History of New Haven County, Connecticut, Volume I, Part 7

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 7
USA > Connecticut > New Haven County > History of New Haven County, Connecticut, Volume I > Part 7

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

In the same period the Milford turnpike was completed. It entered * Also spelled in some records Streights and Straights, but, no doubt, in- accurately.

+ See History of Derby.

HISTORY OF NEW HAVEN COUNTY.

the city of New Haven by way of the West bridge and West lane, which course was confirmed to it by the general assembly in 1804. Forming as it did a part of the great post line to New York it was for many years a very important improvement. In this county it passed through the present towns of Orange and Milford, after leaving New Haven, and passed out of the county over Washington bridge, across the Housatonic. It declined soon after the completion of the New York & New Haven railway.

The Cheshire Turnpike Company was also chartered in 1800, and liberty was granted to build from New Haven through the present towns of Hamden and Cheshire to Southington. At Whitney lake an intersection was made with the Hartford turnpike, the road to that place being kept up at the joint expense of the two companies. The Cheshire pike was much used until 1848, forming a part of a main line of travel north and east, after passing into Hartford county, and now constitutes one of the best public highways in the central part of this county.

But perhaps the most important turnpike was the one built by the Hartford & New Haven Turnpike Company, which received its charter in 1798. Among its projectors were men of wealth, influence and enterprise, James Hillhouse becoming the president of the com- pany soon after its organization. The length of this road was nearly 35 miles and originally it extended north through Mill lane (now Orange street) to the old grist mill, at Whitneyville, thence northeast toward the Quinnipiac, passing up the west side of that stream and leaving Wallingford well to the right, but passing through Yalesville and Meriden center, and thence into Hartford county. For a number of years it was a great stage route but rapidly lost its importance after the completion of the railroad, in 1839, whose course is almost parallel.

The success of these turnpikes encouraged the formation of other companies to build to points on the east. In 1813 was chartered the Middletown, Durham & New Haven Turnpike Company, and the following year the road was completed. It entered the city of New Haven by means of the long causeway across the Quinnipiac meadows and the bridge there (called at this time Lewis') and was a very desir- able road to the localities named. At an intermediate point it was intersected by the Guilford & Durham turnpike, and travel from the Pettipaug turnpike was also poured into it. But it never attained the importance of some of the other roads.

Several companies were chartered to build turnpikes east, near the shore, but they were never successfully organized. And, indeed, it was hardly necessary as the nature of the soil in that locality made the construction of good roads an easy matter. In later years a turn- pike was constructed from Middletown to Waterbury, by way of

HISTORY OF NEW HAVEN COUNTY.

Meriden, but it failed to meet the expectations of those interested and was not maintained many years.

The effect of these roads upon some parts of the county, however, was very marked and beneficial, and they may be credited with intro- ducing the era of increased travel and business activity in all of the principal towns to which they were built. By uniting with other systems comparatively easy communication was established with nearly all the chief points in the county. How extensive were these ramifications is shown from an extract from President Dwight's writings, in 1814, when the foregoing six turnpikes were in use ;

"One through Berlin, and by a branch through Middletown, also to Hartford, and thence in four different ways to Boston, &c .; another to Farmington, and thence through Litchfield to Albany, and thence to Niagara, and by branch to Hudson and Catskill, and thence to the Susquehannah River, &c .; by another branch up Naugatuc River through Waterbury and Norfolk to Stockbridge and Albany; the fourth through Humphreysville to Southbury, and thence to Cornwall; the fifth through Derby to New Milford; the sixth to Stratford Ferry and thence to New York."*

