Main Street Springfield

Main Street from Liberty Street, Springfield, Massachusetts

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The view looking north on Main Street from the corner of Liberty Street (modern-day Frank B. Murray Street) in Springfield, around 1892. Image from Picturesque Hampden (1892).

The same scene in 2024:

These two photos show the view of Main Street from just north of the modern-day railroad arch, facing toward the North End. The scene in the top photo includes a mix of older wood-frame buildings, along with newer and larger brick commercial blocks. The largest of these was the furniture store of George Delaney, which has the large painted signs on the side of it in the top photo. According to an 1889 newspaper advertisement in the Springfield Republican, Delaney was a “Dealer in carpets, chamber suits, parlor sets, all kinds of furniture, stoves, ranges, etc., for cash or easy payments.”

The wooden building in the foreground at the corner was evidently demolished by 1920, because the city atlas shows a brick one in its place. Likewise, the two story building beyond the Delaney building was also gone by 1920. Both the Delaney building and the three-story brick building farther in the distance were still standing in the late 1930s, but everything here would ultimately be demolished by the early 1960s as part of a large-scale urban renewal project that leveled almost everything north of the railroad arch and south of Memorial Square.

Today, this scene includes a medical office building in the foreground on the right, and the main Springfield post office farther in the distance. The 1960s urban renewal project also included eliminating, rerouting, or renaming some of the streets in the area. The old Liberty Street became Frank B. Murray Street, and Ferry Street—which is located a block farther in the distance—became the new Liberty Street.

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.

Agawam National Bank, Springfield, Mass

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The Agawam National Bank building, at the corner of Main and Lyman Streets in Springfield, around 1892. Image from Picturesque Hampden (1892).

The scene in 2018:

This building was completed in 1870 to house the Agawam National Bank, which had been established in 1846 and had previously occupied an older building here on this spot. The new building was designed by Henry H. Richardson, a young architect who would go on to become one of the leading American architects of the late 19th century. Although best-known today for Romanesque-style churches, railroad stations, and government buildings, Richardson’s early works included a mix of relatively modest houses and commercial building, many of which bore little resemblance to his later masterpieces.

Richardson’s first commission had been the Church of the Unity here in Springfield, which he had earned in part because of a college classmate, James A. Rumrill, whose father-in-law, Chester W. Chapin, was one of the leading figures within the church. Chapin was also the president of the Western Railroad, and when the railroad needed a new office building, Richardson received the commission without even having to enter a design competition. This building, which stood just a hundred yards to the north of here, was completed in 1867, and two years later he was hired to design a new building for the Agawam National Bank. In what was likely not a coincidence, Chapin had been the founder of this bank, and by the late 1860s, Richardson’s friend James A. Rumrill was sitting on its board of directors.

The design of the Agawam National Bank bears some resemblance to the railroad office buildings. Both were constructed of granite, and they both had raised basements, four stories, and mansard roofs. However, while the railroad building was purely Second Empire in its design, the bank featured a blend of Second Empire and Victorian Gothic elements. Perhaps most interesting were the rounded arches on the ground floor. Although this building could hardly be characterized as Romanesque in its design, these arches bear some resemblance to the ones that he would later incorporate into his more famous works of Romanesque Revival architecture.

Architectural historian and Richardson biographer Henry-Russell Hitchcock did not particularly care for the design of the bank building, criticizing its “square proportions, crude monotonous scale and hybrid detail,” and describing it as a “hodge-podge” that was “pretentious and assertive.” However, he did concede that the building’s virtues “are more conspicuous if one does not look at it so carefully and so hard. To a casual glance, it must have had certain granite qualities of solid mass and strong regular proportions which tend to disappear when it is studied in detail.”

These “qualities of solid mass” likely served the bank well, since 19th century financial institutions often constructed imposing-looking buildings in order to convey a sense of strength and stability. As shown in the first photo, the Agawam National Bank was located on the right side of the first floor, but the building also housed other tenants, including the Hampden Savings Bank, which occupied the basement. These two banks had shared the same building since Hampden Savings was established in 1852, and they would remain here together until 1899, when Hampden Savings moved to the nearby Fort Block.

