Litchfield County CT Archives History - Books .....New Milford Village 1882 *********************************************** Copyright. All rights reserved. http://www.usgwarchives.net/copyright.htm http://www.usgwarchives.net/ct/ctfiles.htm *********************************************** ************************************************************************ The USGenWeb Project makes no claims or estimates of the validity of the information submitted and reminds you that each new piece of information must be researched and proved or disproved by weight of evidence. It is always best to consult the original material for verification. ************************************************************************ File contributed for use in USGenWeb Archives by: Joy Fisher sdgenweb@yahoo.com May 29, 2005, 7:19 pm Book Title: HISTORY OF THE TOWNS OF NEW MILFORD AND BRIDGEWATER, CONNECTICUT, 1703-1882 CHAPTER XXV. NEW MILFORD VILLAGE. THE village of New Milford has become the business centre not only for the town, but for several adjoining towns; and in some mercantile respects it has become the centre for the whole county, and such it merits particular consideration as to causes of its growth and prosperity. In the spring of 1706, Zachariah Ferriss came to this place and ploughed a piece of land in the vicinity of the Town Hall,—probably just south of it, which was the first work done by a white man, north of the Great Falls, so fair as has been ascertained. Sixty years before this, in 1644 or 5, Mr. Stephen Goodyear had built a trading house on Goodyear's Island at the Cove below Falls Mountain, where for some time he traded with the Indians, specially to obtain furs. Some work had been done at, or below Gallows Hill, by some settlers of Col. John Read, before Mr. Ferriss did his ploughing in 1706. Henry Tomlinson and others had obtained by purchase, an Indian deed of land in this vicinity in 1671, as heretofore noticed, and Col. John Read purchased a claim, apparently all the claim under this deed, and by it supposed he held the right of the soil. Zachariah Ferriss was brother-in-law to Col. Read, and hence, probably, to try the title of his land, Mr. Ferriss came here and ploughed the land three years after the New Milford company had made their purchase of the Indians. Upon this the New Milford company began a suit in law against Mr. Ferriss for trespass, and Col. Read then a lawyer, defended Mr. Ferriss' claim or right, before the court at Hartford, and gained his case apparently, on Mr. Read's title. In the autumn of 1707, the New Milford company laid out their town plot on Aspetuck Hill, and then Col. John Read sued them for trespass, and this was the case which was tried and decided fifteen times in favor of Col. Read, but the sixteenth time it was decided against him and he gave up trying to hold the land. Thus the work of civilization began in this place, and in making some definite record of the beginning and growth of the village, it is proposed to give some account of the occupancy by different individuals of the various portions of the place during the one hundred and seventy-six years since Mr. Ferriss first ploughed the soil here. But a few months before the location of this plot, John Noble, sen., the first permanent settler, had located his house lot some -distance south of the plot on the west side of the street, or road. Several of the first twelve settlers located further south than John Noble, sen., and hence it soon became common to call the settlement, all of what is now Main street and the green, the town plot. The growth of the village was very slow, or rather there was no attention given to it as a village until after forty years, and then but little for forty years more. William Sherman's store in 1750, in a separate store-building, appears to have been the first of the kind in the village, and he died in 1756, and his store goods were sold and the building occupied by Roger Sherman as a shoe-shop. During the Revolution it served as a storehouse for provisions for the army. It is also said that it was used as a manufactory to produce shoes for the army, through a contract secured to some of the citizens here, by the recommendation of Roger Sherman. But the shoemakers at that time, and for twenty years afterwards, were more numerous at the "North End," now Park Lane, than in the village. Soon after the war Elijah Boardman established his store on the west side of Main street, which was not kept in a separate store-building until some time after the year 1800. There was one or more taverns in the place from the commencement, and it was customary in those days to keep a little tea, indigo, and other imported articles in connection with a tavern. Not until about 1800 did the village begin to become the centre of trade for the town, and did not then fully succeed until about 1820. Capt. Eli Todd's store was at Park Lane until about 1822, and then continued a time after that by Mr. Daniel Marsh, who is still living. Lanesville had its store of considerable importance, long after 1812. Perry Smith began his business life as a store-keeper in Merryall about 1806, and continued there several years. Elijah Boardman and Ithamar Canfield did more to make the trade-centre in the village, than any others before 1820. But even then, until the railroad was constructed, the village people differed but little from the farmers of corresponding classes throughout the town, in customs and manner of living, and the furnishings of their houses. Indeed, but few of the village people were anything but farmers until that time. The lawyers, physicians, store-keepers, and ministers were farmers. The gristmills, the carding machines, blacksmith shops, plough manufactures, tanneries, and cooper shops, were scattered through the town, scarcely any of them being in the village. A part of Main street in the village was a swampy place with a brook running through it, which was dry, except soon after a shower, or in the spring, leaving a crooked water course, with here and there pools of mud in which the hogs were accustomed to cool themselves during the hot weather; and it was also a