USA > Massachusetts > Hampden County > Our county and its people : A history of Hampden County, Massachusetts. Volume 1 > Part 15
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The old Toll Bridge-High Water Mark, April 16, 1895
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OUR COUNTY AND ITS PEOPLE
done, and on October 1, 1816, a new bridge was opened for travel. It cost about $22,000.
In March, 1818, the second bridge was swept away by high water, only the abutments and two piers on the west side surviv- ing the flood. This second loss, following so close upon the first, was a heavy blow to the company, but evidently the man- agement was not disheartened. Again, however, they had re- course to the legislature, and by an act passed February 18, 1819, the "managers of the Springfield bridge lottery" were directed to continue their drawings until they had raised the sum author- ized by the act of 1813; and the act further authorized the man- agers to "draw one class by which they may raise $10,000 for the benefit of the company," on condition that the company give a bond to rebulid the bridge within one year from June 1, 1819.
Agreeable to the provisions of the act, and availing itself of the lottery enterprise, the company built a third bridge-the old covered bridge that still spans the river at the foot of Bridge street. It was completed in the early part of 1820, and its sub- sequent long life was a real disappointment to those who fore- told the fate of the first bridge; for it outlived them all, and sur- vived the ravages of time and flood and fire, even to the present day. More than four score years the structure has accommo- dated travel between Springfield and the thickly settled towns across the river, and for many years it was the only bridge over the Connecticut within the limits of Hampden county. Within the last twenty-five years the structure frequently has been strengthened in the hope that its use might be continued, but vir- tually it is condemned and for some twenty years the people have been clamorous for a new bridge on its site.
The covered bridge was built at a cost of $25,000. It is 1,287 feet long, twenty-eight feet above low water, and eighteen feet wide. The side walk was added in 1878. It was main- tained as a toll bridge until 1873, when it was taken by commis- sioners appointed under the act to abolish the toll1 system. It
1The act of incorporation authorized rates of toll as follows : Foot pas- sengers, 3 cts. ; horse and rider, 7 cts. ; horse and chaise, chair or sulky, 16 cts. ; coach, chariot, phaeton or other four-wheeled carriage for passengers, 33 cts .;
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Chicopee Bridge
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was purchased for $30,000, of which the county paid $15,000, West Springfield, $4,000, Springfield, $10,000, and Agawam, $1,000. Since that time it has been maintained as a free bridge, the county paying one-half, Springfield one-third and West Springfield one-sixth of the expense.
The Chicopee bridge, so called, but formerly known as the Cabot and West Springfield bridge, dates its history from the year 1846, when, on March 27, the Cabot and West Springfield bridge company was incorporated. The bridge itself was built in 1848-49, and was maintained as a toll bridge until purchased and made free in 1872. The original founders of the enterprise were Robert E. Bemis, Veranus Chapin, Aaron Ashley, Horace Smith and their associates, who were authorized to build and maintain a toll bridge across the Connecticut at Ashley's ferry, so called, or between that point and Jones' ferry, as the county commissioners should determine.
When taken and made a free bridge in 1872 the company received $36,000, one-half of which was paid by the county at large, one-third by Chicopee, and one-sixth by West Springfield. The subsequent cost of maintenance has been paid by Chicopee, two-thirds, and West Springfield one-third.
The Agawam bridge company was incorporated June 4, 1856, by Lyman Whitman, Thomas Kirkland, Henry Fuller, Henry Sikes, Luther Loomis, Henry Wolcott, Charles G. Rice, Elijah Bliss, J. R. Cooley, Horace Cutler and their associates, for the purpose of building and maintaining a toll bridge across the Connecticut between the city of Springfield and the town of Agawam, "at or near the present ferry," as stated in the act; but notwithstanding the efforts put forth by the company, the bridge was not built by the original proprietors. The legislature frequently extended the time for completion, and finally, in 1873, an act of the general court authorized the construction of a free bridge at that point. Even then six more years passed before the work was accomplished and the people of Agawam were given direct communication with the county seat.
curricle, 25 cts. ; horse and sleigh drawn by one horse, 10 cts., and if drawn by more than one horse, 121/2 cts. ; neat cattle, 3 cts. ; sheep or swine, 1 cent.
