Transportation in Middlesex County

Ferries in Middlesex County

ALL INTERCOURSE between the opposite sides of the Connecticut River was, till the construction of the bridges of the Air Line and Shore Line Railroads at Middletown and Saybrook Junction, by means of ferries. These bridges are only for the passage of railroad trains, but most of the travel, which would otherwise cross the ferries, goes over on these trains. The ferries are still utilized by teams and for local travel, but the great change which the establishment of railroads across the country and along the river has effected has diminished the importance of these ferries, and some of them have fallen into disuse, while others are only occasionally used.

Although at an early period facilities for crossing the river, at various points along its course, were provided by private individuals or associations of neighbors, no ferry with privileges guaranteed by law was granted till 1662, when the Saybrook ferry, between Saybrook and Lyme, was authorized by the General Court. In 1664, Chapman’s ferry, between Haddam and East Haddam, was granted. In 1724, Brockway’s, between Pautapaug and North Lyme, was established, and in 1726, Middletown ferry, between Middletown and what is now Portland, was granted.

Knowles’s Landing ferry was granted in 1735, but it was abandoned, and another grant was made in 1806.

In 1741, the East Haddam ferry, between Haddam and East Haddam, was granted, but it was only occasionally kept, and in 1811 a new grant was made.

Upper Houses ferry, between what are now Cromwell and Portland, was authorized in 1759.

Higganum, between Haddam and Middle Haddam, was granted in 1763.

Warner’s, between Chester and Hadlyme, was established in 1769.

Haddam ferry, between Haddam and Middle Haddam, received chartered rights in 1814.

Steamboats and Steam Navigation on Connecticut River

The nearest approach to steam navigation previous to the 18th century was a boat built by John Silliman, of Chester. It was in the form of a scow, with paddle wheels propelled by horse power. He carried grain and other materials on the river, and at one time, it is said, he carried the mayor and aldermen of Hartford on an excursion trip. The loss of a load of grain, by the sinking of his boat by running onto a rock, compelled him to abandon the undertaking. At the time he met with the loss he used two scows fastened together, propelled by two horses. The wreck of these could be seen, a few years ago, just south of the Chester steamboat dock, sunk in the mud.

No steamboat is known to have run on the Connecticut River prior to 1819, except the Fulton, which plied for a short time. The Enterprise, built and owned by a Mr. Kelsey, of Middletown, came on soon afterward.

In 1824, the Connecticut River Steamboat Company put on the river the Oliver Ellsworth, a new boat, commanded by Captain Daniel Havens, of Norwich; and in the next season the McDonough, another new boat. These were among the best boats of that time. They were well finished and furnished, were schooner rigged, and had figure heads and bowsprits, and carved work on their sterns. They were well patronized, and they did a large share of the passenger business between eastern and northern Connecticut and New York. At Calves’ Island wharf, in Lyme, stages met these boats, and conveyed passengers between that point and New London, and the region east. Stage connections were also made at Ely’s ferry for Norwich, and at Hartford for the north. The Oliver Ellsworth exploded her boiler on Long Island Sound, in March 1827, by which accident four or five lives were lost. She was repaired, and was afterward commanded by Captain Stow, of Middletown, and others, till 1834, when she left the river. At about the same time the McDonough was sold, to run between Boston and Portland, Maine.

In 1830, the Victory, an Albany boat, came on the route. Opposition brought down fares, and tickets for New York were sold as low as twenty-five cents. During the season of 1831, this boat ran in connection with the other Connecticut River boats.

In the spring of 1832, the Chief Justice Marshall, Captain Jabez Howes, came, and continued till she was lost, near Branford, in a heavy storm, in April 1833.

In June of the same year came the Water Witch, Captain Jacob Vanderbilt, which made the passage between Hartford and New York in thirteen hours.

In August came the New England, of the Connecticut River line, a new boat, and one of the best then afloat. She was commanded by Henry Waterman, of Hartford. On the 9th of October 1833, at Essex, this boat exploded both her boilers, killing and wounding some 20 people. She left the river, in 1837, for the Boston and Portland line.

The next boat was the Bunker Hill, Captain Sandford, which was so crank on its first trip that it was at once docked, sawed in two, and lengthened, after which she did excellent work till she struck on Cow Neck, in Oyster Bay River, while enveloped by a fog, in 1841.

The Lexington, Captain Vanderbilt, ran, during part of the season of 1837, in opposition to the Bunker Hill. She was called the fastest boat of her day.

