USA > Massachusetts > History of the Connecticut Valley in Massachusetts, with illustrations and biographical sketches of some of its prominent men and pioneers, Vol. I > Part 32
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On the 5th of July, 1861, a serious fire at East Albany destroyed all the station-buildings, one of the bridges leading to the island, and 67 freight-cars, involving a loss, exclusive of freight-cars, of $113,143.76. The buildings were imme- diately rebuilt.
At the elose of 1862 there remained about 40 miles of the sceond track to be laid between Boston and Albany. The double track was completed through in 1868.
The long-continued dithculties between the Western and the Boston and Worcester Railroad companies, regarding passenger and freight rates and the pro rata division of the earnings of the two roads, operated to diminish the business of the lines, and was the subject of various arrangements and compromises, and many attempts were made to adjust and settle the questions arising ; but no permanent or satisfactory solution was reached until Dee. 1, 1867, when the two lines were consolidated under a new corporation, which from that date took the name of the Boston and Albany Railroad Company.
In addition to the main line the company operate the fol- lowing roads and branches : Grand Junction Railroad, New- ton Lower Falls Branch, Brookline Branch, Saxonville Branch, Milford Braneh, Milbury Branch, North Brookfield Branch, Spencer Branch, Ware River Road,* Pittsfield and North Adams Road, and the Chatham and Hudson Road. The Ware River Road is operated under a lease for 999 years.
The present capital of the company is $20,000,000. The equipment of the road consists of 243 locomotives, averaging 29-16 tons each, 184 passenger ears, 55 baggage and postal, 4907 merchandise, 517 other, and 11 snow-plows.
The following table shows the cost of the road to Sept. 30, 1878 :
Graduation, masonry, and bridging .. $7,516,075.08
Superstructure, including iron.
Land, land damages, and fencing.
5,795,293.04 5,173,713.61
Passenger and freight stations, wood-sheds, and water- stations. Engine-houses, car-sheds, and turn-tables. 516,442.53
2,947,617.89
Machine-shops, machinery, and tools
777,276.23
Engineering, interest, agencies, salaries, etc ...
1,642,298,12
Locomotives and snow-plows
1,215,000.00
Passenger, mail, and baggage cars.
488,000.00
Merchandise cars
1,442,400.00
Total
$27,514,116.50
TRIAL BALANCE, SEPTEMBER 30, 1878.
Cost of road and equip-
ment ..
$27,514,116.50
Capital stock. Seven per cent. bonds ... $20,000,000.00 5,000,000.00 2,000,000.00 Six per cent. bonds ....
property .
Hudson River bridges .. 475,485.00
and interest
33,685.50
Materials.
1,130,944.07
Dividend No. 20, due Nov. 15, 1877.
800,000.00
Ledger balances due
from individuals and
corporations ..
495,483.83
Dividend No. 2, P. & N. A. R. R., due Jan. 1, 1×78 .... Dividend No. 8, Ware
11,250.00
West Stockbridge R. R.
13,000,00
R. R., dne Jan. 1, 1878
26,250.00
Cash
549,874.09
Notes payable ...
507,434.75
$30,803,680,67
$30,803,680.67
The gross earnings of the road for the year ending Sept. 30, 1878, were $6,633,533.41 ; expenses for same period, $4,413,- 997.27; net balance, $2,219,536.14.
The following statement shows the rapid increase in the quan- tity of grain of all kinds received into the East Boston elevator
* This line runs from Palmer up the Ware River, and through Worcester County. It was incorporated May 24, 1851, to Imild a road from Palmer to Templeton, in Worcester County. The road connects with the Fitchburg Rail- way at Baldwinsville.
Cost of South Boston
505,008.22
Unclaimed dividends
Real estate and land .....
119,678.96
Profit and loss.
2,425,060.42
stock
104
HISTORY OF THE CONNECTICUT VALLEY.
during the last five years : 1873-74, 1,508,083 bushels; 1874- 75, 2,588,227 bushels; 1875-76, 4,406,785 bushels ; 1876-77, 4,240,501 bushels ; 1877-78, 9,763,280 bushels.
