Springfield Massachusetts

Springfield Street Railway Car House, Springfield, Massachusetts (2)

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The car house of the Springfield Street Railway, seen from the corner of Main and Bond Streets in Springfield probably in 1892. Image from Picturesque Hampden (1892).

The scene in 2023:

As explained in more detail in the previous post, these two photos show one of the trolley barns that was used by the Springfield Street Railway. The top photo was probably taken right around the same time as the one in the previous post, since both photos show the same shadows in the same positions on the front of the building.

The top photo was taken shortly after the Springfield Street Railway system was electrified in the early 1890s. Prior to this time, the cars rode on rails in the streets but were pulled by horses. The switch to electric trolleys meant that the railway no longer had the expense of keeping several hundred horses, but instead the company needed facilities to store, maintain, and repair trolleys.

The building in the top photo was built sometime around the late 1880s or early 1890s, and it stood on the east side of Main Street between Carew and Bond Streets. The railway also had facilities around the corner on Bond Street and a little to the north of here on Hooker Street, both of which had much larger storage capacities than this one here on Main Street. However, during the mid-1890s this was the only one with pits beneath the tracks, meaning that every car in the system had to be rotated through here on a nightly basis for inspections.

Over time, the railway added new trolley barns, including one on the north side of Carew Street in 1897, along with a new one at Hooker Street in 1916. The old building here on the south side of Carew Street appears to have remained in use into the 20th century, but by the 1930s the trolley lines were steadily being replaced by buses, with the last trolley service ending in 1940.

The 1897 trolley barn on the north side of Carew Street is still standing, and the corner of the building is visible on the far left side of the second photo. However, the earlier trolley barn that is shown in the first photo is long gone. After the demise of the trolleys it was converted into commercial and retail use, and it stood here until December 1971, when it was destroyed by a fire. Its former location is now a gas station, as shown in the second photo.

Springfield Street Railway Car House, Springfield, Massachusetts

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The car house of the Springfield Street Railway, seen from the corner of Main and Bond Streets in Springfield, probably in 1892. Image from Picturesque Hampden (1892).

The scene in 2023:

These two photos show the northeast corner of Main and Bond Streets in Springfield. When the first photo was taken, this entire block of Main Street between Bond and Carew Streets was occupied by a Springfield Street Railway car house. Also known as a trolley barn, this building was a storage and maintenance facility for trolley cars. It was one of several car houses that the railway had in the North End, which can make it difficult to trace the history of this specific building, since historical records often made references to car houses or trolley barns without precisely identifying their locations. However, this building appears to have built sometime around the late 1880s or early 1890s, around the same time that the trolley system was electrified.

The Springfield Street Railway opened in 1870, with a single line that ran on Main Street from Hooker Street to State Street, and then east on State Street as far as Oak Street, for a total length of about 2.5 miles. As was the case with other street railways of this era, its cars were pulled along the rails by horses. This had the advantage of reduced friction compared to other horse-drawn vehicles, so a single horse could pull a heavier load while also providing a more comfortable ride for passengers.

The railway proved to be popular, and it was soon expanded with lines into other city neighborhoods. By the early 1880s, the horse-drawn streetcars provided service to Winchester Park (modern-day Mason Square) via State Street, to the Armory Watershops via Maple and Central Streets, and to Mill Street via the southern part of Main Street. The railway stables were originally located at Hooker Street, but those were later supplemented with stables in a building here at the site shown in these two photos, at the southeast corner of Main and Carew Streets. However, it seems unclear whether these stables were later incorporated into the larger building in the first photo, or if the building in the photo was entirely new construction.

Although the railway was successful, it nonetheless had significant operating expenses, particularly the horses. The company eventually required a total of 280 horses for its 74 cars, and the horses outnumbered human employees (156) by almost two to one. However, an alternative emerged in the mid-1880s, with the development of electric streetcars. These cars used electric motors that drew power from overhead wires, and they were often called “trolleys” because the movement of the current collector on the wire resembled that of a fishing boat trolling lines in the water.