free public pasture for cattle and geese. Hog-troughs were placed in the street, and when those animals received their rations, a boy was stationed to watch them, and keep the neighboring pigs from sharing in the meal. The wagon tracks were on the east and west side of the street, with the water course between, and the two churches occupying the middle territory. Two or three crossings from one side to the other were kept in passing order, one of these being just north of the Congregational meeting-house. In 1833 and 4, this house was removed, and in 1837 and 8, the Episcopal house was also removed, and not many years after, a paved ditch or water course was constructed through the centre of what is now the green, and two or three bridges built over it. It should be recorded, however, that the beginning of the high style of village pride was inaugurated considerably earlier than this, although it was not enforced very severely for many years, when the town voted, Dec. 14, 1801, "that every goose that shall be found or taken in any person's enclosure may be retained and kept by the person sustaining the damage, until the owner pay to each person twelve and a half cents for every goose so taken and retained." About 1838, the paved water course through the green was constructed, twelve feet wide, and the stones rising in an oval shape on the sides twelve or fourteen inches high, which was regarded as a great improvement, the people not dreaming of a covered sewer as it is at present arranged, and the surface converted into a green. About the same time, Mr. Solomon E. Bostwick set the two first elm trees on the west side of the green in front of his present dwelling, east of the wagon track, and soon after others followed the example, and now the two rows of trees extend the whole lengh of the green, having grown to be from twelve to twenty inches in diameter. But that which was to bring prosperity, improvements, and enterprise to the village of New Milford and the town, was the Housatonic Railroad. It cost much, but already the returns in money and property value have been fourfold. The developments of manufacturing enterprises which were expected to arise suddenly have not been realized, but still the way has been prepared, and a beginning made, and the immense water-power in the town will be brought into use, and a city built, and the magnificent Weantinock Valley will be lighted as a city, as the most grand amphitheatre of the State of Connecticut. It is impossible as yet for the people to estimate the improving power of railroads throughout the country, but there have been and are some men who could, and do see this power, and while they may have made and do make themselves rich, they make the country richer, and although railroad men have used and may use this power as a monopoly, the final result will be immense wealth and improvement to the whole country. To these general principles New Milford is not an exception, and although the building of manufacturing enterprises has not met the expectation, yet in other ways the town has received ample returns for all expenditures, and the other will come some day, possibly, as a flood of wealth and a great multitude of inhabitants. In view of these things it is well to record here the various efforts which have been made to bring this community into near commercial relations to the great mart of America, New York City. "May 1761. Upon the memorial of William Tanner, Benoni Peck, and others, representing that Ousatonic River (so called), running through the western part of this Colony from the line of the Massachusetts Colony down as far as Derby, may without great expense be so cleared and disencumbered of its present obstructions as to render it greatly advantageous for transportation &c., and beneficial especially to the western parts of this government, and praying liberty to such purpose to set up a lottery &c: Resolved by this Assembly, that Benjamin Hall Esqr. and Col. Joseph Wooster be and they are hereby appointed a committee to repair to the said river and the same carefully to view & examine, noticing the width, depth, gentleness or rapidity of its current in the several parts of it, incumbrances by trees, rocks, or ledges, or of what kind soever, during their progress therein carefully keeping an exact and circumstantial record of whatever they find worthy of notice therein, as particularly as may be, describing everything- considerable as an hindrance to navigation or carriage up and down said stream, together with their opinion touching the practicableness of removing the same and the expense necessary to that purpose, and therefore to make return to this Assembly in their sessions at New Haven October next." [1] [1] Col. Rec., XI, 530. The report was made the next October and liberty granted for a lottery to raise £300 to be used for clearing said river, and also £60 for defraying: charges therefor, and John Williams, Esqr., of Sharon, Messrs. Cyrus Marsh of Kent, Charles Buel of Sherman, William Tanner and Benoni Peck of Cornwall, and Jehiel Hawley and John Hitchcock, Esqrs., of New Milford, or any five of them," were appointed managers of the lottery, which committee were to receive the money and appropriate for clearing the river, and render their account to the Assembly. The committee issued their tickets and many were sold, but in the midst of the progress William Tanner who had considerable of the funds in his hands died, and his estate became involved in the matter; Jehiel Hawley removed from New Milford, and the Assembly after some years appointed some of the members of the committee to proceed in law to settle the whole matter as best they could; no good whatever resulting from the enterprise. The Housatonic Valley Canal. On the 12th of March, 1822, a convention of delegates from different towns met at New Milford, and appointed a general committee to procure funds, and, by means of them, a survey of the Housatonic Valley, and an estimate of the expense of constructing a canal from tide-water to the State line in Canaan. The funds having been procured, the survey and estimates were made, and the result