A severe storm and flood on the 10th of December, 1878, caused considerable damage to the road in the valley of the Agawam River, the total loss to track, bridges, etc., being es- timated at $20,000. There was also serious interruption to travel and traffic for a number of days.
The presidents of the Western Railroad company, and of the Boston and Albany, since the consolidation with the Bos- ton and Worcester company, have been as below : Thomas B. Wales, of Boston, from January, 1836, to February, 1842. John Howard, pro tem., two months, 1842. George Bliss, from March, 1842, to 1843. Edmund Dwight, 1843-44, one year. George Bliss, one year, 1844-45. Addison Gilmore, 1846 to latter part of 1850, when he died. John Gardner, pro tem., 1850-51. Captain Wm. Il. Swift, 1851 to 1854. Chester W. Chapin, of Springfield, 1854 to 1877. D. Waldo Lincoln, of Worcester, the present incumbent.
Present Officers of the Corporation .- Directors, D. W. Lin- coln, C. W. Chapin, Ignatius Sargent, Moses Kimball, John Cummings, Henry Colt, Geo. O. Crocker, Edward B. Gillett, J. II. Chadwick, Charles L. Wood, J. N. Dunham, D. N. Skillings, Francis B. Hayes. D. Waldo Lincoln, President, Boston ; William Bliss, General Manager, Springfield ; C. O. Russell, General Superintendent, Springfield; Wal- ter II. Barnes, Assistant Superintendent, Boston ; J. B. Chapin, Assistant Superintendent Albany ; C. E. Stevens, Treasurer, Boston ; J. A Rumrill, Secretary and Clerk, Springfield; M. E. Barber, Auditor, Springfield; H. J. Hayden, General Freight Agent, Boston ; J. M. Griggs, General Ticket Agent, Springfield ; A. S. Bryant, Cashier, Springfield ; Albert Holt, Paymaster, Springfield.
THE CONNECTICUT RIVER RAILROAD.
The first link in this line was that portion between Spring- field and Northampton. A company known as "The North- ampton and Springfield Railroad Corporation" was chartered on the 1st of March, 1842. The leading corporators were John Clarke, Sam'l L. Hinckley, Stephen Brewer, Jonathan H. Butler, and Winthrop Hillyer. The capital stock was limited to $400,000, but this was increased by an act of the Legislature, Feb. 23, 1844, to $500,000.
On the 25th of February, 1845, Henry W. Clapp, Ralph Williams, Henry W. Cushman, and associates were incorpo- rated as " The Greenfield and Northampton Railroad Com- pany," with authority to construct a road between the above- mentioned towns. The capital stock was limited to $500,000. These two corporations were consolidated on equal terms in July, 1845, and took the name of "The Connecticut River Railroad Company." An act of the Legislature passed March 21, 1845, authorized " The Northampton and Springfield Com- pany" to change its route to the one where the road now runs. " The Connectient River Company" was authorized on the 16th of April, 1846, to extend its road northward from Greenfield to the Vermont State line, and to increase its stock by an amount not exceeding $500,000.
The road was opened from Springfield to Cabotville (now Chicopee) on the 28th of February, 1845, and to Northampton on the 13th of December of the same year. On the 17th of August, 1846, it was opened to South Deerfield, and on the 23d of November following to Greenfield. The branch from Chicopee to Chicopee Falls was completed September 8 of the same year.
The earnings of the road from the first opening to January 1, 1846, were $13,521; expenditures same time, $5519. The receipts for 1846 were $58,246.99; expenses, $21,752.43. Re- ceipts for 1847, $123,951.61. Receipts for 1848, $165,242.13; and the number of passengers carried was 299,865; tons of merchandise, 101,314.
The road was completed to the south line of Vermont on the Ist of January, 1849, a distance of 52 miles from Springfield. The total cost of the road to that date was $1,798,825.
On the 7th of December, 1849, the company entered into an agreement with the Ashuelot Railroad Company, of New IHampshire, chartered to construct a line from the Cheshire Railroad, in Keene, N. H., to the west shore of the Connecticut River, in South Vernon, Vt., by which the Connecticut River company should operate the Ashuelot road for a period of ten years, paying 7 per cent. per annum on the cost of the road. The annual rental was subsequently fixed at $30,000. The Connecticut company commenced running cars over this road Jan. 27, 1851. The company is still running this line under a special contract, and is also operating the Vermont Valley road from Brattleboro' to Bellows Falls, as agent. The company also has a branch of 3} miles from Mount Tom Station to Easthampton.