The first large-scale electrified streetcar system in the United States was in Richmond, which opened in 1888. The Springfield Street Railway was quick to adopt this new technology, opening its first electrified line from State Street to Sumner Avenue in Forest Park in the summer of 1890. Most other lines soon followed, and the last horse-drawn trolley—which crossed the Old Toll Bridge to West Springfield—was retired in January 1893.

The first photo was taken soon after the system was electrified, and it shows six electric trolleys in front of the car house at the southeast corner of Main and Carew Streets. Like most other early trolleys, these were generally single-truck cars, meaning that they had just one chassis, unlike the larger trolleys of the early 20th century that typically had two trucks. The trolley closest to the camera, on the far right side of the scene, helps to establish the date of the photo. The front reads “Indian Orchard,” and since the Indian Orchard line opened in 1892, the photo likely could not have been taken before then. And, since it was published in a book in 1892, the photo could not have been taken later than that year.

By this point, the company had 32.5 miles of track, with an annual ridership of over 6.3 million. For many, the trolley was a way to commute to work from the suburbs, but it was also popular for recreational excursions, especially to the more distant locations such as Forest Park and Indian Orchard. The network of trolley lines served much of the city, and also connected to the neighboring towns of West Springfield, Chicopee, and Ludlow. The company charged a flat rate fare of five cents per trip on all lines except for Ludlow, which was ten cents.

As with any change, the switch to electric trolleys did raise some issues. For some, there were general concerns about the safety of electric power and the speed of the trolleys, while other concerns focused on more specific operational issues. A September 27, 1891 article in the Springfield Republican identified some of these, including confusing schedules. A schedule for one of the lines was reprinted in the article, and it read:

State street cars leave corner Main and Carew streets for Boston road at 5.50, 6.10, 6.30, 6.50, 7.10, 7.30, 7.50, 8.10, 8.30, 8.50, 9.10 a.m. From 9:23 a.m. until 4.18 p.m. every 15 minutes. From 4.18 p.m. until 7.18 p.m., every 12 minutes. From 7.23 p.m. until 10.38 p.m., inclusive, every 15 minutes.

Such a schedule gives a good sense of the interval between cars, but it makes it more complicated to determine exact departure times, since that requires adding or subtracting increments of 12 or 15 minutes to or from the specified times. And, although not specifically mentioned in the article, the math doesn’t quite add up; the cars were supposed to leave every 15 minutes from 9:23 to 4:18, yet that timeframe is not evenly divisible by 15 minutes.

Aside from the complicated schedule, the article also explained how, in many cases, the trolleys did not consistently keep to this schedule. Several different routes, including the State Street one, originated here at the corner of Main and Carew, presumably here in this building. However, there was not always a supervisor on hand to ensure that they departed at the correct time. As explained in the article:

Some people assert that the cars are not started properly on their trips. The assistant superintendent says that he acts as car-starter, but admits that he is away from the barn a good share of the time, when, so far as his personal avowal goes, the cars take care of themselves. The transfer man, who sits on the sidewalk at the corner of Main and Carew streets and tells the conductors who have paid among the passengers, and who haven’t, says he sees the cars do not get off late, but as he never uses his watch, it is to be inferred the cars are never behind hand.

In many cases, the issue seems to have been that the cars were leaving too early, combined with the fact that the trolleys were generally able to make their trips in less time than the scheduled times. This meant that passengers who successfully deciphered the schedule and arrived at the appointed time would often discover that the trolley had left several minutes earlier. The article described how:

Now, if the conductors will only hold their cars until plump on the advertised leaving time the mechanics and wood-workers around Winchester park will be greatly pleased, for, according to these men’s testimony, the car supposed until recently to leave the upper end at 6:06 p.m. had a troublesome habit of getting off from one to three minutes early, so that the workmen are obliged to ride smutty, or hustle amazingly.