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INTERNAL IMPROVEMENTS
The South End bridge, successor to the proposed Agawam bridge, was built in 1879, at a cost of $116,188; of which sum the county paid $11,000, Springfield, $75,522, and Agawam, $29,666. The expense of maintenance is borne by Springfield and Aga- wam, the former paying eighty-five per cent. and the latter fif- teen per cent. of the cost.
The Holyoke and South Hadley Falls bridge company1 was incorporated April 27, 1865, by Alonzo Bardwell, S. S. Chase, Stephen Holman and others, to build and maintain a toll bridge between Holyoke and South Hadley Falls in Hampshire county. In 1870 an act of the legislature authorized the county commis- sioners of Hampshire and Hampden counties to lay out a high- way and construct a free bridge between these places, and in May following authority was granted to contract with the Con- necticut river railroad company for the use of its bridge for traffic. In 1872 the bridge was made free. In 1873 a new Hol- yoke and South Hadley bridge was built at a total cost of $162,- 780. Of this sum Hampden county paid $35,500, Holyoke, $85,780, Hampshire county, $17,500, South Hadley, $15,000, Belchertown, $3,500, and Granby, $5,500. For subsequent maintenance Holyoke has paid eighty per cent. and South Had- ley twenty per cent.
The present Holyoke and South Hadley bridge was built in 1890, and cost $169,300. This expense was apportioned as fol- lows : Hampden county, $50,060; Chicopee, $2,500; Holyoke, $85,615; Hampshire county, $17,770; South Hadley, $9,355; Belchertown, $1,500; Granby, $2,500.
The North End bridge in Springfield, one of the most sub- stantial structures of its kind in the Connecticut valley, and an honor to any municipality, was built in 1878, and cost $170,904. Of this amount West Springfield paid $25,780, and Springfield, $145,124. In maintenance Springfield contributes eighty-five per cent. and West Springfield fifteen per cent.
1The original Holyoke and South Hadley Falls bridge company was incor- porated April 24, 1850, by Alonzo Bardwell, Charles Peck, James H. Clapp and others, and was authorized to build and maintain a toll bridge across the Con- necticut for a period of sixty years after the bridge was opened for traffic.
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Willimansett Bridge
INTERNAL IMPROVEMENTS
The Willimansett bridge, an original structure, was built in 1893, and cost $178,326.69. Of this amount the county at large paid $20,000, Chicopee, $52,775.56, and Holyoke, $105,- 551.13.
From what is stated in preceding paragraphs it will be seen that the county, and the towns charged with the cost, have paid (or are to pay) for bridges now in use across the Connecticut river, the principal sum of $790,873.69, divided as follows: Hampden county, $149,560; Chicopee, $60,275.56; West Spring- field, $35,780 ; Springfield, $230,646; Agawam, $30,666; Hol- yoke, $276,946.13.
Canals .- Soon after 1790 the subject of artificial waterways on the Connecticut river for transportation purposes was first discussed in business and legislative circles in Massachusetts, and in 1792 an act of the general court incorporated "The Pro- prietors of the Locks and Canals on the Connecticut River." The incorporators and prime movers of the then gigantic under- taking were chiefly resident in Hampshire county, but the com- pany included a number of prominent men in what afterward was Hampden county, among them being John Worthington, Samuel Lyman, Jonathan Dwight, John Hooker and William Smith, of Springfield, Samuel Fowler of Westfield, and Justin Ely, of West Springfield. The object of the company was to construct canals around the falls at South Hadley, thus opening the Connecticut as a navigable waterway for rafts and boats of light burthen.
Although the managers of the enterprise worked diligently to accomplish the task of building a canal around both the lower and the upper falls, they found the undertaking far more diffi- cult and expensive than was at first expected, therefore the ori- ginal company contented itself with building only the lower canal, while a new corporation, created by the legislature in 1794, undertook the work of constructing a canal around the upper falls, or rapids.
However, the entire undertaking was greater than was con- templated by either company, and the work was retarded by many embarrassing obstacles; but at last, after several years,
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the canals were substantially completed and put in operation, although they never met with the success they really deserved. It was not only a new undertaking, but a pioneer enterprise in the country, and one in which the projectors had no precedent to follow.
