(This article first appeared in the Winter 2008-2009 issue of Massachusetts Main Streets & Back Roads.)
The Berkshire Hills and
rugged Taconics are merely roots of ancient ranges far greater in stature than
the rounded crests of today. Uplifted by
clashing continents, these mountains rose and wore away over a period of tens
of millions of years. The resulting
geological record in western New England is a
trove of folded rock and minerals transformed by tremendous heat and
pressure. Worn down to hard nubs,
cracked by ice and scoured by glaciers, our mountains are now shadows of their
former selves.
As ramparts go, these diminished ranges remain formidable
impediments, dictating the patterns of travel and settlement in the Berkshires
since the first Neolithic hunters occupied the tundra lands the ice
relinquished. The rivers of our region,
with their narrow intervals and fertile bottomland, only rarely breach the
mountain chains running north and south on either side. There are just a few gaps and saddles between
the ridges to accommodate east-west travel.
Anyone who has driven the switchback of the Mohawk Trail from North Adams to Florida is keenly aware
that these mountains are still an impressive barrier.
Early travelers through the region found the going very hard
indeed between the Connecticut River and the Hudson. In 1694, it took one colonial delegation
three days to travel the “Great
Road” between Springfield, Massachusetts
and Kinderhoek, New York in a party that included 60 Connecticut dragoons and
spent nights sleeping rough in huts of pine boughs. Commissioner for Massachusetts the Reverend Benjamin
Wadsworth described the road as “very woody, rocky, mountainous, swampy;
extream (sic) bad riding it was…a hideous, howling wilderness.” This ancient path would later serve as a
military road during the French and Indian War, and witness the passage to Boston of the guns of Ticonderoga and the surrendered regiments of Burgoyne’s Saratoga army.
With our Independence
from Great Britain
came the defeat and dispossession of the Iroquois, whose influence and
proximity had served as a check on the expansion of Algonquian settlements in
the Berkshires even before the arrival of European colonists. With the fertile
western lands of the Iroquois now open, it wasn’t long before men of ambition
and ingenuity started to hatch plans to expand commerce by piercing the
mountains between New England and New York. In 1819 an idea was hatched to connect Albany and Boston by canal, and a
route for this venture was even surveyed through the northern Berkshires in the
mid-1820s before the scheme stalled on the flanks of Hoosac Mountain
and was abandoned for being too costly.
When railroads supplanted canals as the modern means of
transport, a northern route through the Berkshires once again was proposed as a
way of linking the mill towns of central and western Massachusetts. Climbing westward up the Deerfield River
valley, the Troy & Greenfield Line would have to cut through the Hoosac Mountain
to reach North Adams. In 1852 an attempt to bore through the
mountain was made using the extremely expensive Wilson’s Patented Stone-Cutting
Machine, that managed to burrow a dozen feet into the rock before it seized up
for good.
Four years and millions of dollars later, the Troy &
Greenfield Line secured the service and investment
of Herman Haupt as its chief
contractor. The project was now one of
the greatest engineering efforts of its day – a tunnel four and a half miles
long through the heart of Hoosac
Mountain - and Haupt was
one of the most brilliant engineers available.
Politics and rival railroad interests, naturally, intervened, with Massachusetts ultimately
abandoning its promise to provide funding to complete the work. His reputation slandered and his fortune at
risk, Haupt was commissioned a Brigadier General in the early months of the
Civil War and put in charge of railroad development for the war effort. He was a tireless worker and his
contributions were a major factor in maintaining the military superiority of
the North, but he lost his investment in the Hoosac Tunnel project when Troy & Greenfield defaulted on
its mortgage and was taken over by the Commonwealth of Massachusetts.
Stuart Murray, author of A
Time of War which details the history of Berkshire County
and its citizens
during the Civil War, describes the challenges facing our own
“Big Dig” during this period. “(I)t was
difficult to find reliable workers because so many men were away at war. Excavating the shaft, twenty feet wide and
twenty-four feet high through the mica slate of Hoosac Mountain,
required hundreds of laborers working long hours with hand-drill, pick and
shovel. Black powder blasted the rock
apart, but explosions left dangerous cracks and unseen weaknesses that resulted
in sudden collapses. Men died regularly
in rock falls.” On October 17, 1867, 13 workers died in
a gas explosion in the central shaft, earning it the name “the bloody pit.”
By 1868 miners were averaging 150 feet per month and rail
lines extended from Troy
and Boston to
either side of the mountain. On
Thanksgiving Day, 1873, the final feet were cleared and a bevy of dignitaries
and 500 assembled onlookers ceremoniously stepped through the 5 foot opening
between the two ends of the tunnel. The
first trains would run in early 1875, with an official opening in July, 1876
coinciding with the nation’s centennial.
Today you can stand on a ridge overlooking the Deerfield and be unaware of the marvel of engineering
beneath your feet. A few freight trains
pass through the tunnel daily, but in the Berkshire
hill towns the need for connectivity is now about high speed internet access
instead of railroads. Our mountains are
generally free from communications towers, resulting in gorgeous views as well
as fragmented cellular service of dubious reliability, much like the “Great Road” of old.