The Cleopatra, Captain Reynolds, came on in 1837, and ran on alternate days with the Bunker Hill and Charter Oak. She continued on the river till 1842, most of the time under the command of Captain Dunstan, who was, in 1846, lost on the Atlantic, at Fisher’s Island.

The Charter Oak, built at Hartford, under the supervision of Matthew Hubbard, was an excellent steamer. She was transferred from the Hartford to the New London route. During the season after the Charter Oak was built, Mr. Hubbard built a ship, at East Haddam, for Captain C. R. Dean, who claimed that the Charter Oak cost him more than $500; for said he: Every broadaxe and plane was still when that boat came in sight below Higganum. All rested to see ‘Boss Hubbard’s boat.’

The spring of 1842 found no boats plying on the Connecticut River below Hartford. The Splendid, which had run to Hartford every month in the previous winter, had been taken off.

The Kosciusko, Captain Van Pelt, came on about the 1st of May. The Globe, which had been built and fitted with the engine and apparel of the wrecked Bunker Hill, appeared about the 1st of June. She was, probably, as fast a vessel, and as much a favorite, as any that ever ran on the river. Directly after the Mexican war she was sold and went to Texas. She was, during most of the time she was here, under the command of Captain E. D. Roath, of Norwich.

The Kosciusko ran on the river till 1846, when the New Champion succeeded her. This boat was under the command of Captain Van Pelt, and afterward of Captain Tinklepaugh. She was a fortunate boat, very regular in making her time, and she continued on the river till 1853, when she was succeeded by the Granite State.

The Globe was, in 1847, succeeded by the Hero, which continued till the City of Hartford came, in 1852. The Hero was, during most of this time, under the command of Captain Joseph H. King.

In the summer of 1850, the Connecticut, Captain Peck, ran on the same days as the New Champion, and the Traveller on the days of the Hero, and fares were very low.

Early in June 1852, the City of Hartford, Captain Daniel A. Mills, came on. She was owned by a new company, was new, large, and well fitted and furnished.

About the 1st of July 1853, the Granite State, Captain James H. King, owned by the old company, appeared. She was new and in excellent order. For the next few years steamboating on the Connecticut River was in its glory. The Granite State and the City of Hartford, commanded by Captains King and Mills, afforded facilities for travel on this route that have never been surpassed.

The City of New York came out in 1866, under Captain Mills. It was subsequently commanded by Captain Dibble. In August, 1881, it was sunk and badly damaged, but was rebuilt in 1882, and named the City of Springfield.

The Granite State was burnt near Goodspeed’s Landing in May, 1883. The City of Hartford was refitted in that year and was named the Capitol City.

The City of Lawrence, Captain Miner, and the Capitol City, Captain Russell, run on the Hartford and New York line at present. They are good boats and are well patronized.

The Silver Star came on in 1865, and for some years it did considerable business at the river landings, but after the advent of the Connecticut Valley Railroad this business waned and the boat was sold in 1883.

The Lawrence, Captain Royal S. White, commenced running between Norwich and Hartford in 1846, and continued, with the Alice, till 1850.

The Cricket, Captain Post, commenced running to New London and Long Island in 1850, and since then the Island Belle, the Mary Benton, the S. B. Camp, and the Sunshine have been on that route.

With the exception of steamboats that have navigated the river for short periods, and those which have run temporarily in the place of the regular boats, the above list contains the names and times of all the Connecticut River steamboats.

Early Roads and Turnpikes of Middlesex County

The first settlers in Middlesex County came hither by way of Connecticut River, the great natural avenue of approach to the region along its shores. A few subsequently came from eastern Massachusetts over such rugged Indian trails and paths as were then to be found in the untamed wilderness. As settlements multiplied along the river and extended back from it, communication between them was first established and maintained through paths which were chosen because of the facilities for passage which they then presented, and without reference to future exigencies or conditions. As the country became more densely populated these paths, which had become highways, were in some cases altered to meet the requirements of changing circumstances; new ones were established, and those which had become of little use were abandoned. In many cases, however, these primitive roads determined the location of those settlers who followed the pioneers, and it was afterward found difficult to change them, though the routes which they followed were not the most feasible under the changed circumstances.

As time went on points more or less distant from each other became important, and more frequent communication between them was necessary, yet during many years this communication was had by way of these tortuous and inconvenient roads; and more direct and easier routes were not adopted till after the inconveniences of the old ones had long been endured. Gradually the crooked highways were straightened where it was practicable, and the most frequently travelled roads were kept in better repair, but it was not till early in the present century that roads between important points began to be constructed and maintained in this county by incorporated companies, that received for their labor and expense tolls from those who passed over these roads.