made known in the report of the Hon. Benjamin Wright. It was proposed also to extend the canal, at least as far as Stockbridge in Massachusetts, and the engineer was expected to report speedily on the distance from the State line to Pittsfield. Upon this proposed canal the town of New Milford took the following action: "April 8, 1822. Whereas it is represented to this meeting that a petition will be brought to the next General Assembly to incorporate a company for the purpose of establishing navigation by the Housatonic River by means of a canal near its banks, or by improving the bed of the river from the tide-water thereof as far north as the State line of Massachusetts; and whereas said operations are in part to be done within the limits of this town: Therefore, voted that this town approve of the object of said petition, and hereby consent that said canal may be laid through this town, and the contemplated operations upon said river be made; and that this town waive all objections to said petition on the ground that said petition shall not be regularly served on this town; and the representatives of this town in said Assembly are hereby instructed; by all proper means to forward the object of said petition; provided nevertheless that nothing herein contained is to be construed so as to subject this town to the expense of purchasing the land over which said canal may pass. EZRA NOBLE, Clerk, pro tempore." Mr. Wright the engineer made his report to "Homer Boardman, Warren Mitchell, Thomas Vose, Nathaniel P. Perry, and John L. Tomlinson, Esquires; a committee appointed to obtain information on the subject of a proposed canal from tide-water at Derby, along the Housatonic river, to the north line of the State of Connecticut in the town of Canaan." In the report the engineer after making a statement of the favorable circumstances along the proposed line sums up the matter in the following form: "In passing over the route, I took memorandas of the expense of constructing each mile, to include aqueducts, culverts, bridges, excavations, and embankments. Such estimation was, however, made according to the experience I have had on the Western Canal, in the State of New York. Applying this experience to the rapid view I have taken, I make the average expense per mile, exclusive of locks, at $5,900. The estimated distance is 66 miles, which, at the average of $5,900, will be $389,400. The ascent from tide-water to the north line of the State of Connecticut, is found to be about 612 feet. Deduct for declivity to be given the canal of 1 1/2 inch in each mile, say 8 feet;—leaves for lockage 604 feet;—which may be put into 60 locks at $3,500 each, $210,000. The expense of constructing the proposed canal $599,400. BENJ. WRIGHT." SHEFFIELD, May 4, 1822. In a pamphlet published by the Commissioners at the time, which with other papers were carefully preserved by the late Judge David S. Boardman, some statements of interest concerning this enterprise are found, which are also historical. The pamphlet is entitled, "Proposals for the Ousatonic Canal Company" The first page contains the statement of the commissioners as to receiving subscriptions, as follows: " Books for subscriptions to the stock of the Ousatonic Canal Company, to an amount not exceeding $500,000, will be opened at the following times and places, viz.:—At Ensign's Tavern, at Canaan Falls, on the first day of July next, at 10 o'clock forenoon; and on the 2d till 12 o'clock at noon; at Miles' Tavern in Kent, on the 2d of July, from 10 A. M. to 9 P. M.: at Booth's Tavern in New Milford, on the 2d of July, from 10 A. M. to 9 p. M.: at Warner's Tavern in Southbury, on the 3d of July, from 10 A. M. to 9 P. M.: at Keeney's Tavern, at Derby Landing, on the 4th of July, from 10 A. M. to 9 p. M. Each of the Commissioners will in the mean time receive applications for stock, subject to the approbation of the board. Each subscriber will be required to pay five per cent, on the amount by him subscribed, to the Treasurer of the Corporation, at its first meeting for organization. In case of over subscriptions, a power is reserved to apportion the stock. N. B. By the terms of the charter, each share is to consist of $100, payable (except said 5 per cent.) from time to time, by order of the Directors of the company, and the company will be organized on notice from the commissioners. ORANGE MERWIN, TIMOTHY SHEPARD, OLIVER BURNHAM, JOHN L. TOMLINSON, MARTIN STRONG, Commissioners. NEW MILFORD, June 7, 1822." The Commissioners in their statement "To the Public" present some valuable information of the Housatonic River and Valley as well as of this enterprise. "The proposed route is along the valley of the river, about equidistant from the Connecticut and Hudson rivers, and its termination at tide water, about 9O miles distant from New York on the south, and at Massachusetts line on the north,— whence an incorporation in that State will extend it at least to Stockbridge, between thirty and forty miles from Albany. In May last, this route, in both States, was examined by Hon. Benjamin Wright, civil Engineer of the State of New York. "The river, especially in Connecticut, has worn a deep bed between mountains not very distant, and in a few places hardly leaving the necessary room for a canal and road, and varying in height from 100 to 300 feet. At the principal falls in Kent, and Canaan, and New Milford where a fall once of 140 feet is now reduced to 17, it has evidently sought a passage to the south [by Danbury] in vain. In all other places the high mountains approach the banks in nearly a continued chain, almost to the river's edge. "The articles which may be expected to pass on the Ousatonic canal are the following, viz.: white lime and marble, wrought and cast iron, iron ore, gray stone for building and flagging, brick, porcelain clay, oak and other kinds of timber for ship building and other purposes, plank, boards, staves, bark, posts and rails, pine lumber, wood, wheat, rye, flour, corn, oats, potatoes, cider, hay, beef, pork, butter, cheese; and in return for these, plaster, salt, molasses, and all the various articles of merchandise, which, are