Overall, most of the issues raised in the article seemed to be relatively minor inconveniences, rather than serious safety issues. As the article observed, “[w]ith the perfection and speed and extra comfort in open cars and cushioned seats the public has grown even more exacting.” And, because it is impossible to keep everyone happy, there were simultaneously complains that the cars ran too fast and that they ran too slow; that they rang their bells too much, or not enough; and that the open cars were too cold, while the closed cars were too stuffy. The article also pointed out, rather facetiously, that “[s]ome people want the cars to run right up to their doors, and would like the conductors to carry them in, while others think it an infringement on constitutional rights if the tracks are laid through their streets.”

In the meantime, the trolley system continued to expand with new lines throughout the 1890s, reaching about 40 miles of track by 1895. All of this required a considerable amount of maintenance in order to ensure that the tracks, the overhead wires, and the trolley cars themselves were all in good condition. Much of this work occurred here in the car houses, including the one shown here in this photo. Another Springfield Republicans article, published on December 29, 1895, provided an overview of how the system was maintained, including a detailed description of the regular work that was done on the trolleys:

The company has made a practice of putting every car into the shops once every year, when it is taken all to pieces, the mechanical and electrical parts thoroughly inspected and repaired and put together as good as new. The closed cars are overhauled in the summer and the open cars in the winter and they are painted if necessary. Then there is the daily inspection. Certain men have certain cars for whose condition they are responsible. They examine their cars carefully every day and make a daily report. One man is made responsible for all the cars and he receives those reports and takes charge of the repairs. When a car is out of repair a sign “Off” is hung up on it, and if the break is serious it is sent to the shop; if not the repairs are made in the barn. The car inspectors are men who are thoroughly up in mechanical and electrical matters. When a car comes into the barn for the night there are but a few hours before it goes into use again and during these few night hours the inspectors are busy. They raise the trap doors in the floor of the car and look over the motors carefully, examining the armatures, all the wire connections, the brushes and everything else that is at all likely to get out of order. Then they go down under the car and make an equally careful observation from the outside. If you have been in the car barns you have noticed the open spaces over which the cars run. These enable the inspector to examine with grate minuteness any part of the apparatus.

The brake is the thing that is examined with the most care, for the brake has to be relied upon to save lives and property, and it is essential that it be in a state of perfection. Outside of the regular inspection of the car there is a special inspection of the brakes. One man has charge of this and he is a high-priced man. It is his duty to look at every brake each day, or rather night, for he has to make examinations while the stars shine, and once a week every car is thoroughly tested in every respect. This man has to show in writing that every car has been tested. Besides all these examinations, the machinery of the car is constantly under the observation of the motorman and conductor, who acquire a considerable knowledge of the mechanism, and there is always a man stationed at Court Square or the corner of State street to see that everything is going right. It is astonishing how quickly a difficulty can be placed. An inspector can tell from the sound of a motor not only what make it is, but whether it is in good repair. In examining the machinery they get so familiar with it that they recognize each motor as an old acquaintance. Sometimes the motors are changed about in the cars and an inspector can tell you what car a certain motor came out of.

By 1897, about five years after the first photo was taken, the railway had about 180 cars—including snowplows—that all had to be stored and maintained on a regular basis. There were three main facilities here in the North End, including the car house here on Main Street, another one nearby on the south side of Bond Street, and one on Hooker Street. According to a May 29, 1897 article in the Republican, the railway was outgrowing these car houses, which often meant that around 10 to 12 trolleys were left outdoors overnight.

At the time, the Bond Street facility had a capacity of about 75 trolleys, while Hooker Street could store about 50. Here at the Main Street car house, there was only room for about 25 cars. But, the article also noted that this was the only facility with pits below the tracks. Because part of the daily inspections involved examining beneath the trolleys, this meant that each trolley had to come through this building every night, before ultimately being moved to its overnight storage building.

This overcrowding prompted the railway to acquire more land for a new facility. In 1897, the company purchased the former Carew house, located just to the north of here on the other side of Carew Street. This house, which is partially visible in the distance behind the left-most trolley in the first photo, had been built in 1803 as the home of Joseph Carew Sr. It would remain in his family for almost a century, with his daughter Caroline Spencer living here until her death in 1895 at the age of 84. During that time, she saw her neighborhood transform from a sparsely-populated area on the outskirts of a small town, into the transit hub of a rapidly-growing city. Her death marked the end of an era here, and the house was demolished after it was purchased by the railway. In its place, the company built a new car house, which still stands today at the northeast corner of Main and Carew Streets, on the left side of the second photo.

