INTERNAL IMPROVEMENTS

CALEDONIA COUNTY

      The first roads in this section of the State were made by the Canadian Indians, long before the territory was visited by white men. Of steamboat enterprises an account will be found further on under head of "Essex County." 

      As early as 1776, in the midst of the revolutionary struggle, the military road was commenced by Gen. BAILEY, which was to extend through from Peacham to Lake Champlain. In 1779 it was extended, by Col. HAZEN, whence it took the name of the Hazen road, through Cabot, Walden, Hardwick, Greensboro, Craftsbury, and Albany, to Lowell. He had cut the road to the notch in the mountains which still bears his name, when the news of peace came, and he left the unused road for the benefit of the settlers that were soon to come in. 

      The following description of thoroughfares, together with those mentioned, will give the reader a fair idea of the state of the county in this respect in 1815. A road from Newbury to Derby, built in 1794, passed through Ryegate, Barnet, St. Johnsbury, Lyndon, Wheelock Hollow and Sheffield, where it received the travel from Danville Green, and thence via Sheffield, it passed Barton Mills, where it received the Montpelier travel, and thence extended to Brownington, where it received the Albany travel, and proceeded west of Brownington Pond through Derby into Canada. A second road from Newbury to Stanstead, Canada East, passed up the Connecticut river to Guildhall, thence through Brunswick, Wenlock, and Brighton, into Morgan and through Holland into Canada. In the autumn of 1807 a road from Irasburgh to Troy was cut through by parties from Danville and Peacham, to open more conveniently this great northern route through the county. Over this route were transported hundreds of tons of salts and pearl ashes to Montreal and Quebec. In 1808, large quantities of this commodity being left in the county after the embargo times, Barton river was cleaned out, and the casks were put upon rafts and barges and transported by water to Quebec. This circumstance gave the name of "The Landing" to that part of Barton near the Irasburgh line where the merchandise was put on board the boats. It must be remembered that at this time the principal support of the inhabitants of the northern part of the state consisted in the manufacture of and traffic in these ashes. 

      As the country was cleared up and one farm after another was reclaimed from the wilderness, and manufactures of different kinds increased, it became necessary to have better facilities for transportation than could be afforded by the old turnpikes. The want of a railroad was sadly felt. And when the desired result was obtained it gave a great impetuous to the growth of the country, opening up new enterprises and stimulating agriculture to a vigor to which it owes its present proportions. 

      On November 10, 1835, the Connecticut & Passumpsic Rivers railroad was chartered by the legislature; but owing to the difficulty experienced in securing subscription to stock, nothing was done toward building the road, so the charter became void. It was revived, however, October 31, 1843, and the time for the beginning of its construction limited to three years. As originally chartered, the road was to run from some point near the Connecticut river on the Massachusetts line, up the Connecticut and Passumpsic valleys, reaching Canada at some point in Newport or Derby, as might be feasible. By an act of 1845, the right to "divide the route at the White river, near its mouth," was granted, recognizing the northern half as the Connecticut & Passumpsic Rivers railroad, and allowing that portion to retain all subscriptions to the stock already received. 

      The company was organized in January, 1846, with Erastus FAIRBANKS, president. The survey was begun in April, and grading commenced soon after. October 10, 1848, the road was formally opened to Bradford, a distance of 28.37 miles from White River Junction, and November 6th of the same year was opened through to Wells River, 40.17 miles. St. Johnsbury was reached in 1852, and Barton became the terminus in 1858-59. Thus the work proceeded gradually, as stock was taken and funds procured. Newport became a railroad town in 1863, during which year the grading was completed to the Canada line. This point gained, another halt occurred until the connecting link from the Grand Trunk line, at Lenoxville, Can., 33.75 miles, should be assured. On the first of July, 1870, this link, under the title of the Massawippi Valley railroad, was ready for trains, and has been operated since by the C. & P. R. R. R., under a contract for 999 years. Practically, however, the terminus of this road is at Sherbrooke, three miles farther north, where its round-house is located, using the Grand Trunk road this distance. The total mileage of the road is thus 145 miles, with connections as follows: at White River Junction with the Central Vermont and Northern railroads; at Wells River with the Boston, Concord & Montreal, and Wells River & Montreal lines; at St. Johnsbury with the St. Johnsbury & Lake Champlain division of the Portland & Ogdensburgh road; at Newport with the South Eastern railway; and at Sherbrook, P. Q., with the Grand Trunk road. 

      The portion of the road south of White River Junction, as originally chartered, was given over to another corporation, when the division was made, to be known as the Connecticut River railroad, and is now leased and operated by the Central Vermont Railroad Co. The handsome steamer, "Lady of the Lake," plying on Lake Memphremagog, is leased by the C. & P. R. R. R., and is run as an excursion boat, making regular trips during the summer. The company also owns the Missisquoi & Clyde Rivers railroad, extending from Newport to Richfield, it having come into their possession by mortgage. It is operated under lease by the South Eastern railway. 