necessary to supply the wants of a numerous population. "Quarries of stone, capable of making good white lime, exist in every town above tide water, on the margin of the river. The best marble yet discovered, is found in the towns of Stockbridge, Canaan, and Washington. From the first was procured the material for building the City Hall in New York, and in the second 23 saw-mills, within a distance of about three miles, are employed in the preparation of marble for use." In this manner the address of the commissioners continues, enumerating the advantages of the proposed canal, until it covers twelve octavo pages drawn from all sources of information on the subject. These statements were " signed by order of the Board of Commissioners, by Orange Merwin, chairman, who was in his day one of the most intelligent and enterprising citizens of New Milford; and this address, which was doubtless, largely, the product of his own pen with the civil engineer's, indicates remarkable ability for such work. In the report by a committee of the legislature of this State, contained in the pamphlet referred to, they say, "The Committee to whom was referred the Petition of Leman Stone and others, respectfully report." Leman, Stone of Derby, from 1790 to 1820, was one of the most enterprising, energetic, public-spirited men in the State of Connecticut. As such, and as a merchant and trader with foreign and domestic parts he had no superiors, and but few equals. But, as often occurs, in a, business career of thirty years, the very enterprise of such men culminates in their own financial overthrow, and the enriching of the community at large. Had Leman Stone taken no stock in public improvements, he might have died an unusually wealthy man for his times, but as it was he suffered great loss. So also with John L. Tomlinson one of the Commissioners of this Housatonic Canal Company; but such men are benefactors to their race. The report of the legislative committee, which was very favorable to-the proposition of an "Ousatonic Canal" was made by Frederick Wolcott, then of Litchfield, as chairman, who was one of the foremost men in the State, at that time, in the enterprise of manufacturing woolen cloths; he having but one superior and forerunner in New England, and that was Col. David Humphrey, of Humphreysville, on the Naugatuck river. Col. Humphrey, (a Revolutionary Soldier,) commenced the manufacture of woolen "broad cloths" at Humphreysville in 1803, and Frederick Wolcott began work in the same enterprise in Wolcottville, Ct., in 1813, assisted in capital by his brother Gov. Oliver Wolcott. The Saugatuck and New Milford Canal. Although the Housatonic Canal failed to be constructed, the spirit of enterprise along the river did not cease. Had it not been that a number of the leading citizens of New Milford, young and older, became greatly interested and employed, about that time, in the settlement of "Western Lands" or land in Ohio, the result as to improvements on the Housatonic might have been much more to the advantage of the country than they were, but, merchants and farmers-were inquiring constantly for an outlet for the products of the land and of skilled labor, as unwilling ever to yield the advantages which might in such a manner be secured, therefore in 1827, another plan for a canal was projected and eagerly entertained with hope, but not with much assurance. This was called the Saugatuck and New Milford Canal, and a careful survey and estimates of costs upon various sections from Long Island Sound at the mouth of the Saugatuck river in the town of Westport to New Milford, were made and printed in pamphlet form by Alfred Cruger, engineer, for the committee. The estimates as to two divisions, mostly within the territory of New Milford, are of interest. "Subdivision No. II, N. S. [1] This subdivision extends from Meeker's Mill to the Hoosatonic River at the Great Falls; this portion of the canal will be located principally on side hill; there will be some points of rock to cut through,—the soil is easily removed. There will be four culverts necessary: distance five miles, 6 chains; descent fifty feet. The estimate for this division is $10,741.12. [1] N. S., i. E., North Section. "Subdivision No. III, N. S., includes that portion of the canal from the Hoosatonic at the Great Falls to the village of New Milford. The course of the canal is nearly parallel to that of the river. The side of the mountain on which it must necessarily be located, is at first very favorable, when the side hill becomes more steep and broken by occasional gullies or ravines, there we arrive at a projection of rock, the strata sometimes at right angles to the face of the mountain, sometimes parallel to it for a distance of nine chains. The rock is easily quarried, and will be useful for building purposes when removed. The canal can be constructed from this place to New Milford at a small expense compared with its length. The passage over the Housatonic must be effected by a stone aqueduct of one arch of one hundred feet span. Materials for constructing it can be obtained in the neighborhood of the Falls. The magnitude of the work, however, will render it costly. The crown of the arch will be ninety feet above the bed of the river. Distance two miles, twenty-one chains. Descent none. The estimate of this subdivision will be Aqueduct across the river, $35,000.00 Canal, 5,648.20 ___________ $40,648.20 By this survey it appears that the bed of the canal ninety feet above the river at the falls, would come to the bed of the river a little above the mouth of the Aspetuck river where it was proposed, apparently, to begin the navigation of the Housatonic northward. The engineer estimated also on the idea of coining down Still river on the west side of that river and then up the Housatonic without crossing it, which would avoid the building of the high aqueduct at the falls, but in that case several locks would be required; one or two on Still river grade and several from the falls to the mouth of the Aspetuck River in order to rise the ninety feet ascent in that distance. After this company had obtained their charter, the