track, was used for freight purposes and an engine room. In 1854 a new depot was built east of what is now Winthrop Square, which was burned in 1868. and the same year a new one was erected on the same site. Meantime, the freight depot north of the original station had been put up. This was removed farther north in 1881, and upon its site the present handsome station begun the same year. It is a brick structure, 43 by 177 feet, having one main story and a Mansard story, which is relieved by turrets, the center one bearing a flag staff. In the interior are found large waiting rooms and the conveniences of a well-appointed modern railway station. The carriage approach is on the east side; and on the west side, along the railway track, is a canopied platform, 23 feet wide and 503 feet long, supported by iron columns. This station was occupied in July, 1882.

The freight depot was also completed in 1882, and is a brick build- ing, 30 by 360 feet, or three times the size of the old one. The exten- sion of side tracks to manufacturing establishments has been steadily increased, there being more than a half dozen miles. The tonnage of freight has kept proportionate increase, being more than double what it was ten years ago. In 1889 it approximated 180,000 tons. Twenty-eight passenger trains per day offer speedy transportation to points north and south, few cities of this size having better facilities of this nature offered by one line of road.

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HISTORY OF NEW HAVEN COUNTY.

Although having excellent facilities for transportation north and south. the manufacturers of Meriden long felt the need of hav- ing a direct east and west line. This led to the consideration of several projects, including a railroad to Cheshire, and in June, 1869, the Meriden & Cheshire Railroad Company was chartered, but it failed to organize. Better results followed the effort to build a railroad to Cromwell. on the Connecticut river, where water communication to New York could be secured. A company, with a capital stock of $300,- 000. was organized, which built a road which was opened April 6th, 1885. The total length of the track, including sidings, and the exten- sion on Center street, of nearly a mile in length, was 13.20 miles, which was all laid with steel rails on a well-ballas ed bed. This road was constructed and managed by home enterprise and local capital, and had an encouraging patronage.

The extension westward appearing advantageous, the Meriden & Waterbury Railroad Company was organized by members of the above company and citizens of Waterbury, who, in April. 1887, raised $125 .- 000 as their share of the funds. On the 3d of May. 1887, the two companies consolidated their interests, and May 18th the Meriden, Waterbury & Connecticut River Railroad Company was organized and directors elected. On the 7th of July, 1887, ground was broken on the Waterbury extension. and the work of construction went on apace until the 17 miles of roadway were completed. In its length it crosses 38 streets and highways, being carried over all of them over- head. The road was formally opened July 4th, 1888. when a train of nine cars was run between the two cities by Conductor Booth. On the 15th of July freight trains commenced making regular trips. In 1889 the tonnage of freight carried was more than 60.000 tons, and the number of passengers was over 70,000. The length of the tracks, main and sidings, was 30.34 miles. The running stock of the com- pany was made up of 5 engines, 12 passenger cars, 18 box and 137 gondola freight cars. Ten trains per day are maintained.

In 1889 the capital stock of the company was 8500,000, nearly all of which was held in the two cities, and the affairs were controlled by Horace C. Wilcox, * president; E. D. Steele, vice-president; George Rockwell. secretary and treasurer: H. L. Wade, assistant treasurer; H. C. Wilcox, George R. Curtis, Samuel Dodd, A. Chamberlain and C. L. Rockwell, Meriden, directors; and E. D. Steele, A. S. Chase, H. A. Matthews and H. L. Wade, Waterbury, directors. Charles M. Craw- ford is the superintendent of the road and H. L. B. Pond, the general freight agent.

The offices of the company are at Meriden, in the fine depot building, on West Main street. The structure is 30 by 115 feet, the main part being two stories high, with roof sloping to one story ends. The south end of the building is relieved by a tower. The material

* Died August 27th, 1890.

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HISTORY OF NEW HAVEN COUNTY.

is Cromwell brown stone and blue and red slate. The depot and offices were completed for occupancy in June, 1889. Frederick L. Smith was the first depot master.

This road has terminal facilities at Cromwell and Waterbury with roads east and west and will ultimately form part of a through line from the Hudson to the sea coast. It has pleasant scenic attractions on its line and Laurel Grove, in the town of Prospect, has been opened as a most inviting day resort and excursion ground.

Along the railways are maintained the lines of the Western Union and other telegraph companies, giving the city rapid service. In the fall of 1887 the American Telephone and Telegraph Company con- structed its line through the town, west of the center, supplying the city with a loop. Long distance telephone communication is by this line offered to points as remote as Philadelphia and Boston.

The building of street railways in the city of Meriden was agitated many years before the project was accomplished, For this purpose charter privileges were sought as early as 1876 by Charles Parker and others; and a later attempt was made to build a line to Hanover, or what is now South Meriden. On the 30th of March, 1886, the general assembly again granted charter rights to a number of public spirited citizens, to build lines of street railways both in the city and the town of Meriden. Under this charter a company was organized with a capital of $50,000. George R. Curtis was elected president; Charles L. Rockwell, secretary and treasurer; and Daniel Barker was appointed superintendent. The contract to build the road was awarded to S. W. Hutchinson, and about five miles of track were laid and a horse and car barn built on Pratt street. In the winter the work was inter- rupted, but on Monday, March 21st, 1887. the Colony street line was opened for regular trips. The following day the Pratt and Hanover street cars commenced to run, in connection with the former, and on Main street early in April, the same year. The equipments of the road were new and attractive and, being a recognized public conven- ience, the company was well patronized. In one day, in 1887, as high as 6,000 fares were taken. On the first of January, 1888, the company had 13 closed and 2 open cars; 90 horses and 12 mules; and the whole number of employees was 35. On the night of the 11th of January, 1SSS. a fire in the harness room of the barn spread so rapidly that 78 horses and 14 cars were burned, causing a loss of more than $30,000. New equipments were supplied and regular trips were but little interrupted.

In the summer of 1888 the road was adopted for the use of elec- tricity as a motor and, on the 10th of July, 1888, the first car was run by that agency, which is now used on all but the Pratt street line. The power is supplied by the Daft Electric Light Company through the double trolley system. three 50-horse power generators being used. A good plant is maintained on Pratt street.

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History of New Haven County, Connecticut, Volume I, Part 56

Author: Rockey, J. L. (John L.) Publication date: 1892 Publisher: N. Y. : W. W. Preston Number of Pages: 966

Author: Rockey, J. L. (John L.)
Publication date: 1892
Publisher: N. Y. : W. W. Preston
Number of Pages: 966