In 1820, overland transportation was arduous and expensive. At that time Connecticut had two rival capital cities: Hartford and New Haven. Each had access to oceangoing transportation, but Hartford also had access to inland commerce on the Connecticut River. In the early 1820's, New Haven's leaders decided to counter that advantage by financing and building a canal to Northampton on the Connecticut River north of Hartford. It was expected that this enormous project would divert inland commerce away from the river and direct it to New Haven. The Hampshire & Hampden Canal was the Massachusetts section of this project.
Northampton, as a river town with over a century's commercial experience on the Connecticut River, has less need for the canal than New Haven, but clearly welcomed additional business. Local proponents of the canal included Jonathan H. Lyman, Eliphalet Williams, Capt. Isaac Damon, and Judge Samuel Hinckley. The Hampshire and Hampden Canal Company contracted with Northampton resident Thomas Shepherd to build the canal in Hampshire County. Construction in Northampton began in 1826, and with the exception of an aqueduct and a flight of locks to the Connecticut River, was largely complete by the end of the following year.
In 1829 bankruptcy of both of the canal company's contractors left much of the canal unfinished north of Westfield. Construction would not resume until 1832 after promoters of the Farmington Canal arranged for New Haven to finance completion of the canal in Massachusetts. The project was finally completed in 1834, but an inadequate supply of water delayed operation of the canal north of Westfield for another year.
In July of 1835, after nine years of tolerating the presence of the unfinished work, Northampton celebrated the opening of the canal.
At this time both of the undercapitalized canal companies failed. They were recognized as the New Haven & Northampton Company in 1836.
Trade with New Haven flourished until early 1837 when failure of the dam on the Westfield River forced closure of the canal north of Westfield. The northern part of the canal was not reopened until May of 1838 when Northampton's canal boat 'Judge Hinckley' was able to return home after an 18 month absence.
This failure and recurrent breaches in the canal caused Northampton's merchants to doubt the canal's reliability and made reorienting Northampton's commercial ties with the river more difficult.
Trade with New Haven flourished until early 1837 when failure of the dam on the Westfield River forced closure of the canal north of Westfield. The northern part of the canal was not reopened until May of 1838 when Northampton's canal boat 'Judge Hinckley' was able to return home after an 18 month absence.
This failure and recurrent breaches in the canal caused Northampton's merchants to doubt the canal's reliability and made reorienting Northampton's commercial ties with the river more difficult.
During the late 1830s and early 1840s canal operations became more reliable and traffic increased with freight boats and packet boats making scheduled trips from Northampton to New Haven. In 1843 a steamboat was hired to tow canal boats up the Connecticut River from the northern end of the canal.
However, financial success for the canal was elusive. Revenues generally exceeded ordinary operating expenses, but were inadequate to cover the extraordinary expenses arising from weather-related damage and decay. Income was difficult to increase because this canal, unlike the Erie Canal, was not oriented along a major artery of commerce. There were never enough canal boats in operation to generate the revenue needed to sustain the canal, and tolls could not be raised because of competition from the river.
However, financial success for the canal was elusive. Revenues generally exceeded ordinary operating expenses, but were inadequate to cover the extraordinary expenses arising from weather-related damage and decay. Income was difficult to increase because this canal, unlike the Erie Canal, was not oriented along a major artery of commerce. There were never enough canal boats in operation to generate the revenue needed to sustain the canal, and tolls could not be raised because of competition from the river.
-- We are glad to learn. from a gentleman who has explored the whole line since the late flood, that the most prompt measures have been instituted to repair the damages, a competent force being put upon every point where repairs are required. More than a thousand hands are now in active operation, with every facility to render their exertions effectual in completing the work in the shortest time possible.
Daily Herald 10/17/1843
Daily Herald 10/17/1843
A major storm in October 1843 caused thirty simultaneous breaches in the canal. The canal was operational within a month, but repairs were expensive and recurrent weather-related damage was inevitable. Consequently, the canal's stockholders began to consider more viable modes of transport.
-- We are glad to learn. from a gentleman who has explored the whole line since the late flood, that the most prompt measures have been instituted to repair the damages, a competent force being put upon every point where repairs are required. More than a thousand hands are now in active operation, with every facility to render their exertions effectual in completing the work in the shortest time possible.
Daily Herald 10/17/1843
Daily Herald 10/17/1843
In the 1840's it became evident that railroads could operate year round and, compared with canals, were less expensive to build and more lucrative to operate. In late 1847 the New Haven & Northampton Company abandoned the canal and began its conversion to a railroad.
-- We are frequently asked, 'what is to be done with the canal ?' ... It certainly ought not to be left in its present condition, to breed musketos, if not miasma. The music of the bull-frogs is not adequate compensation for the evils apprehended. If the New Haven and Northampton company propose to construct a railroad along the line of it, we wish them god-speed, ... But if they contemplate making no public use of the ditch, they ought to make the fact known, that the proper measures may be taken to fill it up.
Hampshire Gazette 6/6/1848
Hampshire Gazette 6/6/1848