The early 20th century would prove to be the heyday of trolleys, both in America and also here in Springfield. The book Springfield Present and Prospective, published in 1905, gave description of the street railway system, which by that point had expanded to almost 94 miles. The fleet consisted of 107 closed cars and 120 open cars, and on a typical day a total of 75 of these cars were needed in order to maintain the schedules. And, beyond just linking the suburbs to the city center, the railway had also expanded to include service between other cities in the area. The book explains how, from Springfield, trolley passengers could travel to Holyoke, Northampton, Westfield, Palmer, and Hartford without even having to make any transfers.

In 1916 the trolley system was further supported by another car house, which opened a few blocks to the north of here at the corner of Main and Hooker Streets. However, by this point automobiles were becoming affordable to middle class families, and this trend would continue into the 1920s, making public transportation less of a necessity for many people. At the same time, trolley lines around the country were steadily being replaced by buses. This was the case here in Springfield, with trolley service eventually being whittled down to just the Forest Park line. This had been the first electrified line in the system, and it would prove to be the last, with the final trolley concluding its last run— with much fanfare—in the early morning hours of June 23, 1940.

The Springfield Street Railway continued to operate under this name for many years, despite being a “railway” in name only, with buses having replaced all of the former trolley lines. It eventually merged to form the Pioneer Valley Transit Authority, which continues to provide bus service to Springfield and the other communities in the region.

Two of the former trolley barns still exist today. The one at Hooker Street is now used as a bus garage, and the one at the northeast corner of Main and Carew has been converted to other commercial uses. It is visible in the distance on the left side of the second photo, and it remains a distinctive landmark in the North End.

As for the trolley barn in the top photo, it was later converted into commercial and retail use. It stood here until it was destroyed by a fire in December 1971. The site of the building is now a gas station, and the contrast between these two photos provides a vivid illustration of the old trolleys and the newer method of transportation that replaced them.

Springfield Cemetery, Springfield, Mass (3)

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A view looking east up one of the terraces in Springfield Cemetery, around 1892. Image from Picturesque Hampden (1892).

The scene in 2020:

As explained in the previous post, Springfield Cemetery was established in 1841 as one of the first rural cemeteries in the northeast. Inspired by Mount Auburn Cemetery in Cambridge and Watertown, these types of cemeteries sought to create a pleasant, park-like atmosphere, in contrast to the older, gloomier Puritan-era graveyards in town centers. The cemetery was laid out in an area once known as Martha’s Dingle, located a little to the east of downtown Springfield. The land here consists of several steep-sided ravines, making it poorly suited for real estate development but ideal for a tranquil rural cemetery.

In developing the cemetery, some of the slopes were transformed into terraces, such as this one here. This particular view shows the view of the cemetery facing east from near its geographic center. In the foreground is the lower section, which had few interments during the 19th century, and further in the distance is the slope leading up to the upper section, which is adjacent to Pine Street. In general, the further up the hill that the gravestones are, the older they tend to be, culminating with the colonial-era stones along Pine Street, which were moved there from the old burying ground on Elm Street in 1848.

In this particular scene, most of the gravestones in the first photo date to the late 19th century, so they would have been relatively new when the photo was taken. Since then, many more burials have occurred here, but there are still some stones that are recognizable from the first photo. Near the center of the photo is a rectangular granite stone of businessman Warner C. Sturtevant (1809-1891), his wife Nancy (1811-1885), and several of their children and grandchildren. Just to the right of it, and a little closer to the foreground, is the marble stone of Samuel W. Fisher (1817-1884) and his wife Lorinda (1826-1885). In the distance beyond this stone is a large obelisk for the Merriam family, including dictionary publisher Charles Merriam (1806-1887), his wives Sophia (1808-1858) and Rachel (1824-1888), and several of their children.

