USA > Connecticut > New Haven County > Waterbury > The town and city of Waterbury, Connecticut, from the aboriginal period to the year eighteen hundred and ninety-five. Volume II > Part 16
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During this year the Telephone company began the introduction into the local service of the metallic circuit, with improved long- distance instruments. This circuit consisted of a double copper wire, having no ground connection and therefore free from disturb- ing currents. A transmitter was also adopted which allowed the use of from three to five times the amount of battery used with the earlier transmitter, and thus provided a much larger volume of " talking current." The company reported in 1892 that more than one-third of its stations were at that time equipped with the metal- lic circuit, but its introduction in Waterbury has been less rapid than in other cities. About this time it became the policy of the Telephone company to place its wires underground in sheet iron conduits lined with cement and laid in cement. This process was begun in Waterbury in 1894.
In 1888, the Waterbury office was transferred from the Manufac- turers' Bank building to rooms in the Masonic temple, where it remained for several years. In 1893-94, the company erected a two- story building of brick at 286 Bank street, and established its offices upon the second floor. A large and spacious operating room was opened, with provision for fifteen underground cables, each having a capacity of 100 pairs of wires, and improved distributing board and a switch-board. The working force consists of twenty-seven per- sons besides the manager, thirteen of whom are employed in the operating room.
Notwithstanding the increase in the cost of telephone service, as compared with the rates established in 1879, the number of sub- scribers has steadily increased. The whole number on September I, 1894, was 468, of whom 163 used the metallic circuit.
HENRY B. FIELD.
Henry Baldwin Field, son of Dr. Edward and Esther (Baldwin) Field, was born in Waterbury, January 11, 1811. Until nearly forty years of age, he lived in Waterbury and New Haven; but on the discovery of gold in California, he joined the great company of the
152
HISTORY OF WATERBURY.
"Forty-niners" and went to the Pacific coast in search of the pre- cious metal. Returning to the east in 1851, he again took up his residence in Waterbury and entered the employ of the Empire File works. Soon after the organization of the Waterbury Gaslight company, he became connected with it, and in 1855 was appointed secretary and treasurer. From that time until July, 1883, the man- agement of the company was in his hands. Throughout this period of twenty-nine years, he performed the arduous and disagreeable duties pertaining to the position of superintendent, and to his faithfulness, perseverance and integrity the success of the business was chiefly due.
Mr. Field was brought up a Congregationalist, but afterward became a member of St. John's (Episcopal) church, and remained in it when the parish was divided. His theology was of the evan- gelical type, and he was strongly opposed to "high church" doc- trines and practices.
On June 17, 1836, he married Sarah A., daughter of Captain Francis Bulkley, of New Haven, by whom he had two children, Francis Bulkley, born September 16, 1843, and Charles Henry, born March 21, 1849.
He died on New Year's day, 1892.
CHAPTER XI.
THE CONDITION OF THINGS AT THE BEGINNING OF THE CENTURY- WHEELED VEHICLES-THE POST BOY-STAGE LINE TO NEW HAVEN, WITH STEAMBOAT TO NEW YORK-STAGE LINES TO MERIDEN, WOODBURY, ETC .- SAMUEL CHIPMAN-THE NAUGATUCK RAILROAD -ITS EARLY HISTORY-ITS STATIONS IN WATERBURY-ITS OFFICERS -THE LEASE OF IT-THE WATERTOWN BRANCH- THE NEW YORK AND NEW ENGLAND RAILROAD-ITS COMPOSITE CHARACTER-ITS RELATIONS TO WATERBURY-THE MERIDEN BRANCH-A UNION STATION-EXPRESS COMPANIES-G. W. BEACH -THE TELEGRAPH, OFFICES AND OPERATORS-THE POST-OFFICE -MAIL FACILITIES- PRIMITIVE WAYS-CHANGES AND IMPROVEMENTS-THE SUCCESSIVE POSTMASTERS-ELISHA LEAVENWORTH.
