The Ware & Brookfield Street Railway Company (WBSR), originally chartered as the Hampshire & Worcester Street Railway Company, was a small interurban electric streetcar system that operated from 1901 to 1918 in central and western Massachusetts, connecting the towns of Ware, West Brookfield, Gilbertville, Hardwick, and New Braintree. With roughly 12 to 14 miles (19 to 23km) of track, the railway played a pivotal role in linking the street railway networks of eastern and western Massachusetts as the final link in the first continuous streetcar corridor between Boston and Springfield.
The WBSR provided both passenger and limited freight (or "trolley express") service and connected with the Warren, Brookfield and Spencer Street Railway and the Springfield & Eastern Street Railway, as well as the Boston & Albany and Boston & Maine. The system was ultimately dismantled in 1918, becoming the first electric railway in Western Massachusetts to be abandoned. Despite its relatively short life, the WBSR served as a critical transportation link in a region that has lacked local transit ever since.
In addition to its own 12-14 mile network, trolley connections to practically anywhere else in the state could be made via transfers to the Warren, Brookfield & Spencer (later renamed the Worcester & Warren Street Railway) and the Springfield & Eastern (later the Springfield Street Railway's Palmer Division).[7][8] The tracks were eventually connected to these connecting street railways, and although plans to offer through-service via this connection were announced, it is unclear whether the promised one-seat passenger service was ever actually implemented, as it indeed had been in regards to "trolley express" (freight) service.[9][10]
The Ware & Brookfield Street Railway additionally connected to three regional rail stations in the area, the Boston & Albany depots in both Ware and Gilbertville, and the Boston & Maine depot in West Brookfield, the latter two of which are still standing, albeit as a diner and a museum, respectively, and without passenger service since the 1960s—for now at least (Massachusetts Central Railroad has expressed interest in operating a tourist train of some kind from the Gilbertville depot, which it now owns).[11][12][13][14]
The Ware & Brookfield Street Railway additionally connected to three regional rail stations in the area, the Boston & Albany depots in both Ware and Gilbertville, and the Boston & Maine depot in West Brookfield, the latter of which is still standing, albeit without passenger service.[15][16][17]
The completion of the WBSR was highly significant to the region at large, in that, when it was completed to the terminus of the two adjacent street railways then serving in Ware and West Brookfield, the last remaining gap between the street railway networks of Boston/Worcester/Rhode Island (connected) and Springfield/Connecticut/New York City (also connected) was bridged, after which point it became possible to travel nearly anywhere between Boston and New York entirely by streetcar.[18]
Origins; Railroad Speculators & The Dream of a New Golden Age
The origins of the Ware & Brookfield Street Railway can be traced back to at least as far back as February, 1898, when a group, led by one Frederick D. Gilmore identified itself as the Ware Street Railway Company and subsequently petitioned the state legislature for incorporation under that name, as was the procedure at the time.[20]
The Ware Street Railway, which existed only on paper but had access to significant capital, and the Springfield & Eastern Street Railway, which operated an existing tram line between Palmer and Monson (it was known as the Palmer & Monson at the time), competed vigorously for the franchises to build new lines between Ware, Palmer, Gilbertville, Hardwick, New Braintree, Warren, West Warren, East, North and West Brookfield.
While it was ultimately agreed that it made the most sense for The Springfield & Eastern to build the line from Palmer to Ware, originally, the Ware Street Railway Company had been seen as the favorite, having fought for the favor of citizens and selectmen that town, which, along with Palmer (already spoken for by the S&E) was the most populous of the several in the area.[21]
The thought in Ware had been that the most locally oriented company would be the most likely to build carbarns and other infrastructure in Ware, benefiting the local economy, and with Ware's regional influence, it was thus granted locations in Warren and West Brookfield, anticipating the subsequent bequeathment of franchise rights to operate a railway on those lands. So, in anticipation of those rights, the Ware company was formally incorporated on Halloween of 1899.[22][23]
By 1900, a railroad speculator that had been involved with the Hoosac Tunnel and Western Railway known as Continental Construction Company would enter the competition for legal rights to build one or more of the proposed interurban railways in the area, and it at first petitioned the selectmen of North Brookfield for permission to erect catenary poles and lay track on a route beginning in that town.[24][25]
A Ware & Brookfield Street Railway tram approaching Gilbertville, Hardwick, Massachusetts. Main Street & Highland Terrace, facing south.