     The Passumpsic railroad repair shops were located at St. Johnsbury until destroyed by fire early in the year 1866. This event caused the management to look about for a new location where they could have room to grow as their needs increased, and the plains of Lyndon having been selected, the several farms comprising the present site of Lyndonville were purchased by the corporation. July 4, 1866, preparation for the new shops was begun. The ground where they stand was then covered with a sugar grove of old maples. These were "pulled up by the roots " by means of a hawser attached to a locomotive. The tall chimney was the first structure erected. About it the brick walls of the shops were soon completed, and in March, 1867, the machinery was set in motion. In the spring of 1868 the railroad offices were removed to Lyndonville, which has since been their headquarters. 

      From the annual report for the year ending June 30, 1886, we condense the following statement: The gross earnings for the year were $758,930.47; running expenses $471,984.75; passengers carried one mile 7,732,331; tons of freight carried one mile 32,228,849; passenger trains ran 241,012 miles; other trains 412,898 miles. The equipment consists of thirty-three locomotives, eighteen passenger cars, one parlor car, twelve baggage, mail and smoking cars, one mail and post office car, ten saloon cars, 1,110 freight cars of various kinds, two boarding-cars, three crane cars, besides the necessary equipment for road repairs. The company also own five double houses, twelve cottages, one farm house, and 200 acres of land at Lyndonville, eighteen dwelling houses, two stores, the Memphremagog House at Newport, and 2,000 acres of wood and timber land along the line of the road. 

      The entire length of the road is now laid with all steel rails; The authorized capital of the company is $3,000,000, of which $2,500,000 of stock has been issued, leaving $500,000 to be issued. On April 1, 1887, the road was leased to the Boston & Lowell railroad for a term of ninety-nine years. 

      The present officers are A. B. HARRIS, of Springfield, Mass., president; W. K. BLODGETT, of Boston, Mass., vice-president; N. P. LOVERING, of Boston, Mass., treasurer; H. C. CLEVELAND, of Coventry, Vt., secretary; H. E. FOLSOM, Lyndonville, superintendent. The directors are Emmons RAYMOND, Cambridge; W. K. BLODGETT, Amos BARNES, C. W. PIERCE, Boston; Aden SPEAR, Newton; A. B. HARRIS, Springfield; Oscar EDWARDS, Northampton, Mass.; Frederick BILLINGS, Woodstock, and S. S. THOMPSON, Lyndonville, Vt. 

      The St. Johnsbury & Lake Champlain railroad extends from Maquam bay to St. Johnsbury. It was formerly called the Lamoille Valley railroad, and was completed through to Swanton, and the first train of cars passed over it on Tuesday, July 17, 1877. Soon after this the road was completed from the village of Swanton to the bay, about two miles. The first train passed over this portion of the road August 23, 1877. This road in connection with the line east to Lunenburgh, comprises the Vermont division of the Portland & Ogdensburg railroad. The present officers of the company are Horace FAIRBANKS, president; Jonas HAMILTON, superintendent; John W. DANA, treasurer; C. H. FOYE, general passenger agent. The road is now operated by the Boston & Lowell Railroad Company, under lease, and is known as the Vermont division of that line. 

      In 1849 a charter was obtained for a railroad from Montpelier to Connecticut river, in the town of Newbury, under the name of the "Montpelier & Connecticut River R. R. Co." Prominent names in the act of incorporation were R. R. KEITH, I. A. WING, I. N. HALL, Joseph POTTS, Daniel BALDWIN, O. H. SMITH and Jacob KENT, Jr., and others. A preliminary survey, called the "Kennedy survey," was made in 1850, with the maximum grade not to exceed sixty-five feet to the mile. To follow this grade would have ruined all the incorporators and their friends, and the charter failed by default. In 1867 another charter was obtained under the name of the "Montpelier & Wells River Railroad Co." Prominent men named in this act of incorporation were Roderick RICHARDSON, J. R. LANGDON, E. P. WALTON, David BALDWIN, of Montpelier, I. N. HALL and J. R. DARLING, of Groton, and including names from the towns of East Montpelier, Plainfield, Marshfield, Cabot, Ryegate and Newbury. The incorporators met and partially organized in 1868, completing the organization in 1869 and 1870. The organization when completed was as follows: Directors, Roderick RICHARDSON, I. N. HALL, C. H. HEATH, George B. FESENDEN, J. G. FRENCH, Jacob SMITH, Joel FOSTER, Jr., George WOOSTER and I. W. BROWN. Roderick RICHARDSON was elected president. In 1872, I. N. HALL was elected president, and a change in four of the directors was made. N. C. MUNSON built the road by contract. The first through mail train passed over the line November 30, 1873. The company became embarrassed, and January 1, 1877, the stockholders surrendered the road and the franchise to the bondholders with the conditions that they (the bondholders) pay the debts of the company, and it was so arranged. The bondholders, organizing as the "Montpelier & Wells River railroad," elected for their first directors: D. R. SORTWELL, of Cambridge, Mass.; S. S. THOMPSON, Lyndonville, Vt.: W. H. H. BINGHAM, Stowe, Vt.; E. C. SHERMAN, Boston; and Joel FOSTER, Montpelier, Vt. Daniel R. SORTWELL was elected president, and Joel FOSTER, treasurer and clerk. The present officers of the company are D. R. SORTWELL president; S. S. THOMPSON, vice-president; Joel FOSTER, secretary and treasurer; W. A. STOWELL, general superintendent; F. W. MORSE, cashier and general freight and passenger agent. 
 