The introduction of the steamboat in 1815, and the establishment of many lines of stages in connection aided largely in the develop- ment of the county. New Haven and the coast towns especially were quickened by these influences, which attracted population and many industries. Meantime, the resources of the interior of the state and the hill towns of this county demanded other methods of transporta- tion than the limited capacity of the freight wagon; and as the canal was at that time in great favor elsewhere, it was strongly urged as an improvement which would prove equally useful in this county. The discussion of the matter, several years, led to the incorporation of the Farmington Canal Company, in 1822, which was authorized to build a water way for boats from the state line, through Farmington to New Haven. The subscription books were opened the following year and many of New Haven's business men were active in the sup- port of the measure; James Hillhouse, Henry Farnam and Joseph E. Sheffield, three of the leading men of New Haven, being especially active in its promotion and served as officers of the company. In 1825 a final survey of the route to be taken was inade by Judge Benjamin Wright, of New York, when it was determined to come down the valley of Mill river rather than along the Quinnipiac, where some had projected the line. On the 4th of July, 1825, the work of construction was commenced and was vigorously pushed forward under the superintendence of James Hillhouse. But progress was slow and the canal was not completed to Farmington until three years later. Two years earlier, in 1826, with a view of making the canal a more important thoroughfare the stocks of the Farmington Company

* Dwight's Travels, Vol. I., p. 197. 4

HISTORY OF NEW HAVEN COUNTY.

and those of the Hampshire & Hampden Company, in Massachusetts, had been blended, and Northampton on the Connecticut river was selected as the northern terminus. To that point the canal was com- pleted after much trouble and many vicissitudes of fortune in 1835, Henry Farnam last serving as chief engineer, and James Goodrich being the president of the company.

The canal fairly served the purposes of the builders, but at best was never a paying enterprise, when extraordinary losses, caused by freshets, practically bankrupted the foregoing companies. With a depleted treasury and an impaired credit, nothing could save the property but the reorganization of the companies. This was done in 1836, when the management passed to the New Haven & Nor- thampton Company, which liquidated the debts of the old companies and had left, on the basis of the new organization, about $120,000 as a working capital. But even this was soon exhausted in repairing other damages by freshets and the new company soon found itself in financial straits. In this emergency the credit of the company was sustained by the city of New Haven, which in 1840 relinquished its claims for loans made, and agreed to pay $3,000 per year for a term of years, for so much of the water as it would need for domestic use. With this assistance the cost of operation was met by the receipts until 1843, when another freshet inflicted damages to the extent of $20,000 and the company again found itself in a crippled condition, notwithstanding the increase of patronage consequent upon the establishment of business communication between New York city, Vermont and New Hampshire, by means of this canal, had greatly augmented its traffic. Another impetus to the use of the canal had been given in 1838, when a line of packet boats was placed on it by Nathaniel A. Bacon and others. They were gayly painted and com- fortable in their arrangements, which permitted the trip from New Haven to Northampton to be made with considerable ease and in 26 hours time. But the success of the railroad had doomed the future of the canal, and as early as 1845, the stockholders contemplated the abandonment of the water way and the change to a railway. At the instance of Superintendent Farnam, Alexander C. Twining made a survey along the route for a railway, which was found to be so feasible that in February, 1846, the directors of the canal were instructed to petition for a charter. This was secured and, in January, 1847, the work of building a railroad was commenced. The canal was soon after abandoned, except a portion in the town of Hamden, which was kept up longer on account of its water supply. From first to last this enterprise caused a loss to those who had become interested of more than a million of dollars. Its principal compensating effects were the creation of several new water powers, in Hamden and in New Haven. In the latter place the channel of a sluggish little creek was improved for a canal bed and where is now the city market house, a large brick

HISTORY OF NEW HAVEN COUNTY.

grist mill was erected in 1836, which obtained its power from the canal. This spot was later selected for the depot of the railway com- panies and was used until the consolidation of interests and increased traffic demanded larger facilities in new buildings. In New Haven county the canal passed almost centrally, from south to north, through New Haven, Hamden and Cheshire, and those towns most directly shared its benefits.

After discussing the propriety of building a railway to connect Hartford and New Haven from 1830 for several years, in which a number of absurd propositions were considered, a practical result was obtained in May, 1833, when the general assembly chartered the Hartford & New Haven Railroad Company. James Brewster pre- sented the memorial and was named as one of the corporators. He was also one of the early mainstays of the company. The capital stock was fixed at but $500,000, with privilege to increase to $1,000,000, and was to be exempt from taxation until the profits of the company should permit the payment of a dividend of five per cent. per annum. Several years were consumed in effecting an organization and in making surveys, under the direction of A. C. Twining; and it was not until April, 1836, that a section was located for construction-the block of eighteen miles from New Haven to Meriden. In locating its route the company had some difficulty in selecting what was deemed the proper course. Three main routes were considered: the eastern, by way of Middletown; the western, through New Britain, and the middle, through Wallingford and Meriden Center. The latter was selected to the great disgust of the competing towns, but even then some obstacles were encountered. Some non-progressive citizens interposed such serious objections that the survey was finally located through West Meriden." In a general way the course is along the old Colony road to the Hartford line. The Meriden section was completed in 1838, under the direction of engineer E. H. Brodhead, and for a year that village was the northern terminus. In this period the second section was built, the first train running into Hartford December 14th, 1839.