Agawam National Bank remained here in this building until the bank closed around 1905. By this point, its architecture was outdated, with trends shifting away from thick, heavy exterior masonry walls. The advent of steel frames in the late 19th century had enabled commercial buildings to be taller while simultaneously having thinner walls, and this allowed for large windows with plenty of natural light. The bank building was ultimately demolished around 1923, and it was replaced by a new five-story building that exemplified this next generation of commercial architecture.

Known as the Terminal Building, it was the work of the Springfield-based architectural firm of E. C. and G. C. Gardner, and it was completed around 1924. It was built with four storefronts on the ground floor and offices on the upper floors, and it was designed to support up to seven stories, although these two additional stories were never constructed. Today, the building still stands here, with few exterior changes. It is a good example of early 20th century commercial architecture here in Springfield, and in 1983 it became a contributing property in the Downtown Springfield Railroad District on the National Register of Historic Places.

Day & Jobson Block, Springfield, Mass

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The building at the northwest corner of Main and Cypress Streets in Springfield, around 1938-1939. Image courtesy of the Springfield Preservation Trust.

The scene in 2018:

This three-story Italianate-style commercial block was built sometime around the 1850s, and it featured a distinctive faux-stone exterior that was actually made of wood. It was owned by Day & Jobson, a local lumber company that had a planing mill and lumber yard was located a few blocks away, at the corner of Liberty Street (present-day Frank B. Murray Street) and Chestnut Street. The building consisted of a mix of apartments on the upper floors, with retail space on the ground floor, and most of the early commercial tenants sold groceries.

During the late 1860s, there were at least four different stores on the ground floor. Starting on the left side of the building, at the corner of Cypress Street, was A.F. & H.L. Niles, which sold “Teas, Coffee, Butter, Lard, Fish” and other groceries. Right next door was Alonzo Camp, who described himself in the 1869 city directory as “Dealer in Choice Family Groceries and Provisions, Foreign and Domestic Fruits, &c.” Further to the right was John Fox, who specialized in butter and eggs, and to the right of him was butcher John L. Rice & Co., who is listed in the 1869 directory as “Dealer in Fresh and Salt Beef, Pork, Hams, Sausages, Tripe, Poultry, &c. Butter, Cheese, Eggs, Lard, West India Goods, and Family Groceries, and Vegetables of all kinds in their season.”

By about 1876, the corner store – which was numbered 196 Main Street at the time – had become a drugstore, operated by Daniel E. Keefe. He was later listed as a physician in city directories of the 1880s, but his office was still located here, and he also lived here in this building. However, by the early 1890s Dr. Keefe had moved his practice elsewhere, and this storefront was again used as a pharmacy, this time by T. Edward Masters. Over the next few years, several more druggists would occupy this space, including John J. Carmody and Hiram P. Comstock.

In 1912, this corner drugstore was acquired by Charles V. Ryan. A Springfield native, Ryan was born in 1872 as the son of Irish immigrants, and he went on to attend Cathedral High School and the Massachusetts School of Pharmacy. In 1895, when he was just 22 years old, he opened up his own drug store here in the North End, only a block north of this site. He remained there for the next 17 years before relocating to this building, where he would carry on the business for several more decades.

Ryan was still running the drugstore here when the first photo was taken in the late 1930s. The photo also shows several other stores that were located in the building, including Paushter & Co. furriers and tailors, Becker’s Shoes, and the Lucille Dress Shop. Ryan died only a year or two later in 1940, at the age of 68, but his family carried on the business for many more years, starting with his son, Charles V. Ryan, Jr., and then his grandsons, Donald and Robert Ryan. Another grandson, also named Charles V. Ryan, was not directly involved in the drugstore business, but he had a successful political career, serving as mayor of Springfield from 1962 to 1967, and 2004 to 2008.

It was during Ryan’s first stint as mayor that the city’s North End underwent a major urban renewal project. Nearly every building along the Main Street corridor, between the railroad arch and Memorial Square, was demolished during the 1960s, and many of the streets themselves were altered or eliminated. This building was razed sometime around 1967, and the drugstore relocated across the street to the Northgate Center, where it remained until it was acquired by CVS in 1994.