Demise; When Rural Hopes Are Sold For Scrap
The Ware & Brookfield Street Railway ceased operations on Sunday, February 3rd, 1918, the first electric railway to be abandoned in the history of the state, but certainly not the last, serving as a dire warning to the countless interurbans that once connected the state, all but one of which would ultimately meet the same fate.[5][26]
The railroad was sold as scrap to a Boston junk dealer for $51,000 on Monday, April 21st, 1918 and dissolved by an act of the state legislature the following year.[27][28][29]
These days, the PVTA's intercity route B79 bus stops once at Ware Town Hall and again in West Brookfield on its way between Amherst and Worcester.[30] To this day, however, there is no strictly local (in-town) transit service within the towns formerly served by the WBSR, and no transportation whatsoever to Gilbertville, Hardwick or New Braintree, despite the former two communities falling within MART's official service area.[31][32]
1 2 Wright, Harry Andrew; Shaw, Donald E. (1949). "Chapter XLII: Local Transportation". The Story of Western Massachusetts Volume II: Transportation, Industry, Institutions & Miscellany (1sted.). New York: Lewis Historical Publishing Company. pp.538–649, 634, 642. ASINB001V208OY. LCCN50006039. OCLC50006039– via HathiTrust. Hampshire & Worcester Street RailwayFirst opened as an electric railway in 1901, this company's lines extended from Ware to West Brookfield with a branch from Ware to Gilbertville. With the greater part of its line in Worcester County, this road formed the first connecting link between the street railways of the central and western portions of the state, in 1902. Sold at receiver's sale in 1905, this property was reorganized in 1905 as the Ware & Brookfield Street Railway (which see).Ware & Brookfield Street RailwayWith part of its twelve-mile road in Worcester County, this company was a successor, through reorganization, of the Hampshire & Worcester Street Railway in 1905. Operating between Ware and West Brookfield with a branch from Ware to Gilbertville, its line barely entered Hampshire County on its westerly end.Connection was made with the Warren, Brookfield & Spencer Street Railway at West Brookfield and although there was no physical connection," (Note: Several contemporaneous news reports conflict with this statement, with articles in the Boston Globe and the Springfield Republican Aug. 25th & 30th, 1911, respectively, each stating that the tracks would be connected to the Warren & Brookfield's shortly, and again the same is said the Evening Union Aug. 6, 1917, except in relation to the Springfield's tracks in Palmer, however it is unclear whether this occurred, for how long, etc.) "the Ware & Brookfield's track paralleled that of the Springfield Street Railway through the Main Street of Ware.The Ware & Brookfield operated its lines until 1918, when it was sold at auction. It was the first electric railway in Western Massachusetts to be abandoned.
It is expected that the Ware and Brookfield street railway company will put in a switch near the house of Joseph W. Clark on the Warren road, which will connect their tracks with those of the Warren, Brookfield and Spencer street railway company. The movement for linking the two street railways has been pending for some time, and at last David E. Pepin, superintendent of the Ware and Brookfield street railway company, has received permission from the directors of the road. The plans are to have the switch in operation before Labor Day.
