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The Shelburne Falls & Colrain The SF&C was a seven-mile rural trolley line between Shelburne Falls and Colrain, Mass. It ran from late 1896 through most of 1927. A pronounced downturn in the compa- ny's financial picture, the decision of a major freight customer to go to trucks and a deter- mination by the state to rebuild Route 112 along North River to Colrain, which would have forced otherwise unnecessary and ex- pensive track relaying in that section, brought on the company's demise. Initially, the SF&C ran north from the vil- lage of Shelburne Falls, on the north side of the Deerfield River, to the town of Colrain where it served several mills. All incoming freight had to be unloaded from railroad cars at the joint Boston & Maine and New Haven railroad station in the town of Buck- land on the south side of the river and carted by horse and wagon over an iron highway bridge to Shelburne Falls. Here the freight was transferred again to the trolley compa- ny's freight cars — a collection of four-wheel flat and box cars — for final delivery. Outgo- ing freight followed the reverse procedure. A 20-ton weight limit on the iron highway
bridge discouraged the Buckland selectmen from permitting trolleys to use the bridge as a way to reach the steam roads on their side of the river, though the Shelburne selectmen for their part saw no difficulty. The cumber- some procedure of transferring freight to horse-drawn carts for the river crossing last- ed until 1908, when the SF&C completed its own bridge across the Deerfield. The new bridge, built largely by Italian la- bor recruited in New York City, was impres- sive by any standards. The five-span arched
structure was built of poured concrete and designed to support the heaviest rolling stock then in use on the steam roads. It spanned the river at an angle and was 398 feet long. The cost of over $20,000 was about equal to the amount that would have been saved in teamster charges for transship- ment had the bridge been built in the first place.
Once able to cross the river on its own, the SF&C established a direct connection with the steam roads, building a siding and a freight house near the main depot. The line acquired No. 25, a heavier combination car equipped with knuckle couplers to haul standard railroad freight cars. The new com- bine routinely pulled one, sometimes two, 40-ton freight cars to and from Colrain on its daily rounds. Some of the bridges on the line had to be strengthened to accommodate the heavier freight cars.
If the trolley offered a new-found freedom, the automobile offered more of it. America's romance with the trolley turned to outright love for the auto in the 1920s, and the SF&C’s fortunes, never great by any meas- ure, turned to desperation. After 1917 the line’s income exceeded expenses only twice. In 1927 the company could no longer meet its obligations and was forced to cease opera- tions. It was sold at a foreclosure sale in 1927 for $11,500 and scrapped the following year. Today No. 10 is the only piece of SF&C rolling stock in existence. The railway’s buildings and structures have fared a little better. Obviously, the most famous of these is the arch bridge over the Deerfield River which has been made into Shelburne Falls’s most famous attraction, the Bridge of Flow-
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Registration: $95.00; $110.00 after June 1, 2013. Includes Free Spouse Badge. Leticia Smith, Registrar E-mail:
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33rd NNGC P.O. Box 70323 Pasadena CA 91117 Phone: Jeff Smith – (818) 590-1729
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