In the meantime, the site of the old building was redeveloped as the new headquarters of the Springfield Union and Springfield Daily News, which opened around 1969. These newspapers subsequently merged to become the Union-News, and in the early 2000s it was renamed the Springfield Republican, reflecting the historical name of the newspaper. The Republican offices are still located here today, although the newspaper recently announced that it is looking to sell the property or lease some of the space to other businesses, since the building contains more office space than the newspaper needs at this point.

Memorial Church, Springfield, Mass

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The Memorial Church, at the corner of Main and Plainfield Streets in Springfield, around 1905. Image from Springfield Present and Prospective (1905).

The church in 2018:

Springfield’s Memorial Church was established in 1865 as a nondenominational Christian church. It was named in honor of “the memory of the deceased ministers of New England,” and, according to one of its early resolutions, it welcomed “to its membership and communion all who love the Lord Jesus Christ in sincerity and truth, and who agree with it concerning the essential doctrines of the Christian religion, by whatever name they may be called.” Many of its founding members had come from North Congregational Church, but the first pastor was Mark Trafton, a noted Methodist clergyman who had previously served a term in Congress.

The two leaders in establishing the Memorial Church were George M. Atwater and Josiah G. Holland. Both men were prominent Springfield residents; Atwater was a businessman who, a few years later, would establish the city’s streetcar system, and Holland was a nationally-renowned author, poet, and editor. Holland also served as the leader of the choir and the superintendent of the Sunday school, but he left Springfield in 1868 and eventually moved to New York, where he became one of the founders of Scribner’s Monthly.

During its first few years, the church met in a school building, but in 1869 this new building was completed at the corner of Main and Plainfield Streets, in the city’s North End. It was constructed with granite from nearby Monson, with contrasting brownstone trim, and its Gothic Revival design was the work of New York architect Richard Upjohn and his son, Richard Mitchell Upjohn. The elder Upjohn was one of the leading church architects in the United States during the mid-19th century, and his other notable works included Trinity Church in New York City. He had also previously designed George Atwater’s house, Rockrimmon, here in Springfield, which is probably how he ended up with the commission for Atwater’s church. The younger Upjohn was also a successful architect in his own right, and he subsequently designed the Connecticut State Capitol in Hartford.

Also in 1869, William T. Eustis was installed as pastor of the church. He had been the pastor of Chapel Street Congregational Church in New Haven since 1848, but he left there in order to accept this position here in Springfield. Eustis would go on to serve as pastor of the Memorial Church for nearly 20 years, until his death in 1888, and during this time the church saw significant growth, with around 350 members and 400 Sunday school students by the mid-1880s. Eustis’s replacement was John L. R. Trask, formerly of the Second Congregational Church in Holyoke, who remained here until his retirement in 1904.

The first photo was taken around the same time that Reverend Trask retired, and it depicts a winter scene, with snow on the ground and even some patches of snow clinging to the steep roof. At the time, the church was situated on the southern end of Round Hill, a roughly triangular-shaped raised ground bounded by Main, Plainfield, and Arch Streets. Although the rest of the North End was largely working class, Round Hill featured several large mansions, one of which is visible in the distance on the right side of the church. Constructed around 1868, this was the first of the houses to be constructed here, and it was originally the home of Dr. William G. Breck, a local physician.

The Memorial Church remained an active congregation here until 1940, when it sold the property to the Church of St. George, a Greek Orthodox parish that had previously worshiped in several other buildings nearby in the North End. This church became the St. George Greek Orthodox Memorial Church, and the interior was remodeled to meet the needs of its new congregation. Only a few years later, in 1944, the rear of the building was severely damaged by a fire, but it was restored by the following year.

Round Hill was all but obliterated by the 1960s, when Interstate 91 was constructed through the area, just to the west of the church. All of the mansions were demolished by then, and most of the hill was leveled to create an interchange with Route 20. The site of the Breck house is now a McDonald’s, and today the church is the only surviving 19th century building on Round Hill. It was nearly vacated in the 1970s, when St. George explored the possibility of relocating to Longmeadow, but the parishioners ultimately voted to remain here. The church was subsequently renamed St. George Greek Orthodox Cathedral, and around the same time it acquired the former Memorial Square Branch Library, which was converted into the Greek Cultural Center. St. George is still here today, and the building stands as an important architectural landmark in Springfield, with few exterior changes since the first photo was taken more than a century ago.