W HEN the nineteenth century opened, the only way of com- munication between Waterbury and the outside world was by walking or riding. Although farm wagons drawn by horses had been in use for some time, there was but one vehicle in the town really available for travelling purposes. Waterbury had the advantage, however, of being on the post route from New Haven to Litchfield-the "post" consisting of a boy on horseback who carried the mail-bag three times weekly from the one town to the other. But public sentiment did not greatly favor this func- tionary, and the custom prevailed of waiting until some friend should be travelling in the desired direction, to send by him a letter or other communication.
Early in the century a few four-wheeled carriages were bought by prominent men in town, and at the same time "stage lines " began to be established. For Connecticut, or at any rate for Water- bury, the era of the stage-coach was that which lay between 1810 and 1849, when the Naugatuck railroad was opened.
EARLY STAGE LINES.
A regular stage line was established between New Haven and Litchfield in the year 1810. The route lay along the old turnpike road through Woodbridge, Bethany, Straitsville, Salem (now Nau- gatuck) and Waterbury. At first the stages were run once a week,
I54
HISTORY OF WATERBURY.
and afterward twice a week. The line was started by the Broome Brothers, of New Haven, and was sold by them to John W. Harris & Co., afterward Harris & Bunnell, of Salem Bridge. About 1820 they began to run their coaches daily. Stops were made at Per- kins's tavern in Bethany, and at Burton's in Waterbury. A daily line of stage-coaches at this time must have seemed a bold undertaking, but it should be borne in mind that during the winter season, when the Hudson river was frozen over, the route through Waterbury was the great thoroughfare from New York to Albany. A steam- boat line was established between New Haven and New York in the spring of 1815, and after that date passengers from New York to Albany could take steamboat to New Haven and go thence to Albany through Waterbury and Litchfield by stage-coach. Before a steamboat line was established, the journey from Waterbury to New York was made by coach to New Haven and thence by packet. In an interview reported in the Waterbury Republican, not long before his death, the venerable C. D. Kingsbury spoke of his first trip to the metropolis, which was made in 1812, as having consumed an entire week. Upon reaching New Haven, he found the harbor frozen over, which caused a delay of two days, and when about forty miles from New York their vessel ran upon a cake of ice and stuck fast, which forced the captain to drop anchor; and he and his passengers had to pass the night patiently waiting for the morning.
In 1845, Richard P. Moses was "post-rider" and proprietor of the "overland stage" between Waterbury and New Haven. This was not the mail stage-coach, but an errand wagon, and R. P. Moses was the successor of a long line of post-riders (so-called), among whom were Charles Partree, Samuel H. Judd and Benjamin Judd. George W. Conner, the present proprietor of the Waterbury and New Haven stage, has been their representative since 1877. A notice of Mr. Moses and his conveyance (January 23, 1845) says: " He drives a pleasant covered carriage for passengers, and takes charge of all errands and other commissions on the route that may be entrusted to his attention." On the death of Mr. Moses, in 1857, the line was bought out by Sturges M. Judd, who was accustomed to make two trips weekly, going down to New Haven on Mondays and Thursdays and returning on Tuesdays and Fridays. By this time the Naugatuck railroad had been running several years, and the business was of less importance than it used to be, and less remunerative. After two years Mr. Judd sold out the line-stage- coach and four horses-to Wales Perkins, who in 1860 sold to Lewis Beardsley. At this date the trip was made three times a week,
I55
COMMUNICATION WITH THE WORLD WITHOUT.
and the old Franklin House, on the corner of East Main street and Exchange place, was the chief stopping place in Waterbury. In 1864 the line was advertised as "Tyrrell's express and stage line." In 1867 it was owned by J. M. Bradley of New Haven; in 1872 by F. E. Benham, in 1873 by H. P. Hotchkiss, and in 1874 by Charles Bromberg.