The first of these roads in Middlesex County was the Middlesex Turnpike, that extended from Saybrook through Haddam and Middletown to Goffe’s Brook, in Wethersfield, thirty-two miles. It was incorporated in May, 1802.

At the same time the Hebron and Middle Haddam Turnpike was incorporated. It ran from Hebron Meeting House to Middle Haddam Landing, thirteen and one-half miles.

The Middletown and Berlin Turnpike, extending from Middletown through Berlin into Farmington, twenty miles, was incorporated in May, 1808.

In October of the same year the Colchester and Chatham Turnpike was granted corporate privileges. It extended from Colchester through Chatham to Middletown ferry, eighteen miles.

Chatham and Marlborough Turnpike was chartered in October, 1809, and extended from Middletown ferry, via Pistol Point, to Marlborough, ten and one-half miles.

East Haddam and Colchester Turnpike, from East Haddam Landing to Colchester Meeting House, ten and one-half miles, was chartered in October, 1809.

Middletown and Meriden Turnpike, between Middletown and Meriden Meeting House, seven miles, received its charter in October, 1809.

Durham and East Guilford Turnpike extended from Durham street through North Bristol to East Guilford Green, fourteen miles. It was chartered in May, 1811.

Middletown, Durham, and New Haven Turnpike ran from Middletown through Durham, Branford, and North Haven to New Haven, twenty-three and one-half miles. It was granted in May, 1811.

Killingworth and Haddam Turnpike was incorporated in October, 1813. It extended between Killingworth street and Higganum, fifteen and one-half miles.

Beaver Meadow Turnpike was a branch of the above. It was also chartered in October, 1813, and extended to Haddam street, four and one-third miles.

Haddam and Durham Turnpike was incorporated in May, 1815. Its length was seven and three-fourth miles, from Higganum to Durham street.

Chester and North Killingworth Turnpike ran from the bridge over Chester Cove to North Killingworth, about seven miles. The charter was granted in May, 1816.

The turnpike from Norwich through East Haddam and Haddam to New Haven was chartered in October, 1817; and that from Pautapaug Point to East River bridge in Guilford, in October, 1818.

The Madison and North Killingworth Turnpike Company was incorporated in May, 1835.

Railroads of Middlesex County

Meriden and Cromwell Railroad Company

This company was incorporated in July, 1882, with a capital of $300,000. Work was commenced on the road, the termini of which are indicated by the name of the company, in the latter part of 1883, and the road went into operation in the autumn of 1884. About one-half of the road lies in Middlesex County. H. C. Wilcox is president of the company; Charles Parker, vice-president; C. L. Rockwell, secretary; and A. Chamberlain, treasurer.

The object of this road is to afford to the manufacturers of Meriden an additional inlet and outlet for raw material and manufactured goods, and thus to relieve them from the extortions of monopolies.

The stock is mostly owned by manufacturers and merchants in Meriden, and no debts have been incurred in the construction of the road, either by the issue of bonds or otherwise.

Middletown and Berlin Railroad

This was the first railroad that was constructed in this county. Its termini were Middletown and the Hartford and New Haven Railroad in the town of Berlin. The president of this company was Charles K. Alsop, of Middletown, and many of the directors and stockholders were citizens of this county. The road was completed and went into operation in the spring of 1849. Before its completion it was merged in the Hartford and New Haven Railroad, which has since become the New York, New Haven, and Hartford Railroad.

Air Line Railroad

In 1846, a charter was obtained from the Legislature of Connecticut for the New York and Boston Railroad, from New Haven to Windham, with authority to bridge the Connecticut River at Middletown. This charter was vetoed by the governor, but was again passed over his veto. The opposition to the measure was strong in Hartford, and an unsuccessful effort was made to procure the repeal of the bridge clause of the charter at the next session of the Legislature. Another effort, in 1848, was successful. The bridge clause was repealed, but permission was granted for an impracticable suspension bridge at the Narrows. Meantime the company had been organized, surveys had been made, and work commenced between Middletown and Sterling; but this act checked the enterprise, and work was suspended. The charter was renewed seven times, the last time in 1866. In 1868 the old bridge clause in the charter was re-enacted, notwithstanding the violent opposition that was made. The company was reorganized under the name of the New Haven, Middletown, and Willimantic Railroad, in 1867; with David Lyman, president, and O. V. Coffin, treasurer, and in June of that year work was commenced and so vigorously prosecuted that cars were put on, for freight and passengers, between New Haven and Middletown, in August 1870. On the 17th of December 1872, the bridge across the Connecticut River was completed and crossed by a locomotive, and, in February 1873, trains ran as far as East Hampton. August 12th 1873, the road was completed to Willimantic, and on that day a passenger train passed over it to that place.