The total cost of the road and equipments has been $2,637,- 976.52, the present capital stock is $2,100,000, and the funded debt $250,000 ; surplus, $578,886.75.
The following table shows the annual receipts and expenses of the road from 1848 to 1878:
Receipts.
Expenses.
1865
Receipts. $533,108.96
$364,403.89
1850
191,587.12
104,149.18
1866
617,112.88
439,821.75
1851.
199,894.83
102,185.45
1867
629,165.01
460,001.39
1852.
229,004.98
113,154.02
1868
619,348.69
425,389.98
1853
258,220.89
126,122.68
1869
649,196.49
446,354.29
1854
277,770.71
144,828.57
1870
571,972.32
374,797.81
1855
286,562.55
166,067.07
1871
725,391.83
526,234.43
1856
288,669.71
163,045.72
1872
733,368.37
517,886.95
1857
267,710.57
156,667.50
1873
751,303.74
527,321.10
1858
238,390.37
125,293.06
1874
706,405.45
491,208.97
1859.
271,592.15
133,367.00
1875.
649,249.26
419,679.65
1860
306,264.68
143,637.78
1876.
589,536.86
382,269.44
1862.
268,152.15
134,297.86
1878
584,670.50
399,750.44
1864.
472,320.85
306,389.07
Total *... $6,534,397.45
$4,462,487.00
TABLE SHOWING BUSINESS OF STATIONS FOR YEAR ENDING SEPT. 30, 1878.
STATIONS.
-Tons of Freight .- Forwarded. Received.
Forwarded.
Received.
Springfield.
139,758
96,225
287,092
332,147
Brightwood
23,216
24,076
Chicopee ...
8,062
22,661
138,463
115,521
Chicopee Falls ..
4,316
10,305
57,743
44,548
Willimansett.
97
173
27,304
24,851
Ilolyoke
20,890
74,115
159,269
149,653
Smith's Ferry
2,931
456
4,989
5,394
Mount Tom ..
13,936
354
9,001
9,195
Easthampton
1.682
7,402
19,806
19,838
Northampton
5,186
17,689
71,260
72,597
Hatfield
1,218
817
6,214
7.261
North Hatfield
1.255
1,135
2.388
1.785
Whately
547
521
2,139
2.033
Bernardston.
1,072
1,118
6.045
6,915
South Vernon.
87,928
32,028
34,516
33,224
Hinsdale
1,454
6,454
8,517
8.007
Ashnelot .
3.565
1,793
5,316
5,272
Winchester
2,351
1,757
8,322
8,167
Westport.
874
125
2,819
2,936
Swanzey ..
1.139
861
5,315
6,078
Keene
7,548
16,196
20,523
19,984
Total
322,900
322,000
946,900
946,900
The presidents of the company since its organization, in their order, have been Erastus Hopkins, of Northampton ; Henry W. Clapp, of Greenfield; Chester W. Chapin, of Springfield ; Henry W. Clapp, again ; Erastus Hopkins, again ; Daniel L. Harris, of Springfield.
Present Officers .- Directors : Daniel L. Harris, Springfield ; J. M. Spelman, Edward A. Dana, Boston; Charles S. Sar- gent, Brookline; Chester W. Chapin, Springfield; Oscar Edwards, Northampton ; W. B. Washburn, Greenfield ; Ro- land Mather, Hartford, Conn. ; S. M. Waite, Brattleboro', Vt. Daniel L. Harris, President, Springfield; John Mulligan, Superintendant, Springfield ; Seth Hunt, Clerk and Treasurer, Springfield ; John Whittelsey, Auditor, Northampton ; Wm. H. Stearns, Master Mechanic, Springfield; H. E. Howard, General Freight Agent, Springfield; F. D. Heywood, General Ticket Agent, Springfield ; Geo. E. Frink, Cashier and Pay-
24,535
32,837
33,794
South Deerfield.
2,252
3,904
9,171
9,231
Deerfield.
1,892
1.976
4.635
4.393
1861
250,836.00
127,880.39
1877
573,302.63
376,983.92
1863.