Today, more than 125 years after the first photo was taken, there are now many more gravestones here in this scene, most dating to the first half of the 20th century. Among the more notable burials here in this scene are George Walter Vincent Smith (1832-1923) and his wife Belle (1845-1928), who were both prominent philanthropists and art patrons. They amassed an extensive art collection that they subsequently donated to the city as the George Walter Vincent Smith Art Museum, and they are buried here, just to the right of the tree on the left side of the scene.

Aside from the addition of more gravestones, some of the stones from the first photo are now gone, possibly having been replaced by newer monuments. Overall, though, this scene remains largely the same as it appeared in the late 19th century. Springfield Cemetery is still an active cemetery, and it continues to have the same natural, park-like appearance that its founders envisioned some 180 years ago. The city has since grown up around the cemetery, but from here it is hard to tell that these wooded ravines are right in the midst of one of the largest cities in New England.

Springfield Cemetery, Springfield, Mass (2)

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A scene in Springfield Cemetery, facing the southern section of the cemetery, around 1892. Image from Picturesque Hampden (1892).

The scene in 2020:

Springfield Cemetery was established in 1841, and it was part of a trend that involved creating well-landscaped, park-like cemeteries on the outskirts of cities and towns, as opposed to the older, often gloomier Puritan-era graveyards in town centers. The first of these cemeteries was Mount Auburn Cemetery in the suburbs of Boston, which opened in 1831, and many other cities soon followed, including Springfield a decade later. Over the years, it would become the final resting place for many of the city’s prominent 19th century residents, and it remains an active cemetery today.

The cemetery is located in a ravine that was originally known as Martha’s Dingle. In transforming the area into a cemetery, the designers incorporated the natural features into the landscape by creating a series of terraces that were separated by wooded slopes. These were linked together by curving paths that followed the contours of the land. Overall, the intent was to create a place that would serve not only as a burial ground for the dead, but also as a quiet, peaceful place for the living to visit.

The view here in these two photos shows the upper section of the cemetery, facing south in the direction of Cedar Street. In the distance is the southernmost section of the cemetery, which, unlike the rest of the cemetery, lacks the winding paths and landscaped terraces. Instead, the lots here are laid out on flat ground, with few trees and with straight paths that intersect at right angles in a grid pattern. Most of the gravestones in that section date to the second half of the 19th century, and by the time the first photo was taken in the early 1890s it was already crowded with towering obelisks and other monuments.

By contrast, the slightly lower area here in the foreground was nearly devoid of gravestones when the first photo was taken. Of the two that are present near the foreground, the one in the lower center of the scene has apparently been removed or replaced, but the other one, further to the left, is still there. It features a veiled figure with an urn standing atop an Ionic column, marking the grave of James Abbe, who died in 1889 at the age of 66. He was a stove and tin merchant, and he was also a director for several local corporations, including serving as president of the Hampden Watch Company. In addition, he was a state legislator from 1876-1877, and he served as a trustee for the Springfield Cemetery Association.

Today, more than 125 years after the first photo was taken, Abbe’s gravestone is still here, although it is now mostly hidden by a tree from this angle. Otherwise, the most significant difference here is the number of gravestones in the foreground. This section was mostly empty in the early 1890s, but it now features a number of 20th century gravestones. Perhaps the most prominent person buried in this section is Horace A. Moses, a paper manufacturer and philanthropist who was one of the founders of Junior Achievement. He died in 1947, and his gravestone is the bench-like monument on the far left side of the scene.

Overall, despite the increase in gravestones, this section of Springfield Cemetery has not changed much since the late 19th century. The level upper section in the distance is mostly hidden behind trees from here, but it still looks largely the same as it did in the first photo, with rows of large monuments. By contrast, even though it has more gravestones now than in the first photo, the area in the foreground still has much more of a rural, park-like appearance, with its winding roads and mature shade trees, as shown in the present-day scene.

Josiah Gilbert Holland Gravestone, Springfield, Mass

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The gravestone of author Josiah Gilbert Holland in Springfield Cemetery, around 1892. Image from Picturesque Hampden (1892).