The bridge over the Connecticut is a wrought iron structure, 1,250½ feet in length, with a draw of 303 feet covering openings each 130 feet wide at low water. It is capable of supporting 40,000 pounds to a linear foot, which is five times the weight of any probable rolling load. Its cost was about $400,000. It was designed and built by the Keystone Bridge Company, of Pittsburg.

The cost of the road was more than six millions of dollars. Of this cost, Middletown contributed $897,000; Portland, $318,000; Chatham, $12,000; and Middlefield, $70,000.

A foreclosure of the first mortgage bonds took place in 1875, and the bondholders organized a new company under the name of the Boston and New York Air Line Railroad. The road was afterward leased to the New York, New Haven, and Hartford Railroad Company for the term of ninety-nine years.

Shore Line Railroad

By reason of an unusual reticence on the part of the former officers of this road, only a meagre history of it can be gleaned. It is learned from the recollections of those in the vicinity, that the New Haven and New London Railroad was completed, and trains first passed over it, in the summer of 1852. At that time the Connecticut River was crossed, to Lyme, by a ferry, which took over the passengers and the baggage cars of the trains. The present bridge was built about 1870. No important changes have been made in the route through Middlesex County since the road was built.

In accordance with the usual custom in such cases, and with the usual result to the stockholders, the road passed into the hands of the bondholders by the foreclosure of the first mortgage. It was afterward reorganized under its present name, and leased for the term of ninety-nine years to the New York, New Haven, and Hartford Railroad Company, by which it is now operated.

Connecticut Valley Railroad Company

The act of the Legislature incorporating this company was passed at the May session, 1868. The incorporators were: Luther Boardman, Samuel Woodruff, O. V. Coffin, O. H. Clark, H. Scovill, J. C. Walkley, Henry G. Hubbard, H. Johnson, S. E. Marsh, J. Silliman, D. A. Mills, J. W. Hubbard, E. Brainerd, S. W. Robbins, Isaac Arnold, and R. B. Spencer.

The first meeting of the stockholders for the election of directors was held at the McDonough House, Middletown, Saturday, October 2d 1869. The following named persons were elected directors: Oliver D. Seymour, Francis B. Cooley, Elisha T. Smith, Nelson Hollister, Frederick R. Foster, Seth E. Marsh, Hartford; Gaston T. Hubbard, and Samuel Babcock, Middletown; Elisha Stevens, Cromwell; James E. Walkley, Haddam; Luther Boardman, East Haddam; Oliver H. Clark, Chester; S. M. Comstock, Essex.

At a meeting of the directors held at the same place, October 7th 1869, the following officers were elected, viz.: president, James C. Walkley; vice-president, Luther Boardman; secretary, Levi Woodhouse; treasurer, Nelson Hollister; chief engineer, Seth E. Marsh.

The capital stock authorized by the charter was $1,200,000. The construction of the road commenced in 1869, and the first shovelful of earth was thrown by Mrs. Walkley, wife of the president. The road was completed from Hartford to Saybrook Point, June 30th 1871, and from thence to Fenwick in 1872.

First mortgage bonds to the amount of $1,000,000 and second mortgage bonds to $1,250,000 were issued.

The cost of construction was much greater than was anticipated and the road did not prove a financial success. The result was that the first mortgage bondholders were compelled to assume control of it and the stock ceased to be of any value.

On the first of July 1880, the company was reorganized under the name of the Hartford and Connecticut Valley Railroad Company, and the following gentlemen were elected directors, viz.: Samuel Babcock, Timothy M. Allyn, Charles T. Hillyer, Chester W. Chapin, Richard D. Hubbard, Henry Kellogg, Charles M. Beach, Franklin Chamberlain, and Daniel C. Spencer. The officers were: Samuel Babcock, president; Henry Kellogg, vice-president; C. H. Smith Jr., secretary and treasurer.

The present officers are: Samuel Babcock, president and treasurer; George H. Watrous, vice-president; W. C. Brainard, secretary and assistant treasurer; O. M. Shepard, superintendent.

---

Source

Whittemore, Henry, History of Middlesex county, Connecticut, with biographical sketches of its prominent men, New York : J. B. Beers & Co., 1884.