344,194.19
176,185.72
Expenses.
1849
$192,072.49
$95,090,93
-Number of Passengers .-
Greenfield.
12,947
....
* These sums include the earnings of the Ashuelot road for about 11 years.
105
HISTORY OF THE CONNECTICUT VALLEY.
master, Springfield ; C. H. Cram, General Freight Clerk, Springfield; Wm. E. Hill, Lost Freight and Baggage Agent, Springfield.
THE NEW YORK, NEW HAVEN AND HARTFORD RAILWAY.
This line extends from Springfield, ria Hartford and New Haven, to New York City, and is made up of a consolidation of several lines, among which were the Springfield and Hart- ford and the Hartford and New Haven roads. The Spring- field and Hartford road was opened in 1844, and passengers took steamer at New Haven, on the Long Island Sound boats, for New York. The completion of the New York and New Haven line opened a through route from Boston to New York via Springfield, and it now constitutes one of the most im- portant lines in the State of Connecticut.
THE NEW LONDON NORTHERN RAILROAD.
This line was originally chartered by the Connecticut Legis- lature in May, 1847, as " The New London, Willimantie and Springfield Railroad Company." The northern terminus was subsequently changed to Palmer. The Massachusetts Legis- lature in 1848 authorized the company to extend its line from the State line, a distance of nine miles, to the line of the Western Railroad at Palmer depot.
The road was opened from New London to Willimantic, a distance of 30 miles, in November, 1849 ; to Stafford Springs, in March, 1850; and to Palmer, on the 20th of September, 1850; a total distance of 66 miles. The original cost of the road was $1,524,329.66, and of the portion in Massachusetts, $207,201.53.
THE AMHERST AND BELCHERTOWN RAILROAD COMPANY was incorporated in 1851, with authority to construct a line from Pahner, through the towns of Belchertown, Amherst, Leverett, Sunderland, and Montague, to the Vermont and Massachusetts Railroad, at or near Montague. The company was organized June 30, 1851. Luke Sweetser was chosen President, and John S. Adams Clerk and Treasurer.
The road was opened from Palmer to Amherst, May 9, 1853, and was leased to the New London, Willimantie and Palmer company for ten years, but, the arrangement proving unsat- isfactory, the contract was dissolved Nov. 5, 1853, and the road was from that date to 1864 operated by the Amherst and Belchertown company. The cost of this road between Pal- mer and Amherst was $280,000.
In 1860 the name of the New London, Willimantic and Palmer company was changed to the present one, and in 1864 the latter bought out the Amherst and Belchertown road, and extended the line to a connection with the Vermont and Massachusetts road, at Grout's Corners, in 1866.
The principal stations on this line in Massachusetts are Monson, Palmer, Belchertown, Amherst, Montagne, and Mil- ler's Falls. The road forms an important route, and furnishes valuable facilities to the eastern portions of the three river- counties.
The consolidated line, extending from New London, Conn., to South Vernon, Vt., is operated under lease by the Vermont Central Railway Company.
THE NEW HAVEN AND NORTHAMPTON RAILROAD.
This corporation is the result of a consolidation of several independent companies in Massachusetts and Connecticut.
THE HAMPDEN RAILROAD COMPANY
was chartered in 1852, with a capital of $175,000, with authority to build a road from Westfield to the State line in Granby, Conn.
THE NORTHAMPTON AND WESTFIELD COMPANY
was chartered in the same year with a capital of $200,000, for the purpose of continuing the first-named road from Westfield to Northampton. The two roads were united under the name of
THE HAMPSHIRE AND HAMPDEN RAILROAD COMPANY
in 1853. The line was put in operation to Northampton in 1856, and extended to its present northern terminus in 1868. The New Haven and Northampton Canal Company was authorized in 1853 to dispose of corporate property to the Hampshire and Hampden Railroad Company.
The Holyoke and Westfield road was built, under the Mas- sachusetts laws, to accommodate the manufacturing interests of the former place, in 1871. The capital was mostly suh- scribed in that city. It is operated by the New Haven and Northampton company, which furnishes ten extra freight- trains daily. It forms a valuable competing line with the New York, New Haven and Hartford road.
