Northampton as a Seaport New Haven and Northampton CanalTHE ImpossiBLE DREA_M!O
NORTHAMPTON AS A SEAPORT
AND PORT OF ENTRY
erhaps few people stopping to
read the plaque placed at the edge
of the gentle slope at the
intersection of Elm and State streets . realize
what high hopes and what complete disaster
the legend represents.
It reads:
Site of the Freight House
1835.1847
Northampton -New Haven Canal
This canal passed under
Main Street through a stone archway,
thence up State Street
ending at the "Honey Pot" on
the Connecticut River
It stands for one of the most colossal,
industrial failures in the history of the Con-
necticut Valley.
The canal story is a fascinating and baffling
one. There had been a more or less successful
canal in operation from New Haven to Far-
mington in Connecticut for some time when a
group of ambitious businessmen conceived the
idea of continuing this further to the north.
New York's Erie Canal had been open for
nearly a decade and was showing vast profits
on the original investments. Canal fever was in
the air. Schemes were being considered in
various parts of the country. Many of the
regionsseemed inappropriate locations, but the
desire to make a "fast buck" was even then
paramount in many ventures of the day.
The local plan was to run the Farmington -
New Haven Canal through Southwick, West-
field, Southampton, Easthampton and on to
Northampton as far as the bend in the
Connecticut River, a little above the old toll
bridge.
Consequently, a meeting was announced to
be held at Mr. Joy's tavern in Southampton to
consider the possibilities and adopt such mea-
sures as might seem advisable to ensure the
construction and operation of such a water-
v, ay.
All interested persons, whether for or_
against, were invited to attend and air their
views. Samuel Hinckley and Thomas Shep-
herd, both respected businessmen, were in
charge of the plan.
The majority of those attending the meet-
ing were apparently much in favor of the
scheme and a resolution was put forth that a
fund be raised by popular subscription for the
project. The committee in charge of this
Cn rr I{ V js� tl
subscription was comprised ,of the Han. Jona-
than H. Lyman, Eliphalet Williams Esq. and
Capt. Isaac Damon of Northampton; Thad-
deus Clapp Esq. of Easthampton; Asahel
Chapman Esq. of Southampton; and Elijah
Bates Esq. and the Hon. James Fowler, both of
Westfield.
The first order of business was the need for
a survey of the terrain, and for this Jarus Hurd,
one of the most outstanding engineers in the
country, was engaged. The task was completed
in short order and a report was made to the
committee in November 1822, as follows:
"We commenced our operation at the turn
of the river, just above Northampton, at the
outlet of Slough Hill Brook. It being the object,
in the first place, to ascertain the general levels
of the country through the whole route. We
pursued our course with level, commonly•
following the highway and occasionally, at
points deemed important, leaving benches, so-
called, and marking them in our field book,
that they might serve as points of departure on
the return trip:"
After careful consideration and study, the
engineers noted they found no physical fea-
tures that would make the operation impracti-
cal or deter its accomplishment.
They further suggested tl-
expenditure would be trifling
parison with the magnitude
turns.
at they felt th
indeed in com
Of expected re
In Fact, the original backers reported o
Nov. 6, 1822, as follows: "It cannot be doubted
that a measure so honorable to the enterprise
Of the country and so beneficial in its conse-
quence, will meet with the ready encourage-
ment and efficient protection of a
magnanimous government."
There seems also to have been no shortage
Of people who shared Chis view and wanted to
be part of the new venture. The money was
readily subscribed and papers of incorporation
were signed as the Hampshire - Hampden Canal
Co., with Samuel Hinckley, Ebenezer Hunt,
Ferdinand H. Wright, Samuel Fowler, - Elijah
Bates, William Atwater, Enos Foote; John
Mills and Herman LaFlin, their associates and
successors to be, constituting the company.
It was a period of high optimism. Everyone
seemed to feel that this canal would be ' even
more profitable than the Erie Canal was
proving to be. There was talk that in a few
years the canal could be continued on to
Northfield, then up through New Hampshire.
and Vermont to the Canadian border;
This would place Canada on' the direct :.
waterway to Long Island Sound. People saw no
end of possibilities, and the stock was quickly
sold out. Those who were too late to purchase
e shares grumbled and tried to buy from thos
who already had.