A through route to Worcester by trolly through Palmer, Ware, West Brookfield and Spencer, with only three changes, will soon be realized and with an arrangement of schedules that will Invite patronage, according to plans nearly completed. The freight possibilities of this territory are also to be developed by the trolly express department of the Springfield Street Railway Company. Within a few weeks it is probable through cars will be operated by the Springfield Street Railway Company from Palmer to Gilbertville, eliminating the present equipment of the Ware & Brookfield Company from the line between Ware and Gilbertville. Trolly express service will be extended to Gilbertville and a big source of Springfield's milk supply furnished with cheap transportation to the distributors here.The Worcester & Warren Street Railway Company is junking the antiquated equipment which has been in operation since the road was built and is building a connection with the Ware & Brookfield Company's line at West Brookfield so that the new equipment can be operated through from Spencer to Ware. It is considered probable that a connection with the Worcester Consolidated line in Spencer will soon be negotiated and through service from Springfield to Worcester made possible.Working in co-operation with the Ware & Brookfield Company, the Springfield Street Railway Company will soon furnish all equipment for the operation of the Ware and Gilbertville line together with trolly express service. This will be welcomed by the people of Ware and will make a half-hour lay-over in Ware unnecessary. (...) The patronage of the lines between Palmer and Spencer have been light but with new double-truck ears, more convenient schedules and loss frequent necessity for changing cars in through riding much heavier riding is anticipated.The public hearing on the petition for a permit by the Ware & Brookfield Street Railway Company to relocate its tracks and make connection with the rails of the Worcester Warren Street Railway Company in West Brookfield, scheduled for to-night, may be postponed at the request of D. J. Lambert, superintendent of the Ware & Brookfield Company, acting for officials of the company. The selectmen of West Brookfield will act on the postponement today.
(...) Reports have been current for the past two months that the fares on both lines of the Ware and Brookfield street railway company were going to be increased but no definite statement to this effect could be obtained until Thursday when John F. Lambert superintendent of the road, announced that a petition had been sent to the public service commission asking for an increase of transportation rates. (...) While these rates seem far too high to the stranger who has occasion to ride over the line, to those who know the conditions in the winter time, it seems remarkable that the roads can be run at all. The Gilbertville and West Brookfield roads drift very badly and there are places on each division where the snow drifts higher than the cars.
Superintendent Lambert believes in keeping the tracks clear at almost any cost and the result is that bills for shoveling snow from the sides of the tracks are almost weekly occurrences during the winter months. There are a number of people who will have something to say against the new schedule of rates, but the majority of people who use the trollies as a means of connection with the trains on the Boston & Albany railroad at West Brookfield feel that the service rendered on this line is well worth the high cost of transportation.
(...) Reports have been current for the past two months that the fares on both lines of the Ware and Brookfield street railway company were going to be increased but no definite statement to this effect could be obtained until Thursday when John F. Lambert superintendent of the road, announced that a petition had been sent to the public service commission asking for an increase of transportation rates. (...) While these rates seem far too high to the stranger who has occasion to ride over the line, to those who know the conditions in the winter time, it seems remarkable that the roads can be run at all. The Gilbertville and West Brookfield roads drift very badly and there are places on each division where the snow drifts higher than the cars.Superintendent Lambert believes in keeping the tracks clear at almost any cost and the result is that bills for shoveling snow from the sides of the tracks are almost weekly occurrences during the winter months. There are a number of people who will have something to say against the new schedule of rates, but the majority of people who use the trollies as a means of connection with the trains on the Boston & Albany railroad at West Brookfield feel that the service rendered on this line is well worth the high cost of transportation.
The hearing on the petition of the newly-organized Ware street railroad company for locations for its tracks in Ware was held in the Ware town hall last evening. There were about 400 present. (...) There is a general feeling in Ware that this company will probably receive a franchise and build. If the branch to West Warren should be built, Ware would be connected with Boston by street railway. And if next spring the road should be continued to Forest Lake, as planned, the continuous line of electric road will run from Boston to Palmer. This would leave only the stretch between Indian Orchard and Palmer to be built to make a through connection with this city.