THIE CONNECTICUT CENTRAL RAILROAD.
This line is made up of the Springfield and New London Rail- road, which was organized under a general law of Massachu- setts, in 1874, ostensibly with the view of connecting the points mentioned, and the first-named road was chartered in 1868, and obtained a supplementary charter in in 1869. The road extends from Hartford, Conn., to Springfield, Mass., and has a branch in Connecticut from Melrose to Rockville, 74 miles.
The road was built in 1875, and put in operation in Janu- ary, 1876. The length of the road is 30 miles. The whole line is operated by the Connecticut Central. It connects at Hart- ford with the Valley Railway, to Saybrook, at the mouth of the Connecticut, and at Springfield with the Athol Railroad.
The presidents of the Connecticut Central company have been J. W. Phelps, from organization to 1876, and D. D. Warren, the present incumbent. Gurdon Bill has officiated as president of the Springfield and New London road since its organization.
THE SPRINGFIELD, ATHOL AND NORTHEASTERN RAILROAD.
This road was originally the Athol and Enfield Railroad, chartered about 1864-65. The first portion was constructed from Athol to a connection with the New London Northern road at Barrett's, from whence the company's trains ran to Palmer, four miles, over the New London Northern track.
In 1872 the company obtained a supplementary charter, changing the name of the corporation to the present one, and authorizing them to build a line from Barrett's to Springfield, about 17 miles, which was constructed in 1873. The city of Springfield holds about $300,000 of this company's stock.
The officers of this company are: President, Willis Phelps; Superintendent, H. W. Phelps ; Treasurer, T. H. Goodspeed ; General Freight and Ticket Agent, E. M. Bartlett.
THE HOOSAC TUNNEL LINE.
This is the most important line of railway passing through the northern part of the State. The component lines which make the complete road from Boston to the Hudson River at Troy are the Fitchburg Railroad, from Boston to Greenfield, a distance of 106 miles ; the Troy and Greenfield road, from Greenfield to North Adams, 37 miles, including the tunnel, which is the property of the State; and the Troy and Boston road, from North Adams to the Hudson River, 48 miles ; making a total distance of 191 miles from tide-water to tide- water again.
The height of the centre of the tunnel above tide-water is something over 800 feet.
These lines, or those portions traversing Franklin County, follow very closely the valleys of Miller's and the Dcerfield, or Pocomtuck, Rivers, nearly from the eastern to the western extremity of the county ; passing through or near the towns of Orange, Wendell, Erving, Montague, Deerfield, Greenfield, Shelburne, Conway, Buckland, Charlemont, and Rowe; and giving about 50 miles of continuous track within the county. There are sections of heavy and expensive work on this road in many places, but the advantages possessed by the tunnel route over every other will be best understood by the statement
14
106
HISTORY OF THE CONNECTICUT VALLEY.
that the highest point in the Hoosae tunnel is 612 feet nearer the sea-level than the summit on the Boston and Albany route.
The line, as originally surveyed and located, crossed Green River in the town of Deerfield, three-fourths of a mile from the business centre of Greenfield village, which place was accommodated until about 1876 by backing up the trains. At the latter date the track was changed and laid through the southern portion of the village, describing a grand curve, and crossing the former track a mile and a half southwest of the village, and over a mile west of the old bridge over Green River. The distance is somewhat increased, but the village is much better accommodated, and the grade reduced from about 70 feet to 26 feet per mile.
The Troy and Greenfield road was chartered in 1848, and organized in 1849. Ground was broken on the 8th of January, 1851, under an appropriation of $25,000 made for "experiments on the tunnel." Application was also made in that year for aid from the State, but without snecess, and again in 1853 with a similar result.
In 1854 a third application was successful, and State aid was granted to the extent of $2,000,000. The actual com- meneement of work on the tunnel proper was in the sum- mer of 1856, when llerman llaupt, an eminent engineer, of- fered to undertake the job ; and on the 30th of July of that year a contract was entered into with Messrs. Il. Ilaupt & Co.
From that date until 1861 work was vigorously pushed so long as the funds held out, but in the summer of that year they became exhausted, and work was suspended. In Sep- tember, 1862, the tunnel was transferred to the State, the work at that time having progressed to the extent of half a mile into the mountain.