There was a good deal of very wil
speculation, with shares sometimes bringin
n many times the original price of $100.
Work on the first excavation began July 4
1825, at Salmon Brook Village in the town o
Granby, Conn.. This was the occasion for a
great celebration, with more than 3,000 per-
sons attending. Flags were raised, bells rung
and a great parade conducted in which "several
gentlemen of distinction From Massachusetts
were present."
Services that day were conducted by the
Rev, Mr. McLean and the Declaration of
Independence was read by the Hon. Timothy
Pitkin. Also, an oration was delivered by
Burrage Beach Esq.
After the ground - breaking ceremony, a
procession moved northward to the state line.
This was headed by the Simsbury ArtilIery,.
followed by Capt. Rowland's boat on wheels,
drawn by six gray horses. Seated in it were the
governor of the state, president of the canal
company, and the orator of the occasion, the
Hon. Jonathan H. Lyman of Northampton.
The speakers promised a brilliant future for the
undertaking.
The Connecticut section was completed in
1830. Though work on the next section was
started soon after, it went very slowly and the
section to the Connecticut River was not
e completed until 1835.
Because of the lack of progress, and many
d unexpected difficulties, the canal became much
g more expensive than the original estimate. It
was thought at the outset that the cost would
be: Southwick, $28,675; Southampton, $33,-
f 338; Westfield, $98,036; Easthampton, $16,891,
and Northampton, $28,827. Stockholders still
hoped things would turn out favorably for
them, however.
The old records vary somewhat in stating
the number of miles from various points on the
route, but it is known that the canal was about
80 miles long from Northampton to the New
Haven station, and had 60, locks along the
way. The average depth of water was four feet
and aqueducts were constructed with wooden
trunks and supported by stone piers and
abutments.
There is mention made of the size of one of
the canal boats belonging to Capt. George
Rowland, which measured 74 feet long, 11 feet
4'i4 inches wide and 7 feet high. This is
probably the same boat that was used in the
ground- breaking ceremonies and the excava-
tion parade.
To guide a craft of this size safely through
the locks and on up to Northampton must
have required a great deal of skill on the part
of the captain.
Though the hope for great financial success
had somewhat dimmed by the time the canal
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finally got to Northampton, the celebration of
July. 29, .1835, marking the formal opening of
the *Rterway making .Northampton •a seaport,
was unparalleled in local history_: : ' - ' -
Every house, large or small,'was decorated;'
bells, rani, and flags -flew. , An old resident,
telling of -the event some years afterwards, is'
quoted as sayirig,' "The night the canal was
opened was the most drunken time Northamp-
ton ever saw." Exaggerated, or not, it was a big
day. .. ,
- A large advertisement appearing In. the
Dally Hampshire Gazette of July 29, 1835,
reads:
"The boat, Davy Crockctt,� will leave the
wharf near the Mansion House at ten o'clock
to meet the citizens from New Haven at rocky
Hill Basin, and will return in company with
the boat Northampton from New Haven. They
will pass through Northampton up into the
Connecticut River, and thence return and stop
at the bridge in Lyman's Lane, where a
procession will be farmed under the direction
.of William H. Mosely, Marshal, with his
assistants, and proceed to the Hotel to partake
of a collation prepared by Cal. W.W. Par-
tridge. Hon. Isaac Bates will preside at the table
assisted by judge Hickley and Thomas Napier,
Esq."
As the boat entered the city, bells rang and
cannons boomed as the craft passed beyond
and returned to Lyman's Lane. There the
procession, headed by Northampton Artillery,
proceeded through King and Main streets to
the hall in the brick store next to. the Mansion
House.
Over 300 persons sat down to the collation,
which was apparently served up in excellent
style. Then there were speeches that must have
gone on for hours. George Bancroft, the noted
historian, was one of the orators.
The next day the New Haven boat and her
passengers, after having spent the night at the
Mansion House, together with a number of
Northampton citizens, passed through the
locks into the Connecticut River. Here the tide
water, brought from the Sound for the occa-
sion, was mingled with the water of the river,
thereby _symbolically constituting Northamp-
ton as head of the tidewaters and a port of
entry.
Thus, after eight long years of construction,
disappointment and hazards. Northampton
became a seaport on July 30, 1835.