By the terms of the charter the New Haven terminus was fixed at the west end of Tomlinson bridge, which property and franchises had been purchased by those interested in the railway company. A wharf was completed before 1839, for the landing of steamboats, by which means direct communication to New York was established. For a number of years that arrangement was maintained, the passen- ger station being at that point; and to this day a considerable freight traffic is transacted at the warehouses of the company on Tomlinson's wharves and at other slips on New Haven harbor, in connection with vessels sailing to all parts of the Atlantic coast. A very large pro- portion of the coal and lumber trade is thus handled.

* See sketch of Meriden.

HISTORY OF NEW HAVEN COUNTY.

The Hartford & New Haven Company acquired a number of extensions and lateral lines, by purchase or by consolidation. In 1847 it absorbed the Springfield & Hartford road and subsequently the Middletown, New Britain and Windsor Locks extensions, which much increased its usefulness and importance. Through its influence the northeastern part of the county was rapidly developed and much business created at Wallingford and at Meriden, where fine stations are maintained.

We have stated that the success of the Hartford railway induced the proprietors of the canal to decide to convert their property into a railway, to be built on or near the tow path. Accordingly an amend- atory act was secured in 1846, to incorporate the Farmington Canal Railroad, under which the road was built by the old company. It was completed to Plainville in January, 1848. A purpose to build an extension to Waterbury from some point in Cheshire was defeated, it was supposed, in the interests of rival railway companies, projected about the same time. Soon after it was built it was leased for a term of years to the New York & New Haven Company, and under that management, it was forced into a subordinate position, in which there was no development and the property became much dilapitated. Through the sale of stock the company passed under the present con- trol in 1881, and as the Northampton division of the consolidated roads, the old Canal railway has been greatly improved and its useful- ness extended. Cheshire and Mt. Carmel are the principal stations in the county outside of New Haven city.

The New York & New Haven Railroad Company was chartered by the general assembly of Connecticut, in 1844, to build a railway be- tween the points named. The New York legislature failed to grant a sanctioning charter, but after some effort an agreement was reached with the Harlem railroad, which secured the right to enter into New York city by that line. In May, 1846, the New Haven company was authorized to form a connection with the Harlem road, in the locality of Williams Bridge. The whole of the capital stoek was subscribed in 1846, and the location of the route was approved the following spring. The work of construction was now actively begun by Alfred Bishop and S. G. Miller, who had a number of sub-contractors working at different points simultaneously. A small army of Irishmen was employed as workmen, and a large proportion remained and became citizens of the county. On the 28th of December, 1848, the road was so far completed that cars began running into New Haven and soon after a regular train service was established. Ground was leased of the canal company, below Chapel street, upon which (for those times) an elaborate depot was erected, in 1849. In May, the same year, the Hartford & New Haven railroad also began running its trains into this depot and a through service was now established. This building was used until 1874, when the present commodious and well arranged

HISTORY OF NEW HAVEN COUNTY.

station, at the foot of Meadow street, was occupied. It stands on ground which has been reclaimed ont of New Haven harbor, and the yards on one side extend to that body of water. Here more than seventy trains from all parts of the East, North and West, arrive and depart daily, and fourteen trains per day will quickly bear the pas- sengers to New York city, distant 73 miles.