The Hampshire and Hampden canal was more particularly a local enterprise, and one in which the substantial men of West- field were deeply interested. The Hampshire and Hampden canal company was incorporated February 4, 1823, and was authorized to build and maintain a canal from Northampton to the Connecticut state line, passing through the towns of North- ampton, Easthampton and Southampton in Hampshire county and Westfield and Southwick in Hampden county. The incor- porators were Samuel Hinckley, Ebenezer Hunt, Ferdinand H. Wright, Isaac Damon, Eliphalet Williams, Samuel Fowler, Eli- jah Bates, William Atwater, Enos Foote, John Mills, Heman Laflin and their associates.
Under its charter the company was authorized "to locate, construct and fully complete a navigable canal, with locks, tow- paths, basins, wharves, dams, embankments, toll houses, and other necessary appendages," between the points previously men- tioned, "with power to employ and use as reservoirs or feeders, the different ponds, rivers and stream of water, near or over which said canal may pass, and also to save the floods and other waters of the ponds, rivers and streams, so used as aforesaid, and said corporation shall have power to connect with said canal, by feeders or by navigable canals, any and all said ponds, rivers, streams and reservoirs."
The company was allowed ten years in which to complete the canal, and on February 20, 1832, the time was extended to January 1, 1835. The work was finished as far as Westfield soon after 1830, and to Northampton in 1834. About this time, however, the company was in financial straits, and in April, 1836, an act of the legislature incorporated the New Haven and Northampton canal company, which succeeded by purchase and absorption to the rights, privileges and franchises of the older company. By this consolidation a continuous line of canal
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under a single management was in operation between New Haven and Northampton. In its time it was regarded as a re- markable waterway, from which great good accrued to the towns of Westfield and Southwick.
This once famous avenue of travel and transportation was kept in operation until about 1847, when overpowering railroad competition compelled a suspension of business. It is still fondly remembered by many citizens of Westfield and Southwick, and traces of it are yet discernible in several localities. It crossed Westfield river on a wooden aqueduct on stone piers, and about a quarter of a mile above Salmon Falls a dam was built across the same stream to insure a feed supply of water. The first dam proved unsatisfactory and a new one was constructed just above the falls. Traces of the feeder canal can now be seen be- tween the railroad and the river, and in places the mason work where the gates were built is yet visible.
CHAPTER XIII
INTERNAL IMPROVEMENTS-RAILROADS
The first effective act to incorporate a railroad company, whose line of road should pass through Hampden county, was adopted by the legislature March 15, 1833, when Nathan Hale, David Henshaw, George Bond, Henry Williams, Daniel Dewey, Joshua Clapp and Eliphalet Williams were granted a charter under the name of the Western railroad corporation, for the pur- pose of constructing and operating a railroad from the western terminus of the Boston and Worcester road, at Worcester, to the New York state line on the western border of Massachusetts. The capital stock of the company at first was limited to $2,000,- 000, and was taken by more than 2,200 subscribers. The com- pany, however, was not fully organized until January, 1836, when the following board of directors was chosen : John B.
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Old Boston and Albany R. R. Crossing on Main Street, Springfield, looking north
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Wales, Edmund Dwight, George Bliss, William Lawrence, Henry Rice, John Henshaw, Francis Jackson, Josiah Quincy, jr., and Justice Willard.
For more than forty years previous to this act of incorpora- tion the capitalists of eastern Massachusetts had been looking anxiously for more direct and rapid means of communication with the western portion of the state than was afforded by the transportation wagons and stages doing business on the estab- lished turnpike roads, and as early as 1792 the "Proprietors of the Massachusetts Canal" were incorporated for the purpose of constructing a canal across the state from east to west; and to this end surveys, maps and estimates were made, but beyond these preliminary proceedings nothing was accomplished. After this much had been done, the subject of a canal was one of dis- cussion only until 1825, when Governor Eustis recommended the appointment of three commissioners to ascertain the practicabil- ity of constructing a canal from Boston harbor to the Connecti- cut river, and thence to ultimately extend the same to the Hud-
son river. In answer to this suggestion a commission was es- tablished and several routes were examined and discussed, but in 1826 the legislature tabled the report of the commissioners and repealed the enabling act, which for a time put an end to the matter, for still more rapid means of transportation had in the meantime been put into operation in other states and was the subject of earnest discussion among capitalists in Boston.