question of a railroad in the same location instead of a canal began to be discussed, and when they issued their circulars for subscriptions to the stock, they were so worded that a railroad might be built with the money, provided the legislature would grant a charter for the railroad. This was the beginning of the talk about a railroad in the Housatonic valley. The Housatonic Railroad. "At a Convention of delegates representing the towns on and near the contemplated route for a Railroad from Danbury in Connecticut, through and along the valley of the Housatonic, to Stockbridge in Massachusetts, holden at Kent, in the county of Litchfield, on the 23d day of December 1835, the following resolutions were adopted: Resolved, That it is expedient that a route for a railway from West Stockbridge to Danbury, along the Housatonic Valley, be surveyed at the earliest convenient period, by an experienced engineer, and the expense of constructing the same be estimated. Resolved, That Aaron Seeley, Peter Bierce, and Jay Shears, be a committee to employ an engineer to survey said route, to superintend his operations while engaged in the discharge of that duty, and to cause his report to be published, when said survey shall have been completed. SAMUEL CHURCH, President. JONN M. HOLLY, ZERAH S. A. PECK, SAMUEL ROSSITER, Vice-Presidents. EDWARD F. ENSIGN, WILLIAM C. STERLING, ELI T. HOYT, Secretaries" The above committee accepted their appointment, employed E. H. Brodhead to make the survey and estimates, and published a report in a pamphlet of forty pages, from which some extracts are made, as showing the judgment of these men at that time concerning such an enterprise. This survey was made from Danbury to Great Barrington. The committee in their report say: "One design of the projectors of this road is to connect the two great cities of New York and Albany; and in doing so to select the best possible route. Viewing in connection the manufacturers and productions of the country, and the water power that is now unused, it will be readily seen that the further the route is from the Hudson river, the more favorable will be the result to the capitalists who shall embark in the enterprise. The committee believe, that the time has now arrived when all men of information agree that there must and will be a railroad connecting those two cities, and the only question is which is the best route. Upon this subject, we think that the extensive lime manufacturers of Canaan, the several iron establishments at Canaan Falls, at Cornwall, at Kent,' the granite quarries at New Milford, and the water-power that is now unoccupied at Canaan Falls, at Bull's Falls in Kent, at the Great Falls in New Milford, and also upon the Still river in New Milford, Brookfield and Danbury, (either of which are sufficient to do the business of Lowel or Patterson,) and the present low price of real estate at and adjacent to this power, when taken into consideration there can be no doubt, that this route will possess decided advantages over any other." . . . . " Our Charter, which is hereto annexed, it will be seen gives to the Company the right to construct a road to Bridgeport, to New York State line in the town of Ridgefield, or to the Fairfield County Railroad." The engineer, Edward H. Brodhead, made the survey, probably, in the winter of 1835-6; made his report to the committee, Aaron Seeley, Peter Bierce, and Jay Shears, estimating that the road constructed from "the east line of the State of New York in Ridgefield, to West Stockbridge in Massachusetts," would cost $1,247,509.68. Several routes and branch-roads were surveyed and the matter pretty thoroughly reported, and application was made, and the legislature of Connecticut granted a charter in May, 1836, which allowed the Company to commence at the north line of the State of Connecticut, and make a road in the valley of the Housatonic to Danbury, or Bridgeport or to the line of the State of New York in Ridgefield. This charter appointed Joseph Wood, Joel Thorp, Asa Pickett, Walter Booth, George Wheaton, Samuel S. Robbins, Seth P. Beers, Russell Hoyt, and Aaron Seeley, or a majority of them to receive subscriptions to the capital stock of said company; and Samuel Beardslee, William M. Burwell, and Daniel B. Brinsmade commissioners for the road. In a report of the board of directors of the Housatonic railroad company, made October 31, 1838, they say: "No active measures were taken in reference to obtaining subscriptions to the stock of the company until the winter succeeding the passage of the act of incorporation. During the latter part of that winter a careful survey of the whole route was made, together with estimates of the expense of constructing the road, by R. B. Mason, Esqr., the present engineer of the company; and the whole expense of constructing the road on the plan finally adopted by the board of directors, was by him estimated at about $1,040,000; or a little more than $14,200 per mile, the whole distance from Bridgeport to Massachusetts line being seventy-three miles. Upon this report a proposition was made to the commissioners to build the road as surveyed for the sum of $936,000. Then the books were opened for subscriptions to the stock of the company, and the city of Bridgeport in its corporate capacity subscribed $100,000, and in a short time the individual subscriptions in the vicinity of Bridgeport amounted to $200,000 more, which, with the subscriptions of the contractors, Alfred Bishop and associates, made $600,000. When this was done the subscribers were called together and the company was organized April 5, 1837; and soon after a contract was entered into with Messrs. Bishop and Sykes to build the road." The officers and first board of directors were: WILLIAM P. BURRALL, President. WILLIAM H. NOBLE, Secretary. JESSE STERLING, Treasurer. Directors. WILLIAM P. BURRALL, Bridgeport. EDWIN PORTER, Bridgeport. SAMUEL SIMONS, Bridgeport. STEPHEN LOUNSBURY, Bridgeport. CHARLES DEFOREST, Bridgeport. ANAN HINE, New Milford. ASA PICKETT, New Milford. ALPHEUS FULLER, Kent. PETER BIERCE, Cornwall. In this first report (October, 1838) the board of