↑ "1913 Senate Bill 0300. Report Of The Joint Special Committee On The Transportation Facilities Of Western Massachusetts, January, 1913". State Library of Massachusetts Digital Collections. pp.29, 195. Archived from the original on 2025-07-29. Retrieved 2025-07-29. A line to run from Gilbertville in the town of Hardwick to Barre was advocated by citizens of Ware. Such a line would connect at Gilbertville with the Ware & Brookfield Street Railway, and at Barre with a proposed line from Worcester to Athol. It was said that this line would serve a number of villages along its route, including South Barre, Barre Plains, Wheelwright, Furnace and Hardwick.
↑ "WARE STREET RAILWAY HEARING. The North Easton Capitalists State Their Case—Continuous Line Expected by Next Year From Boston to Palmer". The Springfield Daily Republican. 1899-07-29. p.4. Retrieved 2025-07-26. (...) There is a general feeling in Ware that this company will probably receive a franchise and build. If the branch to West Warren should be built, Ware would be connected with Boston by street railway. And if next spring the road should be continued to Forest Lake, as planned, the continuous line of electric road will run from Boston to Palmer. This would leave only the stretch between Indian Orchard and Palmer to be built to make a through connection with this city.
The hearing on the petition of what is known as the Ware street railway company was held Friday evening and the two companies who are competitors for the field stand squarely before the public. Both companies mean business. This is clearly shown in their attitude of volunteering to forfeit a bond of unusual size should not the stipulations made by the selectmen be carried out. Both companies have ample backing. (...) The Palmer and Monson company, were it allowed to build through Ware to West Warren, would forge two more links in that chain of inter-town street railways which is one day to stretch from Boston to Springfield. (...) Here, however, the similarities between the two roads end. The Palmer and Monson company is a company for Palmer controlled by Palmer people, operated and to be operated for the benefit of the people of that town. The Ware company is for Ware, and so long as it remains unabsorbed by some other company, will at least have no reason for working in any other way than for the town's interests. Its car barns will be in Ware and its power-house also, making, with the tracks and rolling stock and other equipment, a considerable addition to the taxable property in the town. The operation of the road will necessitate the employment of several men, and the representative of the company has given assurance publicly that local men will be employed as far as possible.Locations were granted to the Ware company yesterday in Warren and West Brookfield. Assuming that this company stands first in popular favor and that it deserves the franchise asked for, there is still one matter which ought to be satisfactorily settled before any privileges are distributed. (...)
↑ "CAUTION". The Boston Globe. 1889-01-29. p.1. Retrieved 2025-07-29. 'Common' stockholders will please not ask these questions of their forty-dollars-a-day president, as 'it makes him nervous to be questioned', besides, if truthfully answered, 'common stockholders' might get awfully nervous themselves!At the time of the purchase by the Fitchburg of the Boston, Hoosac Tunnel & Western Railroad, did your son-in-law have 1700 shares of stock of that road standing in his name?It may be interesting, at least for 'common' stockholders in the Fitchburg railroad, to read the following from the Boston Post of May 17, 1888:
"The suit against the Continental Construction Company has created considerable interest in this city. F. L Stimson, the attorney for the plaintiffs in this suit, was interviewed yesterday in regard to it. Mr. Stimson said. "This is bill in beauty brought by Kessler & Co. walkers of New York City, as holders of 2300 shares of the stock of the Continental Construction Company, and in the interest of 20,000 shares held by other parties. The Continental Company was organized under the Connecticut laws as a speculative company to build railroads. Under its charter it built the Hoosac Tunnel & Western railroad. About a year ago the Continental company sold to the Fitchburg railroad all of its assets, consisting of a judgment of over $5,000,000 against the Boston & Hoosac Tunnel railroad, and also the bonds of that road, all of which were owned at that time by the Continental company. For these the Fitchburg management gave 28,000 shares of its preferred stock and 20,000 shares of its common stock. In addition to this, the directors of the Continental company had a clause sorted in the contract by which the Fitchburg road was to pay them one share of its preferred stock for every four shares of a majority of the common stock of the Boston, Hoosac Tunnel & Western railroad. At this time this common stock had no actual value, as the outstanding judgement and bonds amounted to over $6,000,000, while the Boston, Hoosac Tunnel property was only valued at $3,000,000. At this time the directors owned a majority of this common stock, which they had purchased at $1 to $3 per share, and about 16,000 shares of this stock were exchanged for 4000 shares of Fitchburg railroad preferred stock, then quoted at $110 per share. The Boston, Hoosac Tunnel & Western railroad stock was then quoted upon the New York Stock Exchange at $3 to $4 per share."