The scene in 2020:

Josiah Gilbert Holland was a prominent author during the second half of the 19th century, writing a variety of works, including novels, poems, history books, and advice books. He was also an assistant editor of the Springfield Republican, and he was one of the founders of the magazine Scribner’s Monthly. Born in Belchertown in 1819, Holland moved to Springfield as an adult, and he spent much of his literary career here, before moving to New York in the early 1870s. He died there in 1881, but his body was returned to Springfield, where he was buried here in Springfield Cemetery.

Holland’s books are rarely read today, in part because of the overly sentimental and moralistic style of his writings. However, these same qualities made his works very popular with the general public during the Victorian era, and after his death he was memorialized here at his gravesite with a bronze bas relief sculpture by prominent sculptor Augustus Saint-Gaudens. It features a profile image of Holland, with a sprig of lily-of-the-valley behind him, and the inscription “Et Vitam Impendere Vero,” which translates to “To devote one’s life to truth.” Beneath the bas relief, the base of the monument features another inscription that reads “For the great hereafter I trust in the infinite love as it is expressed to me in the life and death of my lord and saviour Jesus Christ.”

The first photo was taken only about a decade after Holland’s burial. Since then, several more gravestones have been added to this scene, but otherwise very little has changed here. Holland himself has been largely forgotten by readers and literary scholars, but his monument has been well-preserved throughout this time, and it remains one of the most artistically-significant gravestones in Springfield.

Pynchon Monument, Springfield, Mass

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The Pynchon family plot in Springfield Cemetery, around 1892. Image from Picturesque Hampden (1892).

The scene in 2020:

Springfield Cemetery was established in 1841, but it includes the remains of many of Springfield’s earliest colonial settlers, dating back to the mid-1600s. Originally, these residents were buried in a graveyard in downtown Springfield, on Elm Street between Old First Church and the Connecticut River. However, by the 1840s that land had become valuable real estate in the center of a growing town, and part of the graveyard was in the path of a new railroad along the river. Because of this, in 1848 the remains were exhumed, and nearly all were reinterred in Springfield Cemetery.

A total of 2,434 bodies were removed from the old graveyard, along with 517 gravestones. Friends and family members of the deceased had the option of having the remains buried in a different cemetery, or in a private lot here in Springfield Cemetery, but most were interred along the Pine Street side of the cemetery. Those bodies accompanied by gravestones were buried beneath their respective stones, and the hundreds of unidentified remains with no gravestones were buried in an adjacent lot.

Among those buried in private lots were members of the Pynchon family. The Pynchons were probably the most influential family in the early years of Springfield’s history, in particular the family patriarch, William Pynchon, who founded the settlement in 1636. He returned to England in 1652 after the publication of his controversial book, which the Puritan leaders found heretical, so he was not buried in Springfield. However, his children stayed here in Springfield, where they would play an important role in the town throughout the rest of the 17th century.

One of William Pynchon’s children was his daughter Mary, who came to Springfield as a teenager in the 1630s and married Elizur Holyoke in 1640. She died in 1657, and her gravestone is the oldest surviving stone here in the cemetery. It is visible on the left side of this scene, just behind and to the left of the large monument in the center of the photos. Gravestones were uncommon in New England before the late 1600s, as early burials were typically marked by simple fieldstones or wooden markers, if at all. Few gravestones in the region are dated prior to the 1660s, and many of these were likely carved years or decades after the fact. It is possible that Mary’s gravestone was carved at a later date, but either way it is definitely very old and was likely carved at some point in the 1600s.