directors say further: " It is probably known to most of the stockholders and the community generally, that a company was incorporated some two years since, by the legislature of Massachusetts, called the 'Berkshire Railroad Corporation,' with power to construct a railroad from the south line of that State at Sheffield, in the valley of the Housatonic, northerly to the village of West Stockbridge; at which place it will intersect with the 'Western Railroad' leading from Boston to the west line of that State at West Stockbridge, which is now in course of construction; also with the Hudson and Berkshire railroad, leading from West Stockbridge to Hudson, now completed and in operation; and also with the Albany and West Stockbridge railroad, for the construction of which a company is incorporated and organized." The Berkshire Railroad Company had been regularly organized, and an arrangement had been entered into between that company and the Housatonic Railroad Company, arranging for a connection of the roads on the line between the states, securing a continuous Kne from Bridgeport to West Stockbridge. At this time the Hartford and New Haven railroad was under process of construction and its early completion was expected, and hence the board of directors of the Housatonic road began to consider the proposition of connecting their road with New York by a road along the shore of the Long Island Sound. Under these circumstances great animation possessed the minds of the people as to the great advantages and prosperity likely to result upon its completion; and hence for a time money seemed to be abundant, and this company sent their surveyors to locate the road from Bridgeport to the Harlem road then being built in Westchester county, N. Y. On the 2Oth of May, 1837, the survey and location of the road from Bridgeport to New Milford was commenced by Robert B. Mason, chief engineer, and soon after work commenced on several of the thirty-five sections into which this distance of thirty-five miles was divided. In January of 1837 or '38 the road was surveyed from New Milford north to the state line, Robert B. Mason, engineer, assisted by Joel Thorp and ____ Ogleby; having George Booth and Clark Hine of New Milford as chain-men, and one or two axe-men and stake-drivers. Anan Hine and Asa Pickett, directors of the road, were, one or both of them, with the party until they reached the state line. The weather was extremely cold and the snow two feet deep, with heavy drifts in many places. The first night the party stopped with Cornelius B. Baldwin, near Boardman's Bridge; the next two nights at Sylvanus Merwin's, near Gaylord's Bridge, and thus on to the end. The farmers were generally favorable to the road, but some objected. One man in Cornwall refused to allow the party to cross his land; but he had not counted the strength of his assailants. Anan Hine was a good talker and enthusiastic in this enterprise, and before he and Asa Pickett and the engineers gave up, Mr. Pangman surrendered and brought out the mince-pies, doughnuts, ginger and cider in abundance. On the return of the party from the state line, they took up the survey from New Milford towards Bridgeport and met another party from Bridgeport at Brookfield. Soon after—in the Spring—Mr. Ogleby surveyed a route from New Milford to Litchfield, laying, it along Great Brook and through on the west side and also on the east side of Mount Tom in Litchfield. The Housatonic Railroad was opened by an excursion train from Bridgeport to New Milford February 11, 1840. The people came from all parts of the country and waited until late in the afternoon, on a cold winter's day, and some went home before the train came; but finally it made its appearance to the great pleasure of the interested multitude. In the expression of the appreciation of the event, the church bells were rung with much earnestness, and the old cannon, located on the rocks then south of the village houses, poured forth its thunder of welcome to the screaming railroad-steam-engine-whistle. Annual Report for September, 1881. In the annual report of the Directors of the Housatonic Railroad Company for 1881, the officers and amount of receipts are given as follows: Directors. WILLIAM H. BARNUM, Lime Rock, Conn. SAMUEL WILLETS, New York. GEORGE W. PEET, Falls Village, Conn. EDWARD LEAVITT, New York. ANDREW B. MYGATT, New Milford, Conn. HORACE NICHOLS, Bridgeport, Conn. WILLIAM D. BISHOP, Bridgeport, Conn. DAVID S. DRAPER, New York. JOHN B. PECK, New York. WILLIAM H. BARNUM, President. DAVID S. DRAPER, Vice-President. CHARLES K. AVERILL, Secretary and Treasurer. L. B. STILLSON, Siiperintendent. The amount of receipts for the year were $754,513.10. The net gain, after deducting all expenses, was $127,015.00. The quarterly dividends paid amounted to $94,400 for the year. New Milford Station Agents. Daniel Marsh became the Agent at New Milford upon the opening of the road in 1840; and he and his son, Thompson T. Marsh, following him, continued in this office thirty-five or six years. R. B. Cogswell was agent here after Thompson T. Marsh two or three years. Theodore F. Watson was appointed to this position in 1880, which he now holds. William H. White is Clerk in the station. John Riley is baggage-master. He began work at this station in 1841, 41 years ago, and he is as energetic, accommodating, and good-natured as President Barnum himself. More about the Bridges of the Town. The bridges in the town of New Milford have cost a great sum of money from 1737, when the first bridge was built over the Housatonic river. For one hundred years the yearly care and expense has been, no small item of work or money. Soon after the Revolution, if not before, a bridge was built across the Housatonic at the Great Falls, which has been maintained since that time. Not long after, or nearly the same time, a bridge was built across this river at the Little Falls, and was maintained some years and then, discontinued. The town voted, March 13, 1780, that a committee consisting of Caleb Bennitt, George Smith, and Amos Northrop, should "view the circumstances of the bridge in building across Still River near