The first stage line between Waterbury and Meriden was es- tablished in 1845, by Benjamin Fuller, who ran a stage-coach between the two places twice daily. In 1854 the gent in the above na.ded comp: authorized to issue Policies on the r liberal terms. . Office in the Counting Rou of the Benedict & Burnham Manufactur, ing Co's Store. NELSON HALL. WATERBURY & MERIDEN, Waterbury, Dec. 18, 1814. 2if the "the mem- State, from e birth to appy k 14, Vir- ont 7, Mary- W "Tew Hamp- 1 ind, each 2, Wholes .. Their pro- STAGE & STEAM BOAT LINE, -nieys 21, nter 1, edit- (TWICE A DAY.20 if, mechan- AN mgle men ITAGES leave Waterbury half past 8 A. M. and 5 P. M .- Returning, leave est cash Walling, Meriden at 6 A. M. and half past 12, on the arrival of the Steam Boat train from Jakers of B. FULLER, Proprietor. N. Y. 'set down line passed into the hands of Colonel Rich- ard Welton. The coach left Waterbury at 9 o'clock in the morning, and arrived in Meriden in time to connect with an express train for New York. It awaited the arrival of the ex- press train for Boston, Waterbury, Jan. 23. 1845. : Style of which " hey and reached Waterbury D. S. LAW. MERCHANT TAILOR, A" cor antly, on hand a; v on the return trip at 3 'selected a. in the afternoon. In 1858 the route was changed, the stages from that time running on the Plank road through Cheshire. In 1861 G. Bristol became the proprietor of the line, and in 1862 it was purchased by S. W. Payne.
Prior to the opening of the Naugatuck railroad, in 1849, Lyman L. Loomer ran a stage line from Waterbury to Derby, connecting there with the propeller "Naugatuck," and afterward with the steamboat "Ansonia."
A stage line between Waterbury and Woodbury was established in 1854, by Benjamin Doolittle. The trip was made once a week, on Friday. On May 1, 1857, direct communication with Woodbury by the way of Middlebury, three times weekly, was opened by the post-office department. This post stage was run by Messrs. De- Wolf, Fenn, Galpin and Warner in succession. In February, 1863, George F. Smith bought out both these lines, and made the trip twice a week. In 1868 the trip was made four times weekly,-three times by the way of Middlebury, and by Watertown on Saturdays. A daily stage to Watertown was run by Mr. McNeil from 1861 to 1868, at which date it was taken by Colonel Hotchkiss. After the
156
HISTORY OF WATERBURY.
opening of the Waterbury and Watertown railroad, in 1873, the stage was discontinued for a time.
In 1861, and for some years afterward, a stage was run be- tween Waterbury and Bethlehem, by the way of Morris, and Morris was the name of the proprietor. Ten years later, it was driven by Mr. Thomas, on Tuesdays, Thursdays and Satur- days.
Stage and express lines have also been sustained-sometimes for years in succession -between Waterbury and Waterville and between Waterbury and Naugatuck by the way of Union City. A " new and handsome" omnibus, bearing the name " Columbia," was put upon the latter route as recently as May, 1893.
SAMUEL CHIPMAN.
Samuel Chipman was born in Wallingford, July 16, 1780, and died in Waterbury, December 28, 1861. Nancy Potter, his wife, was born in Hamden, September 14, 1784, and died in Waterbury, April 17, 1856. They came to Waterbury from New Haven soon after their marriage, about 1803. Mr. Chipman was a tanner and shoemaker by trade. They first lived in the house since known as the Amos Morris place, near the west end of the West Main Street bridge, where he worked at tanning in a small way, using natural pools by the river side for some of his vats. At one time a freshet washed away vats, hides and all. In 1813 he bought the farm of sixty acres on Town Plot which for so long a period was known as the Chip- man homestead, and built a small tannery near by. Later he took up freight hauling, and gave such satisfaction that Samuel Chipman and his one-horse wagon became the leading transportation line and messenger dispatch to and from New Haven, making regular trips three times per week. This was before Waterbury enjoyed express and bank facilities, and much money as well as heavy freight was committed to his care. His integrity and faithfulness won for him the confidence of the manufacturers and merchants who had occa- sion to intrust their business to him, and besides this there was something so genial and sunny in his nature, that men, women and children regarded him with affection. He was familiarly known along the road as "Boss Chipman." He wore a wool hat which he used as a slate and memorandum book, and it was always covered with chalk marks. In the winter of 1835, the New Haven harbor being closed with ice, he drove a stage-coach to New York during six successive weeks, starting from Waterbury Monday morning and returning Saturday night. He used to claim that his journeys
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COMMUNICATION WITH THE WORLD WITHOUT.
on the road between Waterbury and New Haven were equal to ten trips around the world.