Aside from its age, Mary Pynchon Holyoke’s gravestone is also memorable for its epitaph, which reads:

Shee yt lyes here was while she stood
A very glory of womanhood
Even here was sown most pretious dust
Which surely shall rise with the just

When her body was disinterred from the old burying ground in the spring of 1848, the remains of two different people were found beneath this stone. Writing several decades later in 1885, in Record of the Pynchon Family in England and America, Dr. J. C. Pynchon speculated that the second body may have been Elizur Holyoke, although there is no known record of where he was buried. In any case, there was little left of either body, with Pynchon writing:

These remains were found side by side, in the white sand, about six feet below the surface. This sand was discolored, and some few pieces of the skulls and other bones were found, while even the screws or nails of the coffins were wholly destroyed, their places being marked by the rust only, while no other vestige of the coffins remained. The few remains were gathered, which soon crumbled to dust on exposure to the air, and, with the surrounding earth, deposited in the new cemetery, after having lain in the old burying ground, in the case of Mary Holyoke, one hundred and ninety-one years.

Aside from Mary’s gravestone, the Pynchon family lot here also includes the large monument in the center of the scene. As indicated by the inscription here on this side of it, the monument was “Erected under a provision in the will of Edward Pynchon, who died Mar. 17, 1830. Æ 55.” Edward Pynchon was the 4th great grandson of William Pynchon, and he held a number of local political offices, including town clerk, town treasurer, county treasurer, and county register of deeds. In his will, he noted that the old Pynchon family monument had fallen into disrepair, and instructed his executors to install a new monument on the same spot in the old burying ground, with inscriptions for the family members buried there. This was carried out after his death, and then in the late 1840s this monument was moved here to this lot in Springfield Cemetery, presumably accompanied by the remains of the Pynchons who were buried beneath it.

The monument is carved of sandstone, which was the most common gravestone material in the Connecticut River Valley during the 17th, 18th, and early 19th centuries. However, sandstone does not always weather very well, and many of the inscriptions on the Pynchon monument have been eroded away, particularly here on the west side, where the entire panel has been obliterated. Although much of the monument is now illegible, the Springfield Republican published a transcription of it in 1911, along with the location of each name:

(East side over panel):— Hon. John Pynchon died Jan 17 1702, Æ 76, Amy his wife died Jan 9 1698 Æ 74

(South end): Hon John Pynchon died Apr 25 1721 Æ 74, Margaret his wife died Nov 11, 1746

(On north end): John Pynchon 3d Esq. died July 12, 1742 Æ 68. Bathshua his wife died June 20 1710 Æ 27; Phebe his wife dwho died Oct 10 1722 Æ 36; John Pynchon his son died Apr 6 1754 Æ 49.

(On west side over panel): Erected under a provision in the will of Edward Pynchon who died Mar 17 1830 Æ 55.

(On west side in panel, probably a continuation of north end): Bathshua his daughter & wife of Lieut Robert Harris died 1760 Æ 52.
William Pynchon Eqs. son of Hon John Pynchon 2d died Jan 1741 Æ 52; Catharine his wife died Apr 10 1747 Æ 47; Sarah their daughter wife of Josiah Dwight Esq died Aug 4 1755 Æ 34. Edward Pynchon Esq son of John Pynchon 3d died Jan 11 1783, Æ 80.

(On west side under panel) Susan wife of Edward Pynchon died Oct 15 1872 Æ 82.

(East side panel) Sarah relict of William Pynchon Esq died Feb 21 1796 Æ 84.
Elizabeth relict of Benjamin Colton daughter of John Pynchon 3d Esq died Sept 26 1776 Æ 74; Capt George Pynchon son of John Pynchon 3d died June 26 1797 Æ 81; Maj William Pynchon died Mar 24 1808 Æ 69; Lucy his wife died Feb 17 1814 Æ 75; John Pynchon died Mar. 1826 Æ 84.

The first photo was taken a little over 40 years after the gravestones were moved here to Springfield Cemetery. Since then, there have been a few small changes, such as the deterioration of the inscriptions on the Pynchon monument. Along with this, there are now newer gravestones in this section of the cemetery, and several of the 19th century gravestones appear to have been removed or replaced, including the one in the lower foreground of the first photo. This one might still be here, as there is a mostly-buried gravestone in the same location today, but its lettering is mostly illegible. Overall, though, despite these changes this scene still looks much the same as it did more than 125 years ago, and Springfield Cemetery retains its appearance as a rural cemetery in the midst of a large city.