. The State entered upon the work vigorously, and continued it until 1868, when the expense had become so enormous that the people became alarmed, and the State finally abandoned it.
On the 24th of December, 1868, the Messrs. Shanley, of Montreal, Canada, contracted for the completion of the tunnel for the sum of $4,594,368, and whatever interest might ac- erue under the contract. Under their management the work steadily progressed to completion early in the year 1874.
The headings east of the central shaft met on the 12th of December, 1872, and the western headings on the 27th of No- vember, 1878, amid great rejoicings.
First and last the labor was continued through a period of about eighteen years, at a total cost, including interest, of about $17,000,000 .* The total length of the tunnel which passes under the Hoosae Mountain-a portion of the Green Mountain range-is 25,586 feet, or 4 miles and 3666 feet. The tunnel is 26 feet in width and the same in height. The highest point of the mountain above the tunnel in the western part is 1718 feet, and of the summit east of the centre, 1429 feet. The central shaft, running from the top of the mountain to the tunnel below, is 1037 feet in vertical depth. The grade of the track within the tunnel is 26.4 feet per mile, and the suinmit is near the centre, with an equal grade on either side. The drainage is perfect.
The character of the various rock-formations encountered in the prosecution of the work, commencing at the eastern entrance and going west, reads as follows, according to a diagram of the work: "Talcose slate, § of a mile; mica- schist, about 3 of a mile; mica-schist with quartz veins, about one mile; mica-schist and gneiss, about 3 of a mile ; granite and conglomerate, about | of a mile; mica-schist, ¿ of a mile; gneiss, } of a mile; and mica-schist, 2 of a mile."
The road was opened from Greenfield to the tunnel, Ang.
17, 1868 ; the first construction-train passed through the tun- nel Feb. 9, 1875, and the first passenger-train, April 9th of the same year.
This great line possesses uneommon and remarkable facili- ties for the handling of heavy freight at its termini in Boston and Troy. Its arrangements for transferring grain, stock, and merchandise to and from ears, vessels, and canal- boats are unsurpassed, while its dockage-fronts and storage accommodations on tide-water are of the best possible de- seription.
The expense of moving heavy trains over that great natural barrier, the Green Mountain range, is reduced to a minimum by the completion, after years of labor and many millions of expense, of the great Hoose tunnel, which is in some re- spects the most remarkable and important tunnel in the world.+ It is on the line of the greatest commercial activity on the continent, as well as lying in the exact track between the grain-producing region of the Northwest and the grain- consuming millions of New England and Europe. The amount of its business is very large, and, in the line of freights, rapidly inereasing, and its importance is probably only beginning to be comprehended.
THE VERMONT AND MASSACHUSETTS RAILROAD.
This road, which extends from Fitchburg to Greenfield and Brattleboro', Vt., was chartered in 1844, and opened from Fitchburg to Athol, Jan. 1, 1848; to Brattleboro' rio North- field and South Vernon, in February, 1849; and to Green- field ria Deerfield, in 1850. It is now known as the Fitch- burg line.
The portion of this line lying between Grout's Corners and the Vermont line is operated under a lease by the Vermont Central Railroad Company, in connection with the New London Northern road. Its termini, Brattleboro', Vt., and Greenfield, Mass., are thriving and important towns ; and the connections of the road at these points and others with the great tunnel line and the Vermont and New Hampshire systems are very important factors in its general business.
This company operates the short line, or branch, from Greenfield to Turner's Falls, or, more properly speaking, from the switch on the Deerfield River to the Falls. There is a probability of a line being eventually constructed from Tur- ner's Falls to Miller's Falls.
CHAPTER XXIII.
POPULATION-INDUSTRY AND WEALTH-EDUCA- TIONAL.
THE population of Massachusetts from 1776 to 1875, accord- ing to the colonial, State, and United States censuses, has been as follows: 1776, 295,080; 1790, 378,787; 1800, 422,845; 1810, 472,040; 1820, 523,287; 1830, 610,408; 1840, 737,700; 1850, 994,514; 1855, 1,132,369; 1860, 1,231,066; 1865, 1,267,- 030; 1870, 1,457,351 ; 1875, 1,651,912.
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