He and his wife were among the first ten members of the Methodist Episcopal church at the time of its organization at Pine Hole in 1815. He was chosen a trustee of the church in 1833, and held the office for several years. His wife was a woman of sterling character, who managed well the ways of her household. She maintained family devotions and said grace at the table in her husband's absence. They were the parents of eleven children, of whom Daniel L. Chipman remains as their present representative in Waterbury.
THE NAUGATUCK AND OTHER RAILROADS.
The Naugatuck railroad was first projected by Alfred Bishop of Bridgeport. A charter was granted by the legislature in 1845, and amended in 1847 and 1848. The following persons were named as incorporators:
Timothy Dwight, Green Kendrick, William H. Scovill, William De Forest, Anson G. Phelps, William M. Smith, Jonathan Nicholson, Seth Thomas, Jr., and Lucius Clark.
It was at first proposed to build the railroad from Bridgeport to Waterbury only, with a capital stock of $800,000, but it was afterward decided to extend it to Winsted, and the capital was increased to $1,200,000. Afterward, to furnish the road with equipments, it was increased to $1,500,000. The survey of the route was completed in 1845. By February, 1848, all the stock was taken and the building of the railroad was begun. The contract for the entire work was taken by Alfred Bishop. The original cost of building was $1,580,- 723.23, or $27,731.98 per mile. The following were the first officers of the railroad company: President, Timothy Dwight; secretary, Ira Sherman; treasurer, Horace Nichols. The directors were: Timothy Dwight of New Haven, Green Kendrick of Waterbury, Thomas Burlock of Derby, William P. Burrall, Philo Hurd and Alfred B. Brittain of Bridgeport, and George L. Schuyler of New York. On May 14, 1849, the first car passed over the new railroad, and on June II the road was formally opened and regular trains were run to Waterbury. On July 23 they ran to Plymouth, and on September 24 to Winsted. In the spring of 1852 there were five daily trains each way between Waterbury and Bridgeport. In 1855 W. D. Bishop was president, and the railroad was fully equipped and in running order.
NAUGATUCK RAILROAD.
PASSENGER AND FREIGHT TRAINS.
On and after Monday, June 11th, 1849, a Passenger Train will leave Waterbury at 8.25 A. M., for Bridgeport, and connect at Stratford with the New Haven and New York Trains, and at Bridgeport with the Housatonic Trains.
RETURNING,
Leaves Bridgeein, at 4.18 P. M., taking the Housatonic passengers, and connecting at Stratford with the Express Train which leaves New York at 2 o'clock, P. M., and the Train which leaves New Haven at 4 o'clock, P. M., affording an opportunity for passengers to go and return from New York, New Haven and Bridgeport the same day.
A FREIGHT TRAIN,
With Passenger Car attached, will leave Bridgeport every morning, (Sundays excepted) at 6.10, and arrive at Waterbury at 8.50 A. M. For the accommodation of Passengers this train will con- nect at Stratford with the Train which leaves New Haven at 6 A. M.
RETURNING,
Leaves Wilerb ry at 1 P. M., and arrives at Bridgeport at 3.40 P. M. This Train will arrive in Bridgeport in tine for passengers to go immediately to New York, New Haven, and by the Housa `tonic Rail Road # New Kilford ..
Line of Stages
Willleave LatchGeld every morning at 6 o'clock, South Farmy at 6.30, Watertown at 7.30, an Plymouth at 7, runr'n.g Yo the Cars at Waterbury. Also, a line of Stages will connect at Hum phreysville, let ving Woodbury at 6.45, Southbury at 7.30, end Oxford at 8.25, returning on the arri- val of the Cars.
having formed a daily connection wi u the Freight Train from New Haven and Steamboat from New York, all Freight d havered on board the Cars or Beat, will be left at the Stations the next morinng ; and all Freight from the Stations, for Nei York or, New Haven, will be delivered the fun-wing day. Freight will be way-billed from each Station for New Yorl-, New Haven o: Bridgeport.
TIME!
BLE.
PASSENGER TRAIN. LEAVES.