In 1826 petitions were presented to the legislature asking that the committee on roads and canals cause preliminary sur- veys to be made for a "railway" from Boston to the Hudson river, the same to be operated by horse power, for steam roads then were not in existence, although such an innovation had been suggested as possible. The next two years were spent in exam- ining proposed routes, making surveys and discussing the ad- visability of the undertaking, with result in a report favorable to the enterprise. In 1828 an act of the legislature established a "board of directors of internal improvements," comprising nine members, and in the same year the New York legislature gave further encouragement to the work by passing "an act to
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facilitate the construction of a railroad from the city of Boston to the Hudson river," and pledged that state to continue to the Hudson river the road proposed to be built by Massachusetts from Boston to the New York line.
On June 2, 1831, the Boston and Worcester railroad cor- poration was created by act of the legislature, with a capital of $1,000,000, and with authority to build and maintain a railroad from Boston to Worcester. The company was organized May 1, 1832. On March 15, 1833, the directors of the aforesaid com- pany were further incorporated as "The Western railroad cor- poration," with an authorized capital of not more than 20,000 shares of $100 each, for the purpose of constructing a railroad from Worcester to the Connecticut river, at Springfield, and thence to the westerly boundary of the state. The Boston and Worcester company had exclusive control of the charter of the Western company. On May 5, 1834, the New York legislature granted a charter to the Castleton and West Stockbridge rail- road company (the name was changed in 1836 to the Albany and West Stockbridge railroad company) to build a railroad from Greenbush to the Massachusetts line; and with this action the entire line of road was provided for, but not built. The road from Boston to Worcester was completed and opened for traffic July 4, 1835.
The construction of the Western railroad west of Worces- ter was accomplished only after many vicissitudes. The lead- ing spirits of the enterprise in Springfield were George Bliss, Caleb Rice, W. H. Bowdoin and Justice Willard, but notwith- standing their strenuous efforts the people were slow to invest their money in the undertaking, regarding its ultimate success as doubtful. The need of a road from Worcester to Spring- field was conceded, and Springfield finally awakened to that fact. A public meeting was held in the town hall early in January, 1835, and resulted in a call for a general convention to be held in Worcester in May following. Then the road became an as- sured fact and the people set themselves diligently to work to accomplish that end. Surveys were at once begun and lines were even run in the direction of Hartford.
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WATCADAD CROSSING
Old Boston and Albany R. R. Crossing on Main Street, Springfield, looking south
OUR COUNTY AND ITS PEOPLE
It has been said that this very fact stirred the Springfield people to action, for the projectors of the road, on learning of the apathy which existed in Springfield, suggested a road from Worcester to Albany by way of Hartford. Indeed, the Hart- ford capitalists entered earnestly into the plan in good faith and caused surveys to be made from that city to Worcester, and also examined routes leading to the westward.
Early in June, 1836, the capital stock of the Western road had been subscribed, upon which the company was organized, with George Bliss and Justice Willard, of Springfield, members of the board of directors. On March 16 Mr. Bliss was appointed agent of the company. He had been one of the chief advocates of the road from the beginning, and to his influence more than any other man is due its construction through Springfield. Sur- veys on the route between Worcester and Springfield were be- gun in the spring of 1836, and early in the summer three parties of surveyors were operating west of the Connecticut. Several routes were suggested and examined, and for some time it was quite uncertain which was the most desirable. East of the river the work of construction was begun in 1836, and was so far com- pleted that passenger trains were run from Boston to Spring- field, October 1, 1839.
In the meantime work west of Springfield was progressing slowly, and the funds of the company were exhausted before the line was half built. In 1836 the legislature had been petitioned for state aid in the establishment of the Western railroad bank, to be operated in Boston in connection with the railroad, and while this request was not granted, the legislature authorized the treasurer to subscribe $1,000,000 stock in behalf of the state, and in 1838 the state pledged its credit to the extent of $2,100,- 000 more in behalf of the enterprise. Again in 1839 the state in the same manner contributed $1,200,000, and finally, in 1841, gave $700,000 more with which the road was completed.