It is said that business increased so rapidly, on the completion of the New York road, that the managers found it difficult to supply cars fast enough and that there were soon four trains each way. A great impetus was also given to all kinds of business and many new enterprises were begun along the railroad. Soon after occurred two events in the history of the road which checked its prosperity and which brought sorrow and distress to many a home. The first was the " Norwalk Disaster," May 6th, 1853. An express train from New York heavily laden with passengers, many being distinguished physi- cians returning from a medical convention held in New York, passed the station without stopping and plunged through an open draw into the Norwalk river. Car followed car, in the fearful leap, piling on or crashing into each other, killing 44 persons outright and injuring others so seriously that death soon ensued or left them crippled for life. It was a dreadful scene and produced great excitement, as many of the men killed were widely known and their loss was greatly mourned. The company was put to great expense to settle the claims arising from this calamity, which involved in one form or another nearly half a million of dollars. Naturally a suspension of dividends followed which gave the opportunity for the second calamity-the perpetration of the great "Schuyler Fraud." From the time the company was organized Robert Schuyler was the trusted president and agent of the company and was ranked among the foremost of New York's capitalists. His great credit and honorable position gave him the opportunity to carry out his selfish scheme, which was the overissue of the stock of the company to the amount of $1,000,000 and selling the same, as a pledge of collateral security, through the bank- ing house of R. & G. L. Schuyler. Hundreds of persons bought these stocks in good faith and the settlement with those holding them in- volved long and tedious litigation. In most cases a satisfactory settle- ment was made by giving the holders one good for two spurious shares of stock, thus making the holders and the company equal losers in this unfortunate affair. On the discovery of this swindle, Schuyler wrote a letter to the company, July 3d. 1854, exonerating his brother and then, it is supposed, fled from the country, and it is believed that hie soon after died abroad.

Under these adverse circumstances the company labored many years, but under the presidency of William D. Bishop, which began in 1867 and continued twelve years, the present consolidated system was begun and carried to completion by his successor, George H. Watrous,

HISTORY OF NEW HAVEN COUNTY.

until this has become one of the greatest and most successful railway corporations in the Union. By the action of both companies the New York & New Haven and the Hartford & New Haven companies were, on the 6th of August, 1872, merged as a body corporate under the name of the New York, New Haven & Hartford Railroad Company, by which title the consolidated roads have since been known. Since November 1st, 1870, the Shore Line railway has been a part of the system, by lease: the Canal road since 1881, by purchase; and the Boston & New York Air Line, by lease since 1879, and by purchase since 1882. A few years ago the Naugatuck railroad also passed under the management of this system, which thus includes all the rail- ways of the county except a few named in the following pages. In 1890 the president of the corporation was Charles P. Clark, and the general offices were maintained at New Haven, which is the center of the system.

The Naugatuck Railroad Company was chartered in 1845, to build a railroad in the Naugatuck valley " from some suitable point in the town of Plymouth, or in the town of Waterbury, to Derby and thence to the city of New Haven, or to the town of Milford, or to the town of Bridgeport." The road, as is elsewhere # related, was completed to Waterbury, June 11th, 1849, and to Winsted September 24th, 1849. The southern terminus is practically at Bridgeport, but instead of building a line from Derby on the west side of the river, to that place, as was at one time contemplated, a junction was made with the New York & New Haven railroad on the east side of the Housatonic bridge, and its lines are used to Bridgeport. The Naugatuck road more than any other one agent has been the means of making the valley what it now is, a bustling, thriving hive of industry. In this county well patronized stations are maintained at Derby, Ansonia, Seymour, Beacon Falls, Naugatuck, Union City and Waterbury. The road has the distinction of passing through the most picturesque part of the county, and its High Rock Park, in the town of Beacon Falls, has become a popular resort.

The Shore Line Division of the Consolidated System is the out- growth of the New Haven & New London Railroad Company, char- tered in 1848, to construct a road between the points named, and by uniting with an eastern road to New London produce a shore line to Boston. After some delay in organizing the company proceeded to build and the road was opened to the Connecticut river July 22d, 1852. In 1856 the above lines were consolidated under the name of the New Haven, New London & Stonington Railroad Company, under which title operations were carried on until June, 1864, when the com- pany was re-organized under the name of the Shore Line Railway. The road never had proper terminal facilities at New Haven and failed to meet the expectations of its builders. Hence it was leased, Novem-

* See accounts of the Naugatuck Valley towns.