 

      As this county became settled along the fertile valley of the Connecticut and the settlements are largely in the valley of that river even at present, it was natural that the eye should wander up and down that stream with a belief that it would be utilized, and now and then a sanguine mind would anticipate the future, and plan for locks whereby steamboats could pass the falls. When Captain Samuel MOREY first made his trial trip in a little steamer at Orford, N. H., on this river, the future usefulness of this plan seemed to dawn upon them. This was as early as 1793. Captain MOREY's improvements were watched, and Capt. John M. DARLING, of Concord, visited Capt. MOREY in 1805, and rode in his steamboat, an incident that he often told to his children and grandchildren. In 1862, in answer to an enquiry about it by letter, he said he always believed that the Connecticut would be traversed by steamers, until the railroad became a fixed fact, and he had taken a trial trip thereon; when he gave all that up though he had felt sure when the government survey was in progress that such would be. This survey was made by De Witt Clinton, under the direction of the United States government, through the valley of the Connecticut, for a canal; but though the route was feasible, before the plan was matured the introduction of railroads superseded the canal, and that project was abandoned. 

      The river above the fifteen mile falls seemed, however, to invite navigation, and in 1854 Mrs. Kate SUMNER, wife of Hon. J. B. SUMNER, having some funds, invested them in a steamboat, which was built at Dalton, N. H., that summer. It ran rather irregularly between Dalton and Guildhall for two seasons, and then was cut loose by some villain and floated down to the dam at Sumner's mills, there stranded, passing over and breaking in two. Thus ended this enterprise. 

      In 1865 J. I. WILLIAMS, of Lancaster, N. H., built a fine pleasure boat which was run on the river by steam. It was used by pleasure parties. At high water a year or two after, it was run up over the Guildhall falls to assist in transporting lumber. It was moored to the bank, and as the water fell in, the river, it grounded and lurched over on its side, and when unexpected high water came it settled into the quicksand and was filled with the same; and has never been raised. It was a tidy boat and all regretted its loss. 

      The Grand Trunk railway was chartered in 1848, and built through the county in 1853, passing through Bloomfield, Brunswick, Ferdinand, Brighton, Warren's Gore and Norton, The principal station, also custom-house buildings, are in Brighton, at Island Pond. This is the end of the Portland division of the road. This railroad runs through a wild country. When it was first surveyed it was intended to run up the valley of the Connecticut to Canaan, but on account of offers from the Canadians to build to Island Pond and establish the custom-house there instead of on the line -- they then owning only the Canada end of the road, and the expense being greater to them in building to Canaan -- it was finally changed to the present route. When it was first built moose were quite plenty, and in 1858 a large moose came upon the railroad track a few miles from Island Pond. When the engineer saw it, he put on steam for a chase, and the moose kept the track for about a mile, when the engine getting too near he wheeled about and succeeded in getting round the engine, but came in contact with the second car, which killed him but threw two cars off the track. 

      This road being a through trunk line has a very large business, Yet while it has stimulated hotels and the granite interests at Brunswick, the fires set by its engines that have consumed much of the forest left by the woodsman’s axe has, with the facilities offered for transportation, left the mountain slopes comparatively barren, and no one seems to have accumulated much money from a vandalism that results only in injury. May the sentiment change before the prediction of the Indian at the burial place of his fathers, as represented by Bryant, be fulfilled: --

      The Portland & Odgensburg Railroad, chartered in 1864, as the Essex County Railroad, and afterwards consolidated, was commenced in 1869, and completed through Concord and Lunenburgh in 1876. There are four stations in Concord and one in Lunenburgh. It was built in the main part by stock taken by the towns through which it passes, which makes a heavy indebtedness, and in that respect really injures the towns through which it runs. 

      The Victory Branch railroad from North Concord through Victory, to the western corner of Granby, was commenced in 1882, its chief use being for lumbering purposes. The first loaded train was run over the line January 1, 1885. 

      The officers of the Essex County railroad were, Horace FAIRBANKS, president; Horace FAIRBANKS, Calvin MORRILL, John W. HARTSHORN, and S. S. GOULD, directors. It was soon consolidated with the Western road at the Portland & Ogdensburg Vermont division, but was unable to pay its indebtedness, and was sold, or a new company formed to stock and run it, and it was then called the St. Johnsbury & Lake Champlain, but it has now been leased to the Boston & Lowell railroad, and is known as the Vermont division of that road. 

      There are other railroads chartered through the county, but no present prospect of any others being built. 
 
 
 

Transcribed and provided by Tom Dunn, 2003.

Source: 
Gazetteer of Caledonia and Essex, Counties, VT., 1764-1887,
Compiled and Published by Hamilton Child; May 1887, Pages 5-124.