During the years 1838-40 the work of construction was pushed vigorously, and with the contribution of money by the state in 1841 the road was finished to the New York state line. On May 24 the road was opened to Chester, and on October 4,
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following, the entire road from the Connecticut to the state line was ready for business. The long bridge across the river at Springfield was finished July 4, 1841, and cost $131,612.12. (The present bridge was erected in 1872, at a cost of $262,000.) That part of the road between Albany and the junction of the Hud- son and Berkshire roads, at Chatham Four Corners, was com- pleted and opened December 21, 1841, on which day trains be- gan running between Boston and Albany, on the longest continu- ous line of railway then in operation in the United States.
The completion of the railroad was an event of great impor- tance in the history of Springfield, the central point between the termini of the line. At that time the town had less than 11,000 inhabitants, and while the population during the next ten years increased hardly more than 1,000, every business enterprise was enhanced in value. When it was finally decided to build the road through the town, and all doubts on the subject were re- moved, there was an exciting time in real estate circles in the locality and charges of manipulation and unfairness were made in certain quarters ; but whatever ill feelings may have been en- gendered, they soon gave way in the general prosperity, and contentment prevailed in every circle of domestic life.
When completed and in operation the line of railroad be- tween Boston and Albany was owned by three corporations, and the division of revenue soon gave rise to difficulties, to the injury of all concerned through loss of business. The only satisfac- tory settlement of this condition of affairs lay in consolidation of interests, and on December 1, 1867, the Boston and Albany railroad company was the result. This company operated the road until January, 1901, when, with its branches, it passed by lease into the hands of the Central Hudson, or Vanderbilt, sys- tem.
The Hartford and Springfield railroad corporation, now a part of the great New York, New Haven and Hartford system, was chartered April 5, 1839, with $300,000 capital, and author- ity to build and maintain a railroad from Chicopee river, in the town of Springfield, to the south line of Massachusetts, there to meet a line of road owned by a Connecticut corporation. The
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"The Arch." Boston and Albany R. R. crossing on Main Street, Springfield, after the elevation of the tracks
RAILROADS
incorporators were Charles Stearns, George Dwight, Stephen O. Russel and George Bliss, and their associates. The road was opened in 1844, but the part north of the Western railroad was not built. In the same year the stockholders of the Hartford and New Haven company, a Connecticut corporation, were au- thorized to acquire stock in the Hartford and Springfield com- pany, which being done the name of the latter changed to New Haven and Springfield company. In 1845 the name changed to New Haven, Hartford and Springfield, and in 1847 to Hart- ford and New Haven company. On April 5, 1872, the road consolidated with other lines, upon which the corporation be- came known as the New York, New Haven and Hartford rail- road company.
The completion of this road opened communication with the large cities of Connecticut-Hartford and New Haven-and also gave Springfield direct trade with New York city as well as indirect advantages of ocean commerce. Next to the Western railroad it ranked in importance in promoting local interests, and in later years it has been a question whether the road down the valley has not been a more benefit to business interests in Springfield than the old line.
The Northampton and Springfield railroad company-a part of the now known Boston and Maine system-was incor- porated March 1, 1842, with $400,000 capital, and with authority to build and operate a railroad from a point within one mile of the court house in Northampton, crossing the Connecticut river near Mt. Holyoke and passing down the east side thereof through Hadley, South Hadley and Springfield to meet the track of the Hartford and Springfield road near Cabotville; or to diverge from this line in South Hadley and pass over the "Plain" and Chicopee river, near the falls, and unite with the Western rail- road east of the depot in Springfield. The incorporators named in the act were John Clark, Samuel L. Hinckley, Stephen Brewer, Jonathan H. Butler, Winthrop Hillyer and their associates. In 1845 the company was authorized to change the route of the road, cross the Connecticut at Willimansett and to extend a branch to Chicopee Falls.
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The road was built and put in operation about 1847. It was and is an important link in the chain of railroads through the Connecticut valley, and has brought much trade to Spring- field from Northampton and other localities in Hampshire and Franklin counties. In later years the road passed through various changes and ultimately became a part of the Boston and Maine system.
Next in the order of incorporation was the Mt. Holyoke railroad company, chartered by the legislature May 27, 1846, with $200,000 capital. This road, according to the description of its proposed route in the creating act, was to start in Hock- anum, and thence pass through Hadley, South Hadley and a part of the town of Springfield to a point near Willimansett, in what now is the town of Chicopee. Only a small part of this road was located in Hampden county, and as a factor in local history it had little importance, hence not more than a passing allusion to it is necessary in this chapter.
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