Now, suppose any one had 1700 shares of the Boston, Hoosac Tunnel & Western railroad at the time of its purchase by the Fitchburg railroad and that they paid the highest price it was quoted at, viz., $4 per share, we have the following…
↑ "NORTH BROOKFIELD: Hearing Before Selectmen". The Springfield Daily Republican. 1900-04-30. p.10. Retrieved 2025-07-26. The hearing before the selectmen on the petition of the directors of the Hampshire and Worcester street railway for permission to lay rails and erect poles and wires in the town has been set for Monday, May 21, at 10 a.m. It is the intention of the directors to meet the selectmen of the various towns through which the road will pass on that day in the preliminary hearings.
WARE, Jan. 29—Definite word was received last night from President J. Edward Brooks of Milton of the Ware & Brookfield street railway that after Sunday the road will cease to exist as a going concern. This announcement came to the committee named by the Ware Board of Trade to confer with Mr. Brooks, relative to a proposition advanced to have the citizens of Ware and the surrounding towns take over the road.President Brooks sent a similar notification to Supt. John W. Lambert of the railroad. Mr. Lambert's services are retained as are those of the office force, the offices to be kept open, but the entire operating force, with the exception of a watchman, will be out of work Sunday night. It had been supposed the road would suspend operation Friday night, but the latest word extends the time two days.The committee has relinquished further effort to keep the 12-mile circuit open. They say they have done everything in their power to get the public interested. Officials of the Ware, Brookfield & Spencer railroad have been asked to take over the property and operate the, line in connection with their sys-tem, but they have declined to touch the proposition. It is reported by the special committee that President Brooks has shown them where he has spent $60,000 on the road in the last 10 years without any return for such an investment.
The Ware and Brookfield street railway, a $100,000 corporation, which has given trolly service between Ware and Gilbertville and Ware and West Brookfield, was sold at auction Monday afternoon at the company car barn on the Gilbertville road and went to the Swift-McNutt company of Boston, building wreckers and junk dealers, for $51,000. There were several other firms represented and the bidding was spirited up to $50,000, but the next $1000 was made in $100 bids and when the Swift-McNutt representative said the even thousand the rest of the bidders withdrew. Plans were made to start taking up the rails at once and John F. Lambert, superintendent of the street railway for the past seven years, was hired by the wrecking company to take and superintend the removal of the material. The street railway has not been in operation since February 8, when J. Edward Brooks, the owner and president, decided it was too expensive a , proposition for him to continue operating the road at a loss of several thousand dollars annually.The Ware and Brookfield street railway was built 12 years ago at a cost of $200,000. The sale has aroused a storm of protest in Ware, West Brookfield and Gilbertville and other towns, as the road furnished them their only direct trolley connection with Worcester and Boston. The town boards of trade and various other merchants and business men, it was understood, last night, will endeavor to induce the wrecking company to delay destruction of the road pending efforts to arrange for continuing its operation.
↑ "Ware to Gilbertville". Google Maps Transit. Archived from the original on 2025-07-31. Retrieved 2025-07-30. Sorry, we could not calculate transit directions from Gilbertville, Hardwick, MA, USA to Ware, Massachusetts 01082, USA
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