Capt. Ruggles' Iron Works and make report of their opinion," and if they judged best the bridge was to be removed to a better location.. This was at the time Capt. Lazarus Ruggles built his Iron Works, or just after. In 1782, the town voted to send a petition to the Assembly for the privilege of a toll-bridge across the Housatonic at the centre of the town; and it seems to have been granted. "Dec. 10, 1787, Voted that the Great-falls Bridge which is now built and completed, be supported with plank, and repaired from time to time as occasion may require, under the inspection of the selectmen, at the town expense." This was probably the first bridge across the Housatonic at that place, and was undoubtedly a toll-bridge. On the 20th of September, 1802, a special town-meeting passed the following: "After taking into consideration the unfortunate situation of this town upon the loss of the New Bridge across the Great River in the centre of the town, and the failure of the other bridges: in consequence of which a suit at law is brought against the town by the carriers of the Mail:— "Voted that a boat sufficient for carrying loaded carts and teams across the river in the centre of the town be built or procured at the town expense, together with the ferry rope, as speedily as possible: and that the tender of said boat be employed at the town expense, who shall take and receive of each and every passenger crossing said ferry a suitable toll or fare (excepting those who are passing to and from public worship and public meetings required by law) and pay the same to the town treasurer at the close of each quarter of a year. "Voted that Mr. Homer Boardman be, and he is hereby appointed, directed and impowered on the part of the town and at the town expense to proceed and build said boat and procure said rope, and fit the same for use with all possible speed. "Voted that a committee be appointed to superintend the boat after it is completed, and to employ a ferryman, and that Messrs. Elijah Boardman, Clark Blackney, and Daniel A. Ferriss be that committee. "Voted that Philo Ruggles, Esqr., be, and he is hereby appointed agent and attorney to answer and defend in the complaint and suit brought to the County Court by Edward Ely and E. B. White against the town of New Milford for the repairs of bridges and highways on the stage road in said New Milford." This September freshet of 1802, seems to have been a very calamitous affair both to bridges and roads. At this same time a vote was passed to take from the town treasury twelve dollars, to repair the road "from the meeting house in the Town plat northward to the Friend meeting house;" and in the first vote "the failure of the other bridges," is mentioned, and these from Brookfield bounds on the stage route to the town of Washington were quite numerous. At the next annual meeting in the next December a vote was passed authorizing Joseph Ruggles and his associates, to apply to the Assembly for liberty to establish a toll bridge at the Little Falls; and another authorizing Richard Ludlow and his associates to seek for liberty of the same body to build a toll bridge across the Housatonic River at the Great Falls; and another to regulate a regular ferry at the centre of the town, and regular, legal toll. By a vote passed on the 25th of April next (1803), a company had commenced building a bridge at the centre and were recommended to the Assembly to allow it to be a toll bridge, which seems to have been granted. At this time, (1803,) as if weary of building bridges and roads the town voted to oppose the petition of Samuel Frisbie, Edmund Richmond and others, which was probably for a turnpike, for immediately they voted a committee to consult with committees of other towns in the State, and to "petition the General Assembly to put a stop to the further-granting turnpike roads." In the annual meeting for 1804, the "new bridge across the Great River at the Straits" is mentioned, and the year previous "the several bridges at the Straits across Strait's Brook, so called" are spoken of. There may have been a bridge across the Great River at the Straits before the "New" one mentioned above, but no account of any has been seen. In 1806, "plank for Gaylord's bridge across the Great River" are proposed in town meeting, but whether the bridge had been, then, recently established at that place instead of at the Straits is unknown. In the summer of 1801, a bridge was built at the "Iron Works" called also at that time Wanzer's Iron Works, now Lanesville, and the amount of work on this bridge as represented by papers containing an account of the same, still preserved, is somewhat surprising. The town purchased the material, but the work seems to have been done largely by days' works, the same as work on the highway; that is, men, worked on the bridge instead of working on the highways, by vote of the town, but that which surprises more is that in 1807, six years later, this same bridge had to be rebuilt, although yet standing. Notwithstanding the petitions to the General Assembly to put a stop to making turnpikes, the spirit of enterprise in that direction continued to rise, and in 1806 and 1807 the town was kept busy fighting against these proposed roads. In May a town meeting was held and a vote passed against the construction of a turnpike from New Milford to Roxbury, and thence to Southbury, and Abel Merwin was appointed special agent to oppose the petition to grant the road, but the opposition failed and after a time the turnpike was in running order. The next September the town was called together to oppose a "road from Hawley's bridge, leading through Bridgewater Society in this town to where it would intersect a road prayed for in said petition from Roxbury meeting house to Washington and thence to Litchfield Court House," and David S. Boardman was appointed agent and attorney " to make all proper opposition thereto in all stages of its progress." This road was proposed by John Sturdevant and others. In 1810, the town held three special meetings to oppose turnpikes and to appoint special agents to continue the opposition. In 1807, while they were fighting