RETURNS
LEAVES.
RETURNS.
WATERBURY
8 25
6.00
BRIDGEPORT
6.10
340
NAUGATUCK
8.40
5 45
STRATFORD
6.86
3.25
HUMPHEYSVILLE
9,06
5.20
"JUNCTION
6.3/
3.15
ANSONLA
9.18
5.08
DERBY
DERBY
9.25
5 03
ANSONIA
7.3ยบ
2.1
JUNCTION
9.55
4.35
7 50
STRATFORD
10.00
4.30
NAUGATUCK
8.25
1.3
BRIDGEPORT 10.20
4.18
WATERBURY
8.50
BRIDGEPORT, June 9, 1849.
PHILO HURD, Superintendent.
STANDARD CHEAP JOB PRESS. BRIDGEPORT,
THE FIRST TIME-TABLE OF THE NAUGATUCK RAILROAD, FROM BRIDGEPORT TO WATERBURY. FROM THE ORIGINAL IN THE POSSESSION OF G. W. BEACH.
FREIGHT TRAIN,
2 30
HUMPHREYSVILLE
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COMMUNICATION WITH THE WORLD WITHOUT.
In an account of Waterbury published in 1857,* the railroad " station-house " is described as "a meagre affair, and by no means "commensurate with the wants of the place." It continued in use, however, for ten years after this. But in June, 1867, ground was broken for a new building on the south side of Bank street, nearly opposite the site of the old one. The estima- ted cost was about $20,000. It was completed January 22, 1868.
In February, 1883, the laying of a double track was begun.
In May, 1887, the Naug- atuck railroad was leased for ninety-nine years to the New York, New Haven STATION, NAUGATUCK RAILROAD. BUILT IN 1867. and Hartford Railroad company, at $200,000 a year. The directors at that time were as follows:
W. D. Bishop and W. D. Bishop, Jr. of Bridgeport; S. S. Dennis and A. L. Dennis of Newark, N. J .; J. A. Sperry and J. B. Robertson of New Haven; R. M. Bassett of Derby; D. W. Plumb of Shelton, and F. J. Kingsbury.
Besides Timothy Dwight, the company has had three presidents. W. D. Bishop held the office from 1855 to 1867, and after an interval of eighteen years was elected again in 1885. Russell Tomlinson served from 1867 to 1869. E. F. Bishop, elected in 1869, died December 6, 1883. He was president also in 1854. The fol- lowing have been superintendents: Philo Hurd, Clapp Spooner, W. D. Bishop, Charles Waterbury, G. W. Beach. Mr. Beach has been superintendent since 1868, and during the entire period no serious accident has occurred on the road. The assistant super- intendents have been Henry A. Bishop and Henry D. Beach. Waterbury was represented on the board of directors by the Hon. Green Kendrick from the organization of the company in 1848 to his death in 1873, and from that time onward by F. J. Kingsbury.
* National Magazine, September, 1857.
160
HISTORY OF WATERBURY.
THE WATERTOWN BRANCH.
The construction of a railroad from Waterbury to Watertown was proposed in the winter of 1869. The first rails were laid on August 16, 1870, and the first train was run on September 30. Aid was rendered in building the road by the Naugatuck Railroad com- pany, by which it was operated under a five-years' lease. At the expiration of the lease, the Watertown company not being able to meet its liabilities, the railroad was taken in charge by the state treasurer as trustee, Superintendent Beach acting as his agent. It was afterwards bought by the Naugatuck Railroad company, and is now a part of its road. During its existence as an independent organization, the Hon. O. B. King of Watertown was president and the Hon. L. W. Cutler secretary and treasurer.
THE NEW YORK AND NEW ENGLAND RAILROAD.
The earliest movement towards what afterward became the Hartford, Providence and Fishkill railroad was the incorporation by the legislature of Connecticut of the Manchester Railroad com- pany, with authority to construct a railroad "from the city of Hart- ford through East Hartford to Manchester, to a notch in the moun- tain at Bolton, and to or near the stone-pits or quarries in the towns of Bolton and Vernon, in the county of Tolland." In 1845 the New York and Hartford Railroad company was incorporated, and the same year numerous surveys were made for the purpose of ascer- taining the best route on which to construct a railroad between Hart- ford and the New York state line. In April, 1848, the legislature of New York passed an act to the effect that a railroad from some convenient point at or near Fishkill Landing to the east line of the state, and running as nearly east and west as the face of the country would permit, would be of sufficient public utility to justify the taking of private property for that end, and several gentlemen were authorized to form a corporation under that act.