HISTORY OF NEW HAVEN COUNTY.

ber 1st, 1870, to the New York, New Haven & Hartford Company, at an annual rental of $100,000, and has since become a pleasant and important thoroughfare to Boston. This line has also aided in the development of the southeastern part of the county and stations are maintained in all the towns through which it passes; East Haven, Madison, Guilford and Branford. In Branford village one of the finest stations in all southern Connecticut has lately been erected to accommodate the heavy travel, consequent upon visits to the summer resorts along the coast.

The other road of the Consolidated System is known as the Boston & New York Air Line. It is, in New Haven county, located through the towns of North Haven and Wallingford and has a direct north- easterly course to Middletown. It was partially completed in August, 1870, but was not in thorough running order until 1873. Its construc- tion, owing to the opposition of rival roads, was attended with much difficulty, the project having been under way since 1846, when a com- pany was chartered to build a road in that course. A charter to an- other company in 1855 was also unproductive of the desired results, although considerable work was done. Under a third charter, granted in 1867, the road was completed by the New Haven, Middletown & Willimantic Railroad Company, whose franchises were sold under foreclosure in 1875, when the Air Line company succeeded to the ownership. As has been stated it was leased in 1879, for 99 years, to the Consolidated road and as part of that great system has greatly in- creased in importance. The towns named have been provided with shipping facilities, two stations being maintained in North Haven and one in Wallingford.

The railroads in the county not managed by the foregoing corpora- tion are the Meriden, Waterbury & Connecticut River, the New Haven & Derby, and the New England roads. The first is largely a Meriden enterprise and is fully noted in a sketch of that town in this book. It extends from Cromwell, on the Connecticut river, through Meriden to Waterbury. At the former place facilities are afforded for transporting freight by water. It has been but recentiy built but has already become a valuable link between two of the most thriving cities in the county, and will add to the prosperity of the northern section of New Haven. Its route in New Haven is through Meriden, Cheshire, Prospect and Waterbury. In each town shipping facilities are provided.

The New England railroad extends through the northwestern part of the county, after passing through the city of Waterbury, having a general southwesterly course. It thus passes through the towns of Naugatuck, Middlebury, Oxford and Southbury. affording railway communications to towns long deprived of them. The extension from Waterbury west to the Hudson river was completed in 1881.

The New Haven & Derby railroad, as completed in July. 1871,

HISTORY OF NEW HAVEN COUNTY.

seven years after the company was incorporated, was but thirteen miles in length. It extended from New Haven through the town of Orange, to Ansonia. In the past few years, however, this road has become a part of the Housatonic system and has been extended by that corporation to its main line at Botsford and forms part of their through line to the West. Its importance to the county has thus been greatly increased and New Haven, which liberally subsidized the company, has in a measure been compensated by an outlet independent of the associated roads in the other system.

Of the 26 towns in the county all have railways within their bounds except Bethany. North Branford, Wolcott and Woodbridge. But the center of any of these towns is within six miles of a railway station and no section of the county is cut off from the rest of the world by lack of proper communication.

Military training was one of the features of the social life of the colonists. From the beginning they were apprehensive of a possible Indian attack, which induced them to take all the precaution at their command. Every male citizen, between the ages of 16 and 60, who was capable of bearing arms, except such as were excused, was required to train for military service. For many years soldiers were on duty every night and every Sunday one-fourth of those in the "train band " were paraded before the meeting house, thus passing each soldier in review once a month. Thrice in the spring and the same number of times in the fall every arms-bearing man was required to turn out at the general training. These were occasions of great interest and the training was witnessed by nearly the entire popula- tion of each plantation. In consequence of this general military ser- vice many of the early planters bore the titles of officers, which con- veyed the idea of honorable distinction and were almost invariably used in speaking of them, or in recording their names in public or church affairs. At New Haven, Nathaniel Turner was the first captain of the " trained band," and Robert Seeley was the lieutenant. There were usually four sergeants, each of whom commanded a squadron. The market place or green was generally the appointed place for the training. The arms at first were muskets, pistols and swords. The ammunition was carried in bandoleers -- a sort of leather belt, with pockets, which was slung across the shoulder.

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History of New Haven County, Connecticut, Volume I, Part 7

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