two roads by special agents, New Preston Society petitioned to be made a town and therefore special agents,—Abel Merwin and Beebe Hine—were appointed to oppose the petition in the Assembly, and this they continued to do for more than twenty years, at intervals of a few years at a time, for in 1828 we find the following record: Upon the petition of Joel Bostwick and others, inhabitants of the School Society of New Preston which is composed of a part of said town of New Milford, a part of the town of Kent and a part of the town of Washington, in Litchfield county, to the General Assembly, praying said Assembly to constitute said society a separate town, by the name of New Preston: Voted that the town of New Milford will oppose the dismemberment of said town for the purpose of forming said newly proposed town." It would seem, to a disinterested party, that after a people had petitioned twenty-one years, and thereby obtained their majority, they should have been allowed to set up for themselves, but they were not; for the New Preston people still form a part of that town, possessing, or called by, that sublime name, in itself, but when the name of a town, that most vexatious bother, Washington. There should be but one locality bearing the name "Washington" in the United States. And what more? Even this. In this same year (1807) a man (supposed to be such, probably not a giant) proposed "to raise the bottom" of the Housatonic River, and they had to oppose that, for the shad might not be able to climb up the raised bottom, as may be seen by the following: "Voted that, whereas Isaac Hawley has a petition pending before the General Assembly to be held at Hartford on the 2d Thursday of May instant praying for liberty to raise the bottom of the river (so worded in the petition) across the Ousatonic, it is the opinion of this meeting that any obstruction laid across said river as proposed would greatly impede if not totally put a stop to the passage of fish, especially of shad, up said river, and also injure the navigation of said river." In 1817 a turnpike was proposed, which was afterwards constructed: "Voted that this town will not oppose the laying out of a turnpike road provided it be from a station at or near the meeting house in the centre of this town westerly towards a turnpike road now making in the State of New York from a place called Cold Spring Landing on ye North River, to and through the town of Patterson, that is in case a committee for that purpose should be appointed. The reason for objecting to turnpikes was the expense to the town in paying for the lands on which to construct the said road, and also if any important bridges were to be made the town was required to aid largely in building them. New Milford opposed many of the projects for turnpikes, and favored some, and in 1831, there was one from the village, to Sherman, one from the same to Roxbury, one had continued a time, from Falls Mountain to Southbury, but had been given up some years, and one from the Friend meeting house to Litchfield, but when in this same year one was proposed from New Milford to the village of Saugatuck, the whole town said yes. This was a point that looked like business success. In 1832, it became necessary to rebuild the bridge at Gaylordsville, and the town passed the following rather conservative resolution: "Voted as the opinion of this meeting that it is not expedient to build free bridges across the Housatonic River, as it affords a facility in crossing, to travelers residing out of the town, which is seldom if ever reciprocated to the citizens of this town when they go abroad." Some of the Earliest Highways laid out, As already stated, Main street, Bridge street, Elm street, and Bennitt street, were laid out in January, 1714. The highway from the south end of Main street to the Great Falls, on the east side of the river, was laid out in 1719, "to be 30 rods wide where it can be allowed." In 1715, a highway was laid from the lower end of the Indian Field to Danbury, passing at what is now called the four corners at Lanesville. In 1718, a high way was laid from Danbury road across the plain to the mill at what is now Lanesville, said to run southward. In 1718, a highway was laid from what is now Park Lane, eastward; and from it in 1722 northward to Chestnut Land. In 1718, a highway was laid from Town Bridge across the Indian Field, up the hill. In January, 1722, the highway was laid on the west side of the Great River, beginning at Rocky River, " by marked trees to a Brook called Whemeseck," at Gaylordsville, where William Gaylord settled, two or three years later. In 1726, a highway was laid from Little Mount Tom, north of Nathan Gaylord's to the Notch on Long Mountain. In 1726, a highway was laid down Town Hill Brook, west side, to the Cove, and down the river to Hitchcock's farm and barn, some of the way on the river, 30 rods wide. In. 1728, a highway was laid from the Great Falls, east side of the river, to the mouth of Town Hill Brook. In 1728, a highway was laid "from the Fishing Place down the river to the first brook, on the west side, then up the brook and Up the hill, ten rods wide. In 1722, a highway was laid "beginning at the south end of Mount Tom, near Wolf-pit, then northward to the upper end of the plain, after crossing Deep Brook, and East Aspetuck, then by west side of said river to our north bounds." The "north bounds" were then a little way north of the present Episcopal Church in Marbledale. "In January, 1751, Amos Northrop, Samuel Canfield, and Paul Welch, were chosen a committee to proceed in opening a highway down to Derby by the Great River." Additional Comments: Extracted from: HISTORY OF THE TOWNS OF NEW MILFORD AND BRIDGEWATER, CONNECTICUT, 1703-1882, BY SAMUEL ORCUTT AUTHOR OF THE HISTORIES OF TORRINGTON, WOLCOTT, AND DERBY, AND THE INDIANS OF THE HOUSATONIC AND NAUGATUCK VALLEYS, CONNECTICUT. HARTFORD, CONN.: PRESS OF THE CASE, LOCKWOOD AND BRAINARD COMPANY. File at -- http://files.usgwarchives.net/ct/litchfield/history/1882/historyo/newmilfo57gms.txt This file has been created by a form at http://www.genrecords.org/ctfiles/ File size: 49.9 Kb