In 1847 the powers and privileges of the Manchester Railroad company were revived, and the new organization, known as the Hartford and Providence Railroad company, was authorized to construct a railroad to Willimantic, with a branch to Rockville. In 1848 permission was given to this company to bridge the Con- necticut river and to extend the proposed railroad from Willimantic through Plainfield and Sterling, to meet the Providence and Plain- field railroad, the latter an enterprise recently inaugurated by a Rhode Island company. The same year, the New York and Hart- ford company of 1845 was merged in the Hartford and Providence
161
COMMUNICATION WITH THE WORLD WITHOUT.
company of 1847, the new organization taking the name of the Hart- ford, Providence and Fishkill Railroad company, and having author- ity to build a railroad "between the east and west lines" of the state. The section between Hartford and Willimantic was com- pleted on December 1, 1849, and that from Hartford to Bristol on January 1, 1850. In 1851, the Hartford, Providence and Fishkill Railroad company united with the Providence and Plainfield, and the railroad from Willimantic to Providence was opened October 2, 1854. In 1853 Waterbury citizens contributed $50,000 to aid in extending the railroad to Waterbury, and the remaining section, between Waterbury and Bristol, was finished on January 11, 1855. This made a complete road from Providence to Waterbury through Willimantic, Hartford and New Britain, and it has been in con- tinual operation from that time until the present. From 1849 to 1858 it was operated by the Hartford, Providence and Fishkill Rail- road company; from 1858 to 1878 by trustees under a mortgage of that company, and from 1878 to the present time by the New York and New England Railroad company.
The New York and New England Railroad company is the pro- duct of a union of many railroad companies, organized at different times and for different purposes. The several divisions of the road were begun independently, generally beween 1844 and 1848. The corporation was organized on April 17, 1873, with a cap- ital stock of twenty million dollars. The proceedings whereby it was formed were ratified the same year by the legisla- tures of Massachu- setts, Connecticut, Rhode Island and New York. It pur- NEW YORK AND NEW ENGLAND RAILROAD STATION. chased of the assignees all rights of redemption of the Boston, Hartford and Erie Railroad company, which was organized in 1863, and also came into control of the Norwich and Worcester railroad under the terms of a lease for ninety-nine years, which the Boston, Hartford and Erie had secured. This lease gave the New York and New England company the control of a line of steamers running from Norwich and New London to New York. After it came into possession of the Hartford, Providence and Fishkill rail-
II
162
HISTORY OF WATERBURY.
road, it took active steps toward accomplishing the original inten- tion of carrying the road through from Waterbury to a western connection. In October, 1852, a new survey had been made with reference to extending the railroad to the Hudson river, the work being under the charge of Samuel Nott, as engineer. The country between Litchfield on the north and Danbury on the south was then carefully examined and surveyed, and after much considera- tion the preference was finally given to the southern route through Waterbury. The road-bed west of Waterbury was partially con- structed by the Boston, Hartford and Erie Railroad company in 1868-69, but lay unused for a number of years. The New York and New England company completed it, and it was opened from Water- bury to Danbury on July 1, 1881, and from Danbury to Fishkill on the Hudson in January, 1882. The New York and New England company also owns the railroad which runs from Hartford to Spring- field on the east side of the Connecticut, and several other branches, making in all 360 miles of railroad. It leases about 173 miles of road, and controls the steamboat line already mentioned, which covers a distance of about 125 miles. It thus offers to the citizens of Waterbury means of convenient access not only to Hartford and the eastern portions of the state, but to the principal cities of New England, and at the same time direct communication with the west. By means of the competition developed by its establishment, rates were reduced, and Waterbury was enabled to compete with other cities whose situation was formerly more favorable. The New York and New England railroad has thus assisted very materially in the development and progress of the city.
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