Some early'chroniclers of the canal story
mention that the trip "from Northampton to
the New Haven station took just an even week
on the canal boats.
After much research, this story does not
appear to be completely in, line with the
printed reports of the day. The schedules read:
"Boats leave New Haven at 3 p.m. and arrive
at Northampton the next afternoon about 5."
In September 1838, packet boats were used
an the canal and seemed to have made
somewhat greater speed. They left Hillhouse
Basin in New Haven at 3 p.m. on weekdays,
"after the arrival of the steamboat from New
York."
The outward bound trip left Northampton
at 4 and arrived in New Haven the next
morning, in time to take the steamboat to New
York. The time was 24 hours, and the fare,
including board, was $3.75.
The advertisement goes on to say that
"these boats are ail new and famished in the
best manna and have gentlemanly and oblig-
ing captains, who will spare no pains to
promote the comfort of the passengers." '
Tight freight would also be taken aboard at
very reasonable rates. For more information, a
prospective businessman was advised to "en-
quire of L.C. Clarke, J.B. Augur or W. Hillyer
& Co., Sept. 3,1838."
Numerous side effects of the canal seemed
to have made their appearance around the
town in the form of new industries. On Nov.
4, 1835, there is mention of ship - building
activity, which seems far - fetched for the Mead-
ow City.
"The canal boat, Judge Hinckley, built by a
company in this town, was launched last week
and commenced her trip between this place
and New Haven on Monday. She is the best
built boat on the canal and will carry more
freight than any other."
. The news .story then goes on to say: "We,,
are glad to note that a feasible project has been _
started to cancel the old canal debts, putting it
in perfect repair and piacing'everything relat,;
ing to , It on a, sure and permanent footing...
Meetings have been held in New Haven on the,,,
subject and the execution of the plan is in.
'energetic and faithful hands.."
1Fowle & Wiswell, of I and 3 Canal Stara,
Northampton, placed large ads. in the local
-papers telling subscn'bers and friends that they:
were prepared to store and forward all desctip -,
tion of property destined for New Haven_ , New,
York, Philadelphia and Albany.
"The certainty of receiving goods by the
canal, within a stated time, the safety and.
security of the transportation, makes this the
,moat sure, expeditious and cheapest convey-
ance of property." This was their claim in
March 1839.
Business had not improved materially, how-.
ever, for an Aug. 13, 1839, announcement was
-made of the fact that "the splendid Packet
Boars, Dow, Hatt and Fawn, with all furniture
belonging to the same, will be sold at auction
-on 'Tuesday, the 29th of August at 10 o'clock.
The sale will take place at the Packet Boat
Office in the City of New Haven and will be
without reservation. The boats will be sold
.separately and the furniture in parcels to suit :
the purchasers."
The enterprise that had been started with
such high* hopes was destined never to know
success, for bad luck had plagued. it from the
'start.
Not only did the demands tail for more
and more capital to be poured into the
venture, but also many details connected with
'the upkeep and operation of the waterway
;never seem to have been taken into considera-
don by the builder.
There were long periods in she winter when
the water froze over and no boats could travel.
Droughts in the summer often dried the bed of
the canal almost completely. Spring freshets.
took a toll along the banks, and in many
.places, the beavers undermined the founda-
dons.
The pride and icy of the local investors, the
.fudge Hinckley, the sotalkd finest ship on the
canal, sank on May 26, 1841. This indeed must
have been a severe blow to the company.
The eagerly hoped for dividends so long
anticipated by the stockholders newer material-
ized, and though repairs and improvements
were made from time to time, the project was
finally admitted to be a failure and operatioris
were completely closed down in 1847.
The opening of the railroad is sometimes
blamed for the failure of the canal, and it is
true that in the Gazettes of that day, as the
advertisements for the railroad increased, those
for the canal decreased. This cannot be taken
as the only cause, however.
The New York, New Haven and Hartford,
which had operated the New Haven to Nor-
thampton road, purchased, the old canal rights
for $6,000 in 1888. The cost to construct this
had run well over a million dollars.
The reason for the complete failure is still
.something of a mystery. It was a carefuily
thought out scheme for much needed transpor-
tation. It was backed by able businessmen